210769303 Flight Crew Operating Manual Atr42 500 CSA

1245
FLIGHT CREW OPERATING MANUAL (F.C.O.M.) AVIONS DE TRANSPORT REGIONAL DIRECTION SUPPORT EXPLOITATION 1,Alle Pierre Nadot

Transcript of 210769303 Flight Crew Operating Manual Atr42 500 CSA

Page 1: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT CREW OPERATING MANUAL

(F.C.O.M.)

AVIONS DE TRANSPORT REGIONAL

DIRECTION SUPPORT EXPLOITATION 1,Alle Pierre Nadot

Page 2: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT CREW OPERATING MANUAL

(F.C.O.M.)

1ST PART: SYSTEMS DESCRIPTION

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FLIGHT CREW OPERATING MANUAL 0.00.00

PRELIMINARY PAGES P 1 OK

F.C.O.M. CONTENTS JUL 02

ATR 42-500

0.00.00 CONTENTS 0.00.01 OPERATIONS MANUAL – PART B 0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.) 0.02.00 REASON OF TEMPORARY REVISIONS (R.T.R.) 0.03.00 SHIPPING NOTE TEMPORATY PAGES (S.N.T.P.) 0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.) 0.05.00 LIST OF NORMAL REVISIONS (L.N.R.) 0.05.01 LIST OF CSA REVISIONS (L.C.R.) 0.06.00 REASON OF THE REVISIONS 0.07.00 SHIPPING NOTE WHITE/BLUE PAGES (S.N.W.B.P.) 0.08.00 LIST OF EFFECTIVE PAGES (L.E.P.) 0.09.00 LIST OF MOD / MP / SB (L.O.M.) 0.10.00 CROSS REFERENCE TABLE (C.R.T.) 0.40.00 ORGANIZATION OF THE MANUAL 0.50.00 STANDARD NOMENCLATURE 0.60.00 UNITS CONVERSION TABLE

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ATR 42-500

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OPERATIONS MANUAL – PART B 0.00.01

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ATR 42-500

AEROPLANE OPERATING MATTERS

SECTION SEE PUBLICATION Chapter 0 GENERAL INFORMATION AND UNITS OF MEASUREMENT ⇒ FCOM Vol. 1, Chapter 0.00.50 INTRODUCTION,

Standard nomenclature FCOM Vol. 1, Chapter 0.00.60 INTRODUCTION, Units

conversion table FCOM Vol. 1, Chapter 1.00 AIRCRAFT GENERAL FCOM Vol. 2, Chapter 3.01 OPERATING DATA

Chapter 1 LIMITATIONS Certification status

⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General, Page 1

Passenger seating configuration ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General, Page 2

Weight and balance manual, Appendix 9 Approved types of operation

⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General, Page 1

Crew composition ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General, Page 1

Mass and centre of gravity

⇒ FCOM Vol. 2, Chapter 2.01.02 LIMITATION, Weight and loading

Speed limitations ⇒ FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed and operational parameters, Page 1-4

FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 4

Flight envelope ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General, Page 2

FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed and operational parameters, Page 5

Wind limits ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 21

Performance limitations

⇒ FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed and operational parameters

Runway slope ⇒ FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed and operational parameters, Page 5

Limitations on wet or contaminated runways

⇒ FCOM Vol. 2, Chapter 2.01.10 LIMITATION, Company limitation

Airframe contamination ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 16,17

System limitations ⇒ FCOM Vol. 2, Chapter 2.01.05-2.01.07 LIMITATIONS

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ATR 42-500

SECTION SEE PUBLICATION

Chapter 2 NORMAL PROCEDURES Pre-flight procedures ⇒ FCOM Vol. 2, Chapter 2.03.04 NORMAL PROCEDURES

Flight preparation OM part A, Chapter 8.1

Pre-departure procedures ⇒ FCOM Vol. 2, Chapter 2.03.03, 2.03.05-2.03.10 NORMAL PROCEDURES

Altimeter setting and checking ⇒ OM part A, Chapter 8.3 Taxi, take-off and climb ⇒ FCOM Vol. 2, Chapter 2.03.11-2.03.15 NORMAL

PROCEDURES FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND

TECHNIQUES, Flight patterns, Page 1 Noise abatement procedures ⇒ OM part A, Chapter 8.3 Cruise and descent ⇒ FCOM Vol. 2, Chapter 2.03.16-2.03.17 NORMAL

PROCEDURES Approach, landing preparation and briefing

⇒ FCOM Vol. 2, Chapter 2.03.18 NORMAL PROCEDURES FCOM Vol. 2, Chapter 2.02.23 PROCEDURE AND

TECHNIQUES VFR approach ⇒ NOT APPLICABLE Instrument approach ⇒ FCOM Vol. 2, Chapter 2.03.19-2.03.21 NORMAL

PROCEDURES FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND

TECHNIQUES, Flight patterns, Page 4, 8 Visual approach and circling ⇒ FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND

TECHNIQUES, Flight patterns, Page 6, 7 Missed approach ⇒ FCOM Vol. 2, Chapter 2.03.22 NORMAL

PROCEDURES, Go Around FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND

TECHNIQUES, Flight patterns, Page 4 Normal landing ⇒ FCOM Vol. 2, Chapter 2.03.23 NORMAL

PROCEDURES, Landing Post landing procedures ⇒ FCOM Vol. 2, Chapter 2.03.24-2.03.26 NORMAL

PROCEDURES Operations on wet and contaminated runways

⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 9, 19, 20

Chapter 3 ABNORMAL AND EMERGENCY PROCEDURES Crew incapacitation ⇒ OM part A, Chapter 8.3 Fire and smoke drills ⇒ FCOM Vol. 2, Chapter 2.04.02 EMERGENCY

PROCEDURES, Power plant, Page 1-2 FCOM Vol. 2, Chapter 2.04.03 EMERGENCY

PROCEDURES, Smoke FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND

TECHNIQUES, Flight patterns, Page 3 Unpressurized and partially pressurized flight

⇒ FCOM Vol. 2 Chapter 2.04.05 EMERGENCY PROCEDURES, Miscellaneous, Page 1

FCOM Vol. 2 Chapter 2.05.08 PROCEDURES FOLLOWING FAILURE, Air

SECTION SEE PUBLICATION

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Chapter 3 ABNORMAL AND EMERGENCY PROCEDURES Exceeding structural limits ⇒ OM part A, Chapter 11.5 Exceeding cosmic radiation limits ⇒ NOT APPLICABLE Lightning strikes ⇒ OM part A, Chapter 11.5 Distress communication and alerting ATC to emergencies

⇒ OM part A, Chapter 12.5

Engine failure ⇒ FCOM Vol. 2, Chapter 2.04.02 EMERGENCY PROCEDURES, Power plant

FCOM Vol. 2, Chapter 2.05.02 PROCEDURES FOLLOWING FAILURE, Power plant

FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND TECHNIQUES, Flight patterns, Page 2

System failure ⇒ FCOM Vol. 2, Chapter 2.04.04 EMERGENCY PROCEDURES, Electrical system

FCOM Vol. 2, Chapter 2.05.03-2.05.12 PROCEDURES FOLLOWING FAILURE

Guidance for diversion in case of serious technical failure

⇒ OM part A

Ground proximity warning ⇒ FCOM Vol. 2, Chapter 2.02.16 PROCEDURES AND TECHNIQUES GPWS

TCAS warning ⇒ FCOM Vol. 1, Chapter 1.05.20 COMMUNICATION, TCAS

FCOM Vol. 2, Chapter 2.02.15 PROCEDURES AND TECHNIQUES, TCAS

Windshear ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 22

Emergency landing/ ditching ⇒ FCOM Vol. 2, Chapter 2.04.05 EMERGENCY PROCEDURES, Miscellaneous, Page 2-6

Chapter 4 PERFORMANCE Take-off climb limits ⇒ FCOM Vol. 2, Chapter 3.03 TAKE-OFF Take-off field length ⇒ FCOM Vol. 2, Chapter 3.03 TAKE-OFF Net flight path data for obstacle clearance

⇒ FCOM Vol. 2, Chapter 3.03 TAKE-OFF

The gradient losses for banked climbouts

⇒ AFM, Chapter 6-03 PERFORMANCE, Take off, Page 30

En-route climb limits ⇒ FCOM Vol. 2, Chapter 3.04.02 CLIMB, 160 kt, Page 1 FCOM Vol. 2, Chapter 3.04.03 CLIMB, 190 kt, Page 1 FCOM Vol. 2, Chapter 3.04.04 CLIMB, Icing conditions,

Page 11 Approach climb limits ⇒ FCOM Vol. 2, Chapter 3.08.01 APPROACH-LANDING Landing climb limits ⇒ AFM, Chapter 6-05 PERFORMANCE, Landing, Page 1 Landing field length ⇒ FCOM Vol. 2, Chapter 3.08.03 APPROACH-LANDING,

Landing distances

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OPERATIONS MANUAL – PART B 0.00.01

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ATR 42-500

SECTION SEE PUBLICATION

Brake energy limits ⇒ FCOM Vol. 2, Chapter 3.03.03 TAKE-OFF, General, Page 6-7

Speed applicable for various flight stages

⇒ QRH 4.31-4.38 OPS DATA FCOM Vol. 2, Chapter 2.02.01, PROCEDURES AND

TECHNIQUES Operating speeds FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND

TECHNIQUES, Adverse weather, Page 4 FCOM Vol. 2, Chapter 3.03.05 TAKE-OFF, Take-off

speeds values FCOM Vol. 2, Chapter 3.08.02 APPROACH-LANDING

Final approach speeds Supplementary data covering flights in icing conditions

⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 1-20

All engine climb gradients ⇒ FCOM Vol. 2, Chapter 3.04 CLIMB Drift-down data ⇒ FCOM Vol. 2, Chapter 3.09 ONE ENGINE

INOPERATIVE Effect of de-icing and anti-icing fluids ⇒ OM part C

FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND TECHNIQUES, Adverse weather, Page 17, 19, 20

Flight with landing gear down ⇒ FCOM Vol. 2, Chapter 3.11.01 SPECIAL OPERATIONS, Flight with landing gear down

Flights conducted under the provisions of the CDL

⇒ AFM Chapter 7.01.02 - CONFIGURATION DEVIATION LIST, page 2-7

Chapter 5 FLIGHT PLANNING ⇒ OM part A, Chapter 8.1

FCOM Vol. 2, Chapter 3.10 FLIGHT PLANNING Chapter 6 MASS AND BALANCE Calculation system ⇒ Weight and balance manual, Chapter 2 Instructions for completion of mass and balance documentation

⇒ Weight and balance manual, Chapter 5,6

Limiting masses and centre of gravity ⇒ Weight and balance manual, Chapter 4 FCOM Vol. 2, Chapter 2.01.02 LIMITATIONS, Weight

and loading Dry operating mass and centre of gravity

⇒ Weight and balance manual, Chapter 3

Chapter 7 LOADING ⇒ Weight and balance manual, Chapter 5, 8 Chapter 8 CONFIGURATION DEVIATION LIST ⇒ AFM Chapter 7.01.02 - CONFIGURATION DEVIATION

LIST Chapter 9 MINIMUM EQUIPMENT LIST ⇒ MEL Chapter 10 SURVIVAL AND EMERGENCY EQUIPMENT ⇒ FCOM Vol. 1, Chapter 1.07.10-1.07.20 EMERGENCY

PROCEDURES FCOM Vol. 2, Chapter 2.01.05 LIMITATIONS, Systems,

Page 2

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SECTION SEE PUBLICATION Chapter 11 EMERGENCY EVACUATION PROCEDURES ⇒ FCOM Vol. 1, Chapter 1.07.30 EMERGENCY

PROCEDURES, Emergency evacuation OM part A, Chapter 8.3 OM part B-Company procedures, Chapter 13.5

Chapter 12 AEROPLANE SYSTEMS ⇒ FCOM Vol.1, Chapter 1.01-1.16

Responsibility for revision service processing:

Manual Responsibility FCOM Vol. 1 Aeroplane manufacturer, CSA Flight Operations Division in cooperation

with CSA Technical Division (Chapter 1.00 – 1.16) FCOM Vol. 2 Aeroplane manufacturer, CSA Flight Operations Division QRH Aeroplane manufacturer, CSA Flight Operations Division MEL CSA Technical Division WBM CSA Technical Division

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LIST OF TEMPORARY REVISIONS

FLIGHT CREW OPERATING MANUAL

L . T . R .P 1

DEC 06

004

0.01.00

OK

No. T.R. DATE IN DESTROYED POSITION REMARKS

01 20 DEC 96 AT REV 04DATED MAY 97 PART 2 and 3 Amendment

02 30 DEC 97 AT REV 06DATED MAY 98 Amendment

03 10 MAR 98 AT REV 06DATED MAY 98 Amendment

04 DEC 98 AT REV 08DATED NOV 99 Amendment

05 JAN 99 AT REV 08DATED NOV 99 Amendment

06 MAR 99 AT REV 08DATED NOV 99 Severe icing

07 20MAR00 AT REV 09DATED NOV 00 TCAS

08 NOV 03 AT REV 12DATED DEC 03 Severe Icing

09 MAR 04 AT REV 13DATED DEC 04 FID TR15 ENV

10 MAR 05 AT REV 14DATED DEC 05 TR 17 ENV

11 MAY 06 AT REV 15DATED DEC 06 TR 18 ENV

AA

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ATR 42 Model : 400/500

REASON OF THE TEMPORARY REVISIONS

INTRODUCTION

R . T . R .P 1

DEC 06

001

0.02.00

ENV

DATE REASON OF REVISIONS AFFECTED PAGES

MAR 99 Severe icing : improvement ofdetection and procedure

2.02 -- 2.03 -- 2.04

JUN 01 Introduction of modification 5262:capacity of :

Flaps 35 Steep Slope Approach, orFlaps 25 Normal Approach

1.09.50 -- 1.15.402.02.12

FEB 02 Introductioin of modification 5313EGPWS

1.15.40 -- 2.01.002.01.09 -- 2.04.05

APR 02 TCAS -- Introduction of modification5103 and 5146

HF 9000 Instroduction of modification5285 and 5320

1.05.20 -- 1.10.102.01.06 -- 2.02.15

1.05.10

FEB 03 Cockpit Door Security System 1.00 -- 2.01

NOV 03 Severe Icing 2.04

MAR 04 Flight Identification FIDMod 5487 1.05.10 -- 2.03.07

AUG 04 30% PAX OXYGENMod 8371 1.07.20 -- 2.01.05

MAR 05 ATPCS Test CorrectionENG Test (Last flight of the day)PEC OFF Operations OEBStatic Inverter Double Loss OEBList of Effective OEB

2.03.06 p22.03.19 p1

3.12.273.12.283.12.20

MAY 06 FUEL LO LVL Procedure UpdatingPage for VHF8.33 and HF9000

2.05.031.05.10

AA

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FCOM FLIGHT CREW OPERATING MANUAL 0-04 page 1-004

ATR 42-400/500

L.E.T.P. List of EffectiveTemporary Pages DEC 06

You must hold in your manual the following pages Issue P CH SE Page Seq Date Label Modification expression Validity expression

End OK

REV15 0 01 00 001 004 DEC 06 L.T.R. OK ALL REV15 0 02 00 001 001 DEC 06 R.T.R. ALL REV15 0 04 00 001 004 DEC 06 L.E.T.P. OK ALL

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ATR 42 Model : 400/500

LIST OF NORMAL REVISIONS

FLIGHT CREW OPERATING MANUAL

L . N . R .P 1

DEC 06

001

0.05.00

N°REV DATE IN INSERTION DATE NAME

00 MAY 95 PRELIMINARY

01 DEC 95 TOTALE

02 MAR 96

03 NOV 96

04 MAY 97

05 NOV 97

06 MAY 98

07 NOV 98

08 NOV 99

09 NOV 00

10 NOV 01

11 NOV 02

12 DEC 03

13 DEC 04

14 DEC 05

15 DEC 06

AA

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F.C.O.M. LIST OF CSA REVISION JAN 07

ATR 42- 500

REV No. EDITION DATE INSERTION DATE INSERTED BY

01 JAN 97 02 FEB 99 03 SEP 99 04 OCT 99 05 FEB 00 06 AUG 00 07 OCT 00 08 FEB 01 09 JUL 01 10 JAN 02 11 JUL 02

R.O. 15.7.2002 12 NOV 02 13 MAR 03 14 NOV 03 15 DEC 03 16 FEB 04

R.O. 1.7.2004 17 MAY 04 18 AUG 04 19 APR 05 20 DEC 05 21 JUL 06 22 OCT 06 23 JAN 07

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F.C.O.M. LIST OF CSA REVISION JAN 07

ATR 42- 500

REV No. EDITION DATE INSERTION DATE INSERTED BY

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Page 26: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

REASON OF NORMAL REVISION

FLIGHT CREW OPERATING MANUAL

R . N . R .P 11

DEC 05

001

0.06.00

DATE REASON FOR ISSUE CHAP INVOLVED

DEC 05 Yellow pages to be turned to white

- ATPCS Test 2.03.06 -- 2.03.19

-- OEB 3.12

* NEW MODIFICATIONS

-- MPC Multi Purpose Computer 2.02.21

-- ACARS Aircraft Communication Addressing and Reporting System 2.02.22

* ACTION ON PART 0

-- New layout for manual presentation 0.40.00

* ACTION ON PART I

-- Seat Position Sight Gauge 1.00.20

-- MFC Maintenance Memory Reading : see Job Instruction Card 1.01.10

-- Stick Pusher/Shaker YES TEST Improvement 1.02.10

-- GNSS2 (if installed) electrical supply is on CD Bus 1 1.15.60

* ACTION ON PART II

-- Updating for JP4 prohibiited 2.01.04

-- Braking Failure on one Side Procedure Introduction 2.05.00 -- 2.05.07

-- ELEV JAM procedure : same as in QRH 2.05.06

* ACTION ON PART III

-- New layout for OEB chapter and OEB updating 3.12

* WORDING 2.03.04 -- 3.10.01

* TYPING CORRECTION 1.01.10 -- 1.16.402.05.00

AA

Page 27: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

REASON OF THE REVISION

FLIGHT CREW OPERATING MANUAL

R . N . R .P 12

DEC 06

001

0.06.00

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

DEC 06 Yellow pages to be turned to white

- VHF and HF communication systems- FUEL LO LVL Procedure Updating -- MOD 4650

1.05.102.05.03

* NEW MODIFICATIONS

-- MOD 4650 : Add LOW Level Detection System 2.05.03

* ACTION ON PART 0

-- None

* ACTION ON PART I

-- Graph Correction for Cabin PRESS Indicator 1.03.40

-- BLUE and GREEN PUMP PWR ACW Electrical Distribution-- TOILET SYS ACW Electrical Distribution

1.06.60

-- EFIS Control Panel : impact of MOD 5506 1.10.30 -- 1.15.60

-- Flight Recorders : impact of MOD 5567 1.10.50

-- Correction multidisc brakes 1.14.40

-- HT1000 Controls : impact of MOD 5506 1.15.60

* ACTION ON PART II

-- Use of Jet B is prohibited 2.01.04

-- TCAS TA wording improvement 2.01.06

-- 2.02 Part Content Updating 2.02.00

-- AHRS Caution linked with attitudes and heading errors 2.02.14

-- AHRS and Weather Radar Layout 2.02.14

-- High Latitudes Operations new section 2.02.19

-- EMERGENCY DESCENT procedure Improvement 2.04.05

-- DITCHING and FORCED LANDING procedures Improvement 2.04.05

-- MFC Module Equipment List : see QRH 2.05.10

-- ADC DISAGREEMENT procedure editorial improvement 2.05.12

* ACTION ON PART III

-- Typing error 3.03.02

-- Holding : Flight Level 15 Correction 3.06.02

AA

Page 28: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT CREW OPERATING MANUAL ATR 42-500 0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 1 Date: JAN 07

ÚLP/AC/LPS 07

CSA Revision Number 23 ATR Revision Number 15

Edition Date JAN 07 Edition Date DEC 06 OK EFF indicates page effectivity for individual airplanes. FCOM Volume 1 P CH S PAGE CODE OK EFF DATE NOTE INTRODUCTION 0 00 00 1 OK ALL JUL 02 0 00 01 1-6 OK ALL NOV 03 OM-B 0 01 00 1 004 ALL DEC 06 L.T.R. 0 02 00 1 001 ALL DEC 06 R.T.R. 0 04 00 1 004 ALL DEC 06 L.E.T.P. 0 05 00 1 001 ALL DEC 06 L.N.R. 0 05 01 1-2 OK ALL JAN 07 L.C.R. 0 06 00 1-4 001 ALL NOV 98 R.N.R. 5 001 ALL NOV 99 R.N.R. 6 001 ALL NOV 00 R.N.R. 7 001 ALL NOV 01 R.N.R. 8 001 ALL NOV 02 R.N.R. 9 001 ALL DEC 03 R.N.R. 10 001 ALL DEC 04 R.N.R. 11 001 ALL DEC 05 R.N.R. 12 001 ALL DEC 06 R.N.R. 0 08 00 1-15 OK ALL JAN 07 L.E.P. 0 09 00 1-3 004 ALL DEC 06 L.O.M. 0 10 00 1 004 ALL DEC 06 C.R.T. 0 40 00 1-2 001 ALL DEC 05 3-5 OK ALL DEC 05 0 50 00 1-3 OK ALL JUL 01 4 OK ALL DEC 03 5 OK ALL JUL 01 6 OK ALL NOV 02 7-8 OK ALL JUL 01 9 OK ALL AUG 04 10 OK ALL DEC 03 11 OK ALL AUG 04 12 OK ALL JUL 01 0 60 00 1-2 001 ALL NOV 98

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AIRCRAFT GENERAL 1 00 00 1 001 ALL DEC 05 1 00 10 1-3 001 ALL DEC 95 4 001 ALL NOV 96 1 00 20 1-2 001 ALL DEC 95 2A 001 ALL DEC 05 3 001 ALL DEC 95 4 001 ALL DEC 04 1 00 30 1 090 ALL DEC 95 2 001 ALL DEC 03 3-6 001 ALL DEC 95 7 001 ALL NOV 96 1 00 40 1-2 001 ALL DEC 95 3 100 ALL DEC 03 4 001 ALL DEC 95 5 001 ALL NOV 01 6 001 ALL NOV 96 7 001 ALL DEC 95 8-9 001 ALL DEC 03 10 001 ALL DEC 95 1 00 50 1 001 ALL DEC 95 MULTIFUNCTION COMPUTER (MFC) 1 01 00 1 OK ALL DEC 05 1 01 10 1 001 ALL NOV 96 2 001 ALL DEC 95 3 001 ALL NOV 96 4-6 001 ALL DEC 95 7 220 ALL MAY 97 8-9 001 ALL DEC 95 10 001 ALL MAY 97 11 001 ALL DEC 95 12-16 001 ALL DEC 05 17-18 001 ALL DEC 95 CENTRALIZED CREW ALERTING SYSTEM (CCAS) 1 02 00 1 OK ALL DEC 05 1 02 10 1 001 ALL MAR 96 2-3 001 ALL DEC 95 4 001 ALL DEC 04 5 001 ALL DEC 95 6 001 ALL NOV 96 7 200 ALL NOV 96 8 001 ALL DEC 95 9 001 ALL NOV 01 10 001 ALL NOV 96 11 001 ALL DEC 95 12-13 001 ALL DEC 05 14-16 001 ALL DEC 95 PNEUMATIC SYSTEM / AIR CONDITIONING / PRESSURIZATION 1 03 00 1 OK ALL DEC 05 1 03 10 1-2 001 ALL DEC 95 3-4 001 ALL DEC 95 1 03 20 1 001 ALL MAY 98

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2-3 100 ALL NOV 99 4 001 ALL DEC 95 5 100 ALL NOV 99 6 001 ALL DEC 95 7-8 001 ALL NOV 99 1 03 30 1 001 ALL MAR 96 2 001 ALL DEC 95 3 001 ALL MAR 96 4 001 ALL DEC 95 5 001 ALL DEC 04 6-10 001 ALL DEC 95 11-12 001 ALL MAR 96 13-16 001 ALL DEC 95 1 03 40 1-3 001 ALL DEC 95 4 001 ALL MAR 96 5-7 001 ALL DEC 95 8 001 ALL DEC 06 9-10 001 ALL MAY 97 11-12 001 ALL NOV 96 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) 1 04 00 1 OK ALL DEC 05 1 04 10 1 001 ALL NOV 98 2-8 001 ALL DEC 95 9 001 ALL NOV 97 10-12 001 ALL DEC 95 1 04 20 1 001 ALL DEC 95 2 001 ALL NOV 01 1 04 30 1-2 001 ALL DEC 95 1 04 40 1-18 001 ALL DEC 95 1 04 50 1 001 ALL DEC 95 COMMUNICATIONS 1 05 00 1 OK ALL DEC 05 1 05 10 1 001 ALL DEC 95 2 110 ALL NOV 00 3 050 ALL NOV 99 4 001 ALL DEC 95 5-6 030 ALL NOV 00 7 300 ALL DEC 04 8 001 ALL DEC 95 9 100 ALL NOV 99 10 001 ALL MAY 98 11-20 001 ALL DEC 95 1 05 20 1-2 060 ALL NOV 02 3 260 ALL NOV 02 4 080 ALL NOV 02 5 080 ALL DEC 03 6 080 ALL NOV 02 ELECTRICAL SYSTEM 1 06 00 1 OK ALL DEC 05 1 06 10 1-2 001 ALL NOV 96 1 06 10 3-4 001 ALL DEC 95 1 06 20 1-3 001 ALL DEC 95

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4 001 ALL NOV 99 5 001 ALL DEC 95 6 001 ALL NOV 96 7-8 001 ALL DEC 95 9 001 ALL NOV 96 10 001 ALL DEC 95 11 001 ALL NOV 98 12-26 001 ALL DEC 95 1 06 30 1 001 ALL NOV 99 2 001 ALL NOV 96 3-6 001 ALL DEC 95 1 06 40 1-3 001 ALL DEC 95 4 001 ALL NOV 96 5-6 001 ALL DEC 95 1 06 50 1-2 001 ALL NOV 96 3 001 ALL DEC 95 1 06 60 1 001 ALL NOV 97 2 001 ALL MAR 96 3-5 001 ALL NOV 97 6 001 ALL DEC 95 7 100 ALL NOV 97 8 001 ALL NOV 97 9 100 ALL NOV 96 10 001 ALL NOV 96 11 001 ALL NOV 97 12-21 001 ALL DEC 95 22-23 001 ALL DEC 06 24 001 ALL DEC 95 EMERGENCY EQUIPMENT 1 07 00 1 OK ALL DEC 05 1 07 10 1 OK ALL MAY 04 2 OK ALL DEC 05 1 07 20 1-3 001 ALL NOV 98 4-6 001 ALL DEC 95 7-8 001 ALL DEC 04 9-10 001 ALL DEC 95 1 07 30 1-2 110 ALL NOV 98 FIRE PROTECTION 1 08 00 1 OK ALL DEC 05 1 08 10 1 001 ALL NOV 98 2 001 ALL NOV 97 3 001 ALL DEC 95 4 001 ALL MAY 98 5 001 ALL DEC 95 6-7 001 ALL MAR 96 8 001 ALL MAY 97 FLIGHT CONTROLS 1 09 00 1 OK ALL DEC 05 1 09 10 1 100 ALL NOV 96 1 09 20 1 100 ALL NOV 00 2-3 001 ALL NOV 96 1 09 30 1 001 ALL NOV 00

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1 09 30 2-8 001 ALL DEC 95 1 09 40 1 001 ALL NOV 96 2-8 001 ALL DEC 95 1 09 50 1 001 ALL NOV 96 2-3 001 ALL DEC 95 4 100 ALL NOV 96 5-6 001 ALL NOV 96 7-8 001 ALL DEC 03 1 09 60 1-2 100 ALL MAY 97 3 100 ALL NOV 99 FLIGHT INSTRUMENTS 1 10 00 1 OK ALL DEC 05 1 10 10 1 060 ALL NOV 02 2 001 ALL DEC 95 3-4 001 ALL DEC 95 5 001 ALL NOV 01 6 060 ALL NOV 02 6A 060 ALL NOV 02 7 001 ALL MAR 96 8 001 ALL NOV 97 9-10 060 ALL NOV 02 1 10 20 1 001 ALL DEC 95 2 001 ALL NOV 96 3-4 001 ALL DEC 95 5 001 ALL NOV 96 1 10 30 1 001 ALL DEC 95 2 001 ALL NOV 96 3 001 ALL NOV 98 3A 001 ALL NOV 96 4-8 001 ALL DEC 95 9 001 ALL NOV 97 10 001 ALL DEC 95 11-13 001 ALL DEC 95 14 001 ALL NOV 96 15-16 001 ALL DEC 95 1 10 40 1 001 ALL DEC 95 1 10 50 1-2 100 ALL DEC 06 3-4 001 ALL DEC 95 FUEL SYSTEM 1 11 00 1 OK ALL DEC 05 1 11 10 1-2 001 ALL DEC 95 3 001 ALL DEC 05 4-5 001 ALL DEC 95 6 001 ALL NOV 98 7 001 ALL NOV 00 8-14 001 ALL DEC 95 HYDRAULIC SYSTEM 1 12 00 1 OK ALL DEC 05 1 12 10 1-2 001 ALL DEC 95 1 12 10 3 001 ALL MAY 98 4-6 001 ALL DEC 95 7-8 001 ALL NOV 96

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ICE AND RAIN PROTECTION 1 13 00 1-2 OK ALL DEC 05 1 13 10 1-4 001 ALL DEC 95 1 13 20 1-2 001 ALL DEC 95 3 050 ALL NOV 99 4 001 ALL DEC 95 1 13 30 1 001 ALL NOV 96 2 001 ALL NOV 01 3 001 ALL DEC 04 4 001 ALL MAY 97 5 001 ALL NOV 01 6-7 001 ALL DEC 95 8 001 ALL NOV 01 9-10 001 ALL MAR 96 1 13 40 1 001 ALL DEC 95 2 100 ALL NOV 96 3-4 001 ALL NOV 01 5 001 ALL DEC 95 1 13 50 1-3 001 ALL DEC 95 1 13 60 1-2 001 ALL DEC 95 1 13 70 1 001 ALL NOV 97 LANDING GEAR 1 14 00 1 OK ALL DEC 05 1 14 10 1 001 ALL DEC 95 1 14 20 1-5 001 ALL DEC 95 6 001 ALL NOV 96 7 100 ALL NOV 96 1 14 30 1-4 001 ALL DEC 95 1 14 40 1 001 ALL DEC 06 2-10 001 ALL DEC 95 NAVIGATION SYSTEM 1 15 00 1 OK ALL DEC 05 1 15 10 1-3 001 ALL DEC 95 4 001 ALL NOV 96 5-8 001 ALL DEC 95 1 15 20 1-2 001 ALL DEC 95 3 001 ALL NOV 99 1 15 30 1-2 001 ALL DEC 95 1 15 40 1-2 110 ALL DEC 04 2A 110 ALL DEC 04 3-4 110 ALL DEC 04 4A 110 ALL DEC 04 5 110 ALL DEC 04 6 150 ALL DEC 04 6A 110 ALL DEC 04 6B 150 ALL DEC 04 6C 110 ALL DEC 04 7 110 ALL DEC 04 1 15 40 7A 110 ALL DEC 04 7B 110 ALL DEC 04 8 110 ALL DEC 04 9-10 110 ALL DEC 04 1 15 50 1-5 010 ALL NOV 99

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6 010 ALL DEC 03 1 15 60 1 120 ALL NOV 01 2-3 090 ALL NOV 00 4-9 110 ALL NOV 00 10 090 ALL NOV 00 11-12 110 ALL NOV 01 POWER PLANT 1 16 00 1 OK ALL DEC 05 1 16 10 1 001 ALL NOV 02 1 16 20 1 001 ALL DEC 95 2 001 ALL DEC 95 3 001 ALL NOV 98 4 001 ALL NOV 99 5 001 ALL DEC 95 6 100 ALL MAY 97 7-8 001 ALL DEC 95 1 16 20 9-12 001 ALL DEC 95 13-14 100 ALL NOV 96 1 16 30 1 001 ALL DEC 95 2 001 ALL NOV 98 3 100 ALL NOV 98 4 001 ALL NOV 98 5-6 100 ALL NOV 96 7-10 001 ALL DEC 95 1 16 40 1 001 ALL DEC 95 2 001 ALL MAY 98 3 001 ALL DEC 95 4 001 ALL DEC 05 5-6 001 ALL DEC 95 7 001 ALL NOV 97 8 001 ALL DEC 95 9 001 ALL NOV 98 10 001 ALL NOV 97 11-12 001 ALL DEC 95 13 001 ALL MAR 96 14 001 ALL DEC 95 15 100 ALL NOV 96 16 001 ALL DEC 95 1 16 50 1-2 001 ALL DEC 95 1 16 60 1-4 001 ALL DEC 95

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FCOM Volume 2 LIMITATIONS 2 01 00 1 OK ALL MAY 04 2 01 01 1 OK ALL APR 05 2 OK ALL FEB 01 2 01 02 1 050 ALL NOV 99 2 01 03 1 100 ALL NOV 02 2 200 ALL MAY 97 3 001 ALL NOV 98 4 001 ALL DEC 95 5 001 ALL MAY 98 2 01 04 1 001 ALL NOV 01 2 001 ALL MAY 98 3 001 ALL DEC 95 4 001 ALL MAY 97 5 001 ALL DEC 06 6 001 ALL DEC 05 2 01 05 1 001 ALL DEC 04 2 001 ALL NOV 00 3 001 ALL MAY 97 2 01 06 1 050 ALL DEC 06 2-4 050 ALL NOV 02 5 080 ALL NOV 02 2 01 07 1 500 ALL DEC 03 2 01 08 1 100 ALL NOV 99 2 01 09 1 110 ALL NOV 02 2 01 10 1 OK ALL DEC 05 2-3 OK ALL MAY 04 4 OK ALL NOV 03 PROCEDURES AND TECHNIQUES 2 02 00 1-2 OK ALL JAN 07 2 02 01 1-10 OK ALL JAN 07 2 02 02 1 OK ALL NOV 03 2 02 03 1 001 ALL DEC 95 2-3 001 ALL NOV 96 4 001 ALL DEC 95 2 02 04 1 001 ALL NOV 96 2 001 ALL DEC 95 3 001 ALL NOV 96 4-6 OK ALL JAN 07 7 001 ALL MAY 98 2 02 05 1 001 ALL DEC 95 2 001 ALL NOV 96 3 OK ALL JAN 07 2 02 06 1-4 OK ALL JAN 07 2 02 07 1 001 ALL DEC 95 2 02 08 1 001 ALL NOV 98 2 001 ALL DEC 95 3-4 OK ALL JAN 07 5 001 ALL DEC 95 6 100 ALL NOV 00 7 050 ALL NOV 00 2 02 08 8 001 ALL NOV 00

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9 001 ALL MAY 98 10 001 ALL DEC 95 11 001 ALL MAY 97 12 001 ALL NOV 99 13 001 ALL DEC 04 14 001 ALL MAY 97 15 001 ALL NOV 99 16 001 ALL DEC 95 17 001 ALL NOV 00 18 001 ALL NOV 96 19-24 OK ALL JAN 07 2 02 09 1-4 OK ALL JAN 07 2 02 10 1-4 OK ALL JAN 07 5-6 001 ALL MAY 98 7 001 ALL NOV 96 8 001 ALL NOV 97 9 001 ALL DEC 95 2 02 11 1 001 ALL MAY 98 2 001 ALL NOV 02 3 001 ALL NOV 96 4 001 ALL DEC 95 5 001 ALL MAY 97 6 001 ALL DEC 95 7 001 ALL DEC 95 2 02 12 1 001 ALL NOV 98 2 001 ALL DEC 95 3-5 OK ALL JAN 07 2 02 13 1-15 OK ALL JAN 07 2 02 14 1-2 001 ALL DEC 06 2 02 15 1-5 OK ALL JAN 07 2 02 16 1-4 OK ALL JAN 07 2 02 18 1-4 OK ALL JAN 07 2 02 19 1 001 ALL DEC 06 2 02 20 1-9 OK ALL JAN 07 2 02 21 1-18 100 ALL DEC 05 18A 100 ALL DEC 05 2 02 22 1-3 OK ALL JAN 07 2 02 23 1-27 OK ALL JAN 07 2 02 24 1-2 OK ALL JAN 07 NORMAL PROCEDURES 2 03 00 1 OK ALL JAN 07 2 03 01 1 OK ALL JAN 07 2 03 02 1 OK ALL JAN 07 2 03 03 1-3 001 ALL DEC 95 2 03 04 1 001 ALL DEC 05 2 03 05 1 001 ALL DEC 95 2 001 ALL MAY 97 3 001 ALL DEC 95 4 001 ALL NOV 96 5-7 001 ALL DEC 95 2 03 06 1-5 OK ALL JAN 07 2 03 07 1-2 001 ALL DEC 95 2 03 07 3-5 OK ALL JAN 07 6 001 ALL NOV 00

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7-8 001 ALL DEC 95 9 OK ALL JAN 07 2 03 08 1-2 OK ALL JAN 07 2 03 09 1-2 OK ALL JAN 07 2 03 10 1-4 OK ALL JAN 07 2 03 11 1-2 OK ALL JAN 07 2 03 12 1-2 OK ALL JAN 07 2 03 13 1-2 OK ALL JAN 07 2 03 14 1-2 OK ALL JAN 07 2 03 15 1 OK ALL JAN 07 2 03 16 1-2 OK ALL JAN 07 2 03 17 1 OK ALL JAN 07 2 03 18 1 OK ALL JAN 07 2 03 19 1-5 OK ALL JAN 07 2 03 20 1-5 OK ALL JAN 07 2 03 21 1-5 OK ALL JAN 07 2 03 22 1-3 OK ALL JAN 07 2 03 23 1 OK ALL JAN 07 2 03 24 1-2 OK ALL JAN 07 2 03 25 1-2 OK ALL JAN 07 2 03 26 1 OK ALL JAN 07 2 03 27 1 OK ALL JAN 07 2 03 28 1-28 OK ALL JAN 07 EMERGENCY PROCEDURES 2 04 00 1 OK ALL DEC 05 2 04 01 1 001 ALL DEC 95 2 001 ALL MAY 97 2 04 02 1-4 001 ALL DEC 95 5 001 ALL DEC 03 2 04 03 1-2 001 ALL DEC 95 3 001 ALL NOV 99 4-6 001 ALL MAY 98 2 04 04 1-2 001 ALL NOV 99 2 04 05 1 OK ALL JUL 06 2 110 ALL DEC 06 3-4 001 ALL DEC 95 5 110 ALL DEC 06 6-7 001 ALL DEC 95 8 001 ALL NOV 98 9 001 ALL DEC 03 10 001 ALL NOV 99 11 OK ALL NOV 02 12 OK ALL JUL 02 13-14 OK ALL FEB 01 PROCEDURES FOLLOWING FAILURE 2 05 00 1-4 001 ALL DEC 05 2 05 01 1 001 ALL DEC 95 2 001 ALL MAY 97 2 05 02 1 001 ALL NOV 00 2 001 ALL DEC 95 2 05 02 3 001 ALL DEC 04 4-5 001 ALL DEC 95 6 001 ALL NOV 01

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7 001 ALL DEC 95 8 001 ALL NOV 97 9-10 OK ALL NOV 02 11-17 001 ALL DEC 95 18 001 ALL NOV 96 19 001 ALL DEC 95 20 001 ALL MAY 98 21 001 ALL MAY 98 22-23 001 ALL DEC 95 24 001 ALL NOV 01 25 001 ALL NOV 96 26 001 ALL NOV 98 27 001 ALL DEC 95 28 001 ALL DEC 03 29 001 ALL NOV 01 2 05 03 1-3 001 ALL DEC 95 4 001 ALL DEC 06 5 001 ALL DEC 04 2 05 04 1 001 ALL DEC 95 2 001 ALL MAR 96 3 001 ALL DEC 95 4 001 ALL MAY 98 5 001 ALL MAY 97 6 001 ALL DEC 95 7 001 ALL NOV 02 8-13 001 ALL DEC 95 2 05 04 14 001 ALL NOV 02 15 001 ALL DEC 95 16 001 ALL NOV 96 17 001 ALL NOV 02 2 05 05 1-5 001 ALL DEC 95 2 05 06 1 001 ALL DEC 03 2-4 001 ALL DEC 95 5 001 ALL DEC 05 6-7 001 ALL DEC 03 8 001 ALL DEC 95 9 001 ALL NOV 00 10-12 001 ALL DEC 03 13-14 001 ALL DEC 95 15 100 ALL NOV 99 2 05 07 1 001 ALL NOV 00 2 001 ALL MAY 97 3 001 ALL NOV 00 4-5 001 ALL DEC 95 6 001 ALL NOV 00 7 001 ALL DEC 95 8 001 ALL DEC 05 2 05 08 1-2 001 ALL DEC 95 3 100 ALL DEC 03 4-12 001 ALL DEC 95 2 05 09 1 001 ALL NOV 97 2 05 09 2 001 ALL DEC 95 3 001 ALL NOV 97 4 001 ALL NOV 96 5-7 001 ALL DEC 95

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8 001 ALL NOV 01 9 001 ALL DEC 95 10 001 ALL MAY 97 2 05 10 1-10 001 ALL DEC 95 11 001 ALL MAY 97 12-19 001 ALL DEC 95 20 001 ALL DEC 06 2 05 11 1-2 001 ALL NOV 98 2 05 12 1-7 001 ALL DEC 95 8 001 ALL NOV 00 9 001 ALL DEC 95 10 100 ALL NOV 00 11 001 ALL DEC 95 12 001 ALL DEC 06 13 001 ALL DEC 95 14 001 ALL DEC 04 15 001 ALL DEC 95 LOADING-FUEL-BALANCE CHART 2 06 00 1 OK ALL DEC 05 2 06 01 1 001 ALL DEC 95 2 06 02 1 001 ALL DEC 95 2 06 03 1-11 001 ALL DEC 95 2 06 04 1-2 001 ALL DEC 95 3 001 ALL DEC 95 4 001 ALL NOV 99 MISCELLANEOUS 2 07 00 1 OK ALL JAN 07 2 07 01 1-3 OK ALL NOV 03 2 07 02 1-2 OK ALL JAN 07 OPERATING DATA 3 01 00 1 001 ALL DEC 05 3 01 01 1-3 001 ALL DEC 95 3 01 02 1 001 ALL DEC 95 3 01 03 1 001 ALL DEC 95 3 01 04 1-2 001 ALL DEC 95 3 01 05 1 001 ALL DEC 95 POWER SETTING 3 02 00 1 OK ALL DEC 05 3 02 01 1 001 ALL NOV 99 2 001 ALL DEC 95 3 02 02 1-2 001 ALL NOV 99 3-4 001 ALL MAY 95 5 001 ALL NOV 96 6-11 001 ALL MAY 95 12 100 ALL NOV 96 TAKE-OFF 3 03 00 1 OK ALL DEC 05 3 03 01 1 001 ALL NOV 99 2 200 ALL MAY 97 3 03 02 1 001 ALL DEC 95

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2 001 ALL NOV 00 3 001 ALL DEC 06 4-6 200 ALL MAY 97 3 03 03 1 001 ALL NOV 99 2 200 ALL NOV 99 2A 200 ALL NOV 99 3 200 ALL NOV 96 4 001 ALL NOV 98 4A 001 ALL NOV 98 5 200 ALL MAY 98 5A 200 ALL MAY 98 6-7 200 ALL MAY 98 3 03 04 1 200 ALL NOV 99 2-13 200 ALL NOV 96 3 03 05 1 001 ALL MAR 96 2 200 ALL MAY 98 3 03 06 1 001 ALL NOV 01 CLIMB 3 04 00 1 OK ALL DEC 05 3 04 01 1 001 ALL MAY 98 3 04 02 1 200 ALL NOV 96 2-3 001 ALL MAY 95 3 04 03 1 200 ALL NOV 96 2-3 001 ALL MAY 95 3 04 04 1-10 001 ALL MAY 95 11 200 ALL NOV 99 3 04 05 1-5 001 ALL DEC 03 CRUISE 3 05 00 1 OK ALL DEC 05 3 05 01 1 100 ALL NOV 02 3 05 02 1-8 100 ALL NOV 96 3 05 03 1 001 ALL MAR 96

2 001 ALL MAY 95 3 001 ALL MAR 96 4 001 ALL MAY 95 5 001 ALL MAR 96 6 001 ALL MAY 95 7 001 ALL MAR 96 8-9 001 ALL MAY 95 HOLDING 3 06 00 1 OK ALL DEC 05 3 06 01 1 100 ALL NOV 99 3 06 02 1 200 ALL DEC 06 2 200 ALL NOV 00 3 06 03 1 200 ALL NOV 96 2 200 ALL NOV 00 DESCENT 3 07 00 1 OK ALL DEC 05 3 07 01 1 100 ALL NOV 99 3 07 02 1 001 ALL DEC 95 3 07 02 2 001 ALL MAY 95 3 07 03 1 001 ALL DEC 95

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2 001 ALL MAY 95 APPROACH-LANDING 3 08 00 1 OK ALL DEC 05 3 08 01 1 020 ALL MAY 97 2 200 ALL NOV 96 2A 220 ALL MAY 97 3 001 ALL DEC 95 4 200 ALL NOV 96 4A 320 ALL NOV 97 3 08 02 1 200 ALL NOV 97 3 08 03 1 001 ALL MAY 97 2 200 ALL MAY 97 3 001 ALL NOV 00 4 001 ALL DEC 95 3 08 04 1 001 ALL NOV 01 ONE ENGINE INOPERATIVE 3 09 00 1 OK ALL DEC 05 3 09 01 1-3 OK ALL DEC 05 4 OK ALL MAY 04 3 09 02 1 001 ALL DEC 95 2-3 001 ALL NOV 00 4-5 200 ALL NOV 00 6-9 001 ALL NOV 00 3 09 03 1-2 001 ALL MAY 98 3 001 ALL NOV 98 3 09 10 1-4 200 ALL NOV 96 3 09 15 1-4 200 ALL NOV 96 3 09 16 1-4 001 ALL MAY 95 3 09 17 1-2 001 ALL MAY 95 3-4 001 ALL MAY 98 3 09 20 1-8 001 ALL MAY 95 3 09 25 1-7 001 ALL MAY 95 3 09 30 1 200 ALL NOV 97 2 200 ALL NOV 00 3 09 35 1 200 ALL NOV 97 2 200 ALL NOV 00 FLIGHT PLANNING 3 10 00 1 OK ALL DEC 05 3 10 01 1-3 OK ALL JAN 07 3 10 02 1-2 001 ALL NOV 96 3 10 03 1 001 ALL NOV 96 3 10 04 1 001 ALL NOV 97 2-4 001 ALL MAY 97 SPECIAL OPERATIONS 3 11 00 1 OK ALL DEC 05 2 001 ALL NOV 00 3 11 01 1 001 ALL NOV 97 2-5 200 ALL NOV 96 3 11 01 6-9 001 ALL MAR 96 10 200 ALL NOV 96

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11 001 ALL MAR 96 3 11 02 1 001 ALL MAY 98 3 11 03 1 001 ALL NOV 96 3 11 04 1 001 ALL NOV 96 3 11 05 1 001 ALL NOV 96 3 11 06 1 001 ALL NOV 96 3 11 07 1 001 ALL NOV 98 3 11 08 1 001 ALL NOV 96 3 11 09 1 001 ALL MAY 97 3 11 10 1 001 ALL NOV 97 3 11 11 1 001 ALL NOV 96 MISCELLANEOUS 3 12 00 1 001 ALL DEC 05 3 12 10 1 001 ALL DEC 05 3 12 20 1 001 ALL DEC 05 3 12 21 1 001 ALL SEP 95 3 12 27 1 001 ALL DEC 05 3 12 28 1 001 ALL DEC 05

- END -

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MODIF PARTS TITLE VALIDITY

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0043 1.3 REPLACE KING RADIO NAV-RADIO COMM

EQUIPMENT BY COLLINS ALL 1112 2.3 AUTO FLIGHT - RETROFIT CAT. 2

CAPABILITY TO A/C DELIVERED WITH CAT. 1 CAPABILITY

ALL 3713 2.3 NACELLES/POWERPLANT - INSTALL

PW127E ENGINES ALL 3832 1.2 NAVIGATION- TCAS - REPLACE COLLINS

TCAS-COMPUTER ALL 4019 1 DOORS - PASSENGER/CREW DOOR -

REPLACE A 2ND HANDRAIL BY A SEMI AUTOMATIC HANDRAIL

ALL 4358 1 DOORS - SERVICE DOOR - REPLACE THE

OLD OPENING DEVICE BY A NEW RIGID MECHANISM

ALL 4372 1.2.3 FLIGHT CONTROLS - AIRLERONS

CONTROLS - INSTALL SPRING TAB ALL 4403 1.2 NAVIGATION - INSTALL SUNDSTRAND

MK7 GPWS ALL 4439 2 FUSELAGE - SECT. 18 - INSTALL

VERTICAL FIN WITH CARBON EPOXY BOX ALL 4462 1.2 GENERAL - INCREASE ATR 42-500 VFE 15

FROM 170 TO 180 KTS ALL 4497 1 NAVIGATION - ATC - INSTALL 2ND

COLLINS ATC FEATURING MODES A AND C

ALL 4540 2.3 WINGS - INB. & OUTB.FLAPS - DELETE

DEFLECTORS ALL

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4568 1 INDICATING/RECORDING SYSTEMS - MODIFY FLAP EXTINTION LOGIC ON ST4 & ST5

ALL 4583 2 AUTO FLIGHT - AUTOPILOT - IMPROVE

GLIDE GUIDANCE LAW ALL 4584 1.2 PNEUMATIC - AIR LEAK DETECTION

SYSTEM - REPLACE SENSING ELEMENTS ALL 4601 1.2.3 PROPELLERS - PROPELLER CONTROL -

DELETE 77 % NP ALL 4650 2 FUEL - QUANTITY INDICATION - ADD LOW

LEVEL DETECTION SYSTEM ALL 4656 NAVIGATION - GNSS - PROVIDE DME'S

COUPLING OK0506-0509 4928 COMMUNICATION - VHF SYSEM - INSTALL

8,33 KHZ CHANNEL SPACING VHF SYSTEM

ALL 5008 1.2 ICE AND RAIN PROTECTION - MODIFY

FLASHING LOGIC OF "ICING" LIGHT LOGIC OF "ICING" LIGHT(ASSOCIATED TO ICE DETECT. SYSTEM)

ALL 5016 1 NAVIGATION - INSTALL NEW PRIMUS 660

WEATHER RADAR ALL 5017 1 COMMUNICATIONS - CABIN & FLIGHT

CREW CALL SYSTEMS - ADD "EMER CALL" ON A NEW-LOOK CONFIG. ATTENDANT HANDSET

ALL 5020 2 NAVIGATION - INSTALL HT1000

GNSS/GPS BUS WIRING PROVISION ALL 5067 1.2 LIGHTS - PAX COMPARTMENT EXT;

LIGHTING - REPLACE ESCAPE PATH MARKING SYSTEM

ALL

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5146 NAVIGATION - TCAS - TCAS COLLINS TTR 921 INSTALLATION

ALL 5150 2 STRUCTURE - EXTENSION OF THE FWD

CG LIMITS ALL 5176 NAVIGATION - GNSS - LOAD SOFTWARE

FINAL BASELINE ALL 5205 NAVIGATION - ATC/ATS - ACQUIRE

ALTITUDE VIA BUS ARINC 429 ALL 5313 1.2 NAVIGATION - EGPWS ALL 5403 NAVIGATION - CERTIFICATION OF GNSS

P-RNAV ALL 5467 NAVIGATION - EGPWS - INSTALL EGPWS

MKVIII P/N 965-1206-011 OK0505-0509 5487 NAVIGATION - ELEMENTARY

SURVEILLANCE FID TRANSMISSION ALL 5567 INDICATING/RECORDING SYSTEM -

INSTALL AND ACTIVATE MPC ALL

Page 46: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FCOM FLIGHT CREW OPERATING MANUAL 0-10 page 1-004

ATR 42-400/500

C.R.T. Cross Reference Table DEC 06

This table shows, for each delivered aircraft, the cross reference between : - the fleet serial number (F.S.N.) - the manufacturing serial number (M.S.N.) - the registration number

It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.

F.S.N. M.S.N. REGISTRATION

End OK

OK0503 0623 OK-JFJ OK0504 0625 OK-JFK OK0505 0629 OK-JFL OK0506 0635 OK-KFM OK0507 0637 OK-KFN OK0508 0633 OK-KFO OK0509 0639 OK-KFP

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ATR 42 Model : 400/500

ORGANIZATION OF THE MANUAL

FLIGHT CREW OPERATING MANUAL

PRELIMINARY PAGESP 1

DEC 05

001

0.40.00

The Flight Crew Operating Manual (FCOM) provides operating crew members and flightoperations engineers with information on the ATR 42--400/500 technical description,procedures and performances characteristics. It may be used as a crew manual fortraining purposes and flight preparation.

FCOM mainly comprises :-- manuel management in Part 0-- systems description in Part 1-- limitations with comments in Part 2-- procedures : normal, following failure and emergency, in Part 2 with comments-- procedures and techniques in Part 2.02-- performances (conservative and simplified compared with AFM) in Part 3-- Special Operations in Part 3--OEB (Operations Engineering Bulletin) : validated by the ATR Chief Test Pilot, their aimis to cover temporary equipment discrepancy. They are printed on pale green paper andare situated at the very end of FCOM.

For any question, comment or suggestion regarding this manual, or technicaldocumentation in general, we recommend to use following e--mail :

[email protected] at the minimum :-- aircraft model(s)-- manual(s) concerned-- precise page(s) if applicable

DEFINITION OF THE PAGE

A page is defined by :-- a reference : Part / Chapter / Section / page number -- Example : 2.05.10 page 20.-- an effectivity criterion determining the page sequence

example : Equipment, Modification, Engine...A page with a given reference may have several sequences :

example : 2.05.10 page 20No criterion Sequence 001. . . . . . . . . . .Mod XXXX Sequence 002. . . . . . . . . . . .Mod XXXX + YYYY Sequence 003. . . . . .

All the sequences cover, for a given reference, all technical solution or variant for aircrafttypes covered by the manual.Airlines receive a part of these sequences to cover their fleet.A sequence can be valid for several aircraft but an aircraft can not have severalsequences: an aircraft receives the page with the highest sequence among all pages forwhich it has a validity.

AA

R

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ATR 42 Model : 400/500

ORGANIZATION OF THE MANUAL

FLIGHT CREW OPERATING MANUAL

PRELIMINARY PAGESP 2

DEC 05

001

0.40.00

(1) GIE ATR logo, with aircraft type and manual type(2) Title of Chapter(3) Part, chapter and section in the manual(4) Page Numbering -- Particular case : a page followed by an alphabetic letter must beinserted between 2 pages. Example : page 11A must be inserted between pages 11 and 12.(5) Sequence number(6) If 2 letters (XX) are indicated on the page, this one is customized to airline XX(7) Date of revision (date of page issue)(8) Zone for standard(9) Zone for unit(10) Title of section

(1) Modification zone : contains expression of modifications characterizing the content ofthis page.

(2) Indication of engine type installed on aircraft ; if there is “ALL” or if there is no Engreference, the content of the page does not depend on a particular engine.

(3) Indication of aircraft type ; if there is “ALL” or if there is no Model reference, thecontent of the page does not depend on a particular model.

AAR

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PRELIMINARY PAGES P 3 OK

F.C.O.M. ORGANIZATION OF THE MANUAL DEC 05

ATR 42-500

RECTO - VERSO The FCOM is published in recto-verso paper AT5 format customized for each airline. In the LENP(0.08.00) List of Effective Normal Pages, when recto and verso are printed, each sheet is represented by 2 lines : - the first line concerns the recto. - the second line concerns the verso. If only recto sheet is printed, it is represented by only one line. Then for each sheet, we find the validity line with an expression containing one or several numbers which represent FSN (Fleet Serial Number) and registration number of aircraft for which this sheet is applicable. To understand the effectivity of the sheets, you must read :

Example: XFA - XFC = XFA to XFC --> 3 aircraft valid XFA,XFC = XFA and XFC --> only 2 aircraft valid

In CRT (0.10.00), we find the list of fleet aircraft with FSN, MSN (Manufacturer Serial Number) and registration number. MANUAL UPDATING

Your manual comprises 3 types of pages: - white pages (normal+ added by company) - yellow pages (temporary) - blue pages (added by company)

These 3 families of pages (white, yellow and blue) have a separated management.

WHITE PAGES (NORMAL + ADDED BY COMPANY) They are issued for a normal revision. YOU HAVE JUST RECEIVED A NORMAL REVISION (WHITE) Refer to SHIPPING NOTE WHITE/BLUE PAGES (SNWBP) which precises if it is a total shipment. In that case, throw all the pages of your last manual and replace them by the new shipment. IF IT IS NOT A TOTAL SHIPMENT You must received: - the LIST OF NORMAL REVISIONS (LNR) - the revised or new white pages - the SHIPPING NOTE WHITE/BLUE PAGES (SNWBP)

This note lists all revised, new or cancelled white/blue pages, and only these pages, during the last revision. This note serves as guide to update your manual.

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PRELIMINARY PAGES P 4 OK

F.C.O.M. ORGANIZATION OF THE MANUAL DEC 05

ATR 42-500

Example: ⟨⟨ ..... ⟩⟩ : 1.05.20 p.1 : replace the old page by the revised page ⟨⟨ ADD ⟩⟩ : 1.06.40 p.2 : add new page ⟨⟨ DESTROY ⟩⟩ : 1.10.20 p.3 : delete old page When you have finished the update, you can throw the SHIPPING NOTE WHITE/BLUE PAGES (SNWBP)

- a new LIST OF EFFECTIVE PAGES (LEP)

This list sums up all white and blue pages to be found in your manual after the update. YELLOW PAGES (TEMPORARY) They are issued during a temporary revision, as it is impossible to wait until the issue of a Normal Revision. You receive a temporary revision (yellow) which contains: - the LIST OF TEMPORARY REVISIONS (LTR)

A temporary revision NO X must remain in your manual as long as a date does not appear in column ⟨⟨ Output date ⟩⟩

- the revised or new yellow pages - the SHIPPING NOTE TEMPORARY PAGES (SNTP)

(same action that update of normal white pages) - the LIST OF EFFECTIVE TEMPORARY PAGES (LETP): it lists all yellow pages to be found in

your manual after update of your last Temporary Revision. Note: (1) A Temporary Revision may be cancelled only by a Normal Revision or by another Temporary Revision numerically higher. In case you have a same number for white and yellow page: - you keep the white page - you place yellow page on the white pate and until next revision, the information of yellow pages have priority. In any case, please pay attention to sheets effectivity on the lists of effective pages.

(2) On your manual, on pages having a technical revision, code ⟨⟨ R ⟩⟩ may appear on the LH margin. This code identifies the part of the text which has been modified on the page. BLUE PAGES (COMPANY) They are issued to change or give more details concerning to company procedures or differences published on white pages about. You receive CSA revision (blue): - the revised or new blue pages - the SHIPPING NOTE WHITE/BLUE PAGES (SNWBP)

(same action that update of normal white pages) - the LIST OF EFFECTIVE PAGES (LEP): it lists all blue and white pages to be found in your

manual after update of your last CSA Revision.

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PRELIMINARY PAGES P 5 OK

F.C.O.M. ORGANIZATION OF THE MANUAL DEC 05

ATR 42-500

In case you have a blue and white page for one page: THE INFORMATION OF THE BLUE PAGES HAVE PRIORITY To allow the rapid identification of the last revision of a given page, the revision is marked with full vertical line on side. AIRCRAFT CONFIGURATION

All ATR modifications having an impact on FCOM content are listed in LOM (0.09.00), List of Modifications. As for LENP or LETP, aircraft validity are given under FSN values. We may consult CRT to have correspondence between FSN and MSN.

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PRELIMINARY PAGES P 1 OK

F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

GLOSSARY OF STANDARD NOMENCLATURE

AAS Anti-icing Advisory System ABNORM (ABN) Abnormal AC Alternating Current ACARS ARINC Communication Addressing and Reporting

System ACAS Airborne Collision Avoidance System AC BTC AC Bus Tie Contactor AC BTR AC Bus Tie Relay ACCU Accumulator AC EBTC AC Emer Bus Transfer Contactor ACW Alternating Current Wild Frequency ADC Air Data Computer ADF Automatic Direction Finding ADI Attitude Director Indicator ADS Air Data System ADU Advisory Display Unit A/EREC Auto Erection AFCS Automatic Flight Control System A/FEATH Auto Feathering AFM Airplane Flight Manual AFT Rear Part AFU Auto Feather Unit AGB Accessory Gear Box AGL Above Ground Level AH Ampere — Hours AHRS Attitude and Heading Reference System AHRU Attitude and Heading Reference Unit AlL Aileron ALT Altitude ALTM Altimeter ALTN Alternate AMP Ampere ANN Annunciator AOA Angle of Attack AP Auto-Pilot APC Active Phase Control APP Approach APU Auxiliary Power Unit ARM Armed ASAP As Soon As Possible

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F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

ASCB Avionics Standard Communication Bus ASD Accelerate Stop Distance ASI Air Speed indicator ASTR AC Stand by Bus Transfer Relay ASYM Asymmetry AT43 ATR 42-320 AT45 AT72 ATR 72-202 ATC Air Traffic Control ATE Automatic Test Equipment ATIS Automatic Terminal Information Service ATO Actual Time Over the initial waypoint of the leg ATOT Actual Time of Take-off ATPCS Automatic Take off Power Control System ATS Air Traffic Services ATT Attitude ATTND Attendant AUTO Automatic AUX Auxiliary AVAIL Available AZ Azimuth BA Braking Action BARO Barometric BAT Battery BC Back Course BITE Built in Test Equipment BPCU Bus Power Control Unit BPU Battery Protection Unit BRG Bearing BRK Brake B-RNAV Basic Area Navigation BRT Bright BSC Battery Start Contactor BTC Bus Tie Contactor BTR Bus Tie Relay BXR Battery Transfer Relay CA Cabin Attendant CAB Cabin CAC Crew Alerting Computer CAP Crew Alerting Panel

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F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

CAPT Captain CAT Category C/B Circuit Breaker CCA Chief Cabin Attendant CCAS Centralized Crew Alerting System CCW Counter clockwise CD Coefficient of Drag CDI Course Deviation Indicator CDL Configuration Deviation List CFC Constant Frequency Contactor CG Center of Gravity CHAN Channel CHC Charge Contactor CHG Charge C/L Check List CL Condition Lever CL Coefficient of Lift CLA Condition Lever Angle CLB Climb CLR Clear CM Crew Member CM1 Pilot on the left hand seat CM2 Pilot on the right hand seat CMPTR Computer COM Communication COMPT Compartment CONFIG Configuration CONT Continuous CORRECT Correction CPL Auto Pilot Coupling CRC Continuous Repetitive Chime CRS Course CRT Cathodic Ray Tube CRZ Cruise CTL Control CVR Cockpit Voice Recorder CW Clockwise DA Decision Altitude DADC Digital Air Data Computer DADS Digital Air Data System DC Direct Current DEC Declination, Decrease

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F.C.O.M. STANDARD NOMENCLATURE DEC 03

ATR 42-500

DELTA P Differential Pressure DEV Deviation DFDR Digital Flight Data Recorder DFZ 600 Flight Control Computer DGR Degraded DH Decision Height DIFF Differential DISCH Discharge DIM Light Dimmer DIST Distance DME Distance Measuring Equipment DN Down DSPL Display EADI Electronic Attitude Director Indicator EBCC Emergency Battery Charge Contactor EBTC Emer Bus Transfer contactor ECU Electronic Control Unit EEC Engine Electronic control EFIS Electronic Flight Instrument System e.g. for example EGHR External Ground Handling Relay EGPWS Enhanced Ground Proximity Warning System EHSI Electronic Horizontal Situation Indicator EHV Electro Hydraulic Valve ELEC Electrical ELV Elevation EMER Emergency ENG Engage ENG Engine EPC External Power Contactor EQPT Equipment ESS Essential ET Elapsed Time ETA Estimated Time of Arrival ETOPS Extended Twin Operations EXC External Power/Service Bus Contactor EXT Extension EXT Exterior, External

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F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

F Farenheit FAF Final Approach Fix FAIL Failed, Failure FCOC Fuel Cooled Oil Cooler FD Flight Director FDAU Flight Data Acquisition Unit FDEP Flight Data Entry Panel FEATH, FTR Feathered, Feathering FF Fuel Flow FGC Flight Guidance Computer FGS Flight Guidance System Fl Flight Idle FL Flight Level FLT Flight FMA Flight Modes Annunciators FMS Flight Monitoring System F/O First Officer FODU Feeder Overheat Detection Unit FOS Flight Operations Software FQI Fuel Quantity Indication FT Foot, Feet FTO Final Take Off FU Fuel Used FWD Forward GA Go Around GAL Galley GC Generator Contactor GCU Generator Control Unit GEN Generator GI Ground Idle GMT Greenwitch Mean Time GND Ground GNSS Global Navigation Satellite System GPS Global Positioning System GPU Ground Power Unit GPWS Ground Proximity Warning System GRD Ground GS Glide Slope GSPD Ground Speed GXS ACW Generator/Service Bus Contactor

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F.C.O.M. STANDARD NOMENCLATURE NOV 02

ATR 42-500

HBV Handling Bleed Valve HD Head Down scanning HD/U HD scanning with brief looks outside HDG Heading HDLG (HDL) Handling HEBTC Hot Emer Battery Transfer Contactor HF High Frequency HI High HLD Hold HMBTC Hot Main Battery Transfer Contactor HMU Hydromechanical Unit HOBV Handling Overboard Valve HP High Pressure HSI Horizontal Situation Indicator HTG Heating HU Head Up scanning HYD Hydraulic IAA Initial Approach Altitude IAF Initial Approach Fix lAS Indicated Air Speed) ICAO ICAO Flight Plan IDT ldent IEP Icing Evidence Probe IGN Ignition ILS Instrument Landing System IMC Instrument Meteorological Condition IMU Initial Measurement Unit IN Inertial Navigation in Inche(s) INC Increase IND(s) Indicator(s) IN/HG Inches of Mercury INHI Inhibit INOP Inoperative INS Inertial Navigation System INST Instrument INT Interphone INU Inertial Navigation Unit INV Inverter IRS Inertial Reference System ISA International Standard Atmosphere ISOL Isolation ISV Isolation Shut-off Valve ITT Inter Turbine Temperature

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F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

kHz Kilo-Hertz kt Knot LAT Lateral LAV Lavatory LB Pound LBA Lowest Blade Angle LDG Landing L/G Landing Gear LH Left Hand LIM Limitation LNAV Lateral Navigation LO Low LOC Localizer LO-PR Low Pressure LP Low Pressure LT(s) Light(s) LVL Level LVO Low Visibility Operations LVP Low Visibility Procedures LVTO Low Visibility Take-off LW Landing Weight MAC Mean Aerodynamic Chord MAN Manual MAP Ground Mapping MAP Missed Approach Point MAX Maximum MB Millibar MBCC Main Battery Charge Contactor MBTC Main Bus Transfer Contactor MC Master Caution MCDU Multifunction Control Display Unit MCT Maximum Continuous Trust MDA Minimum Descent Altitude MEA Minimum En route Altitude MECH Mechanic MEL Minimum Equipment List MFC Multi Function Computer MFCU Mechanical Fuel Control Unit MGT Management

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F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

MHz MegaHertz MIC Microphone MIN Minimum MISC Miscellaneous MKR Marker MLS Microwave Landing System MLW Maximum Landing Weight MM Millimeter MMO Maximum Operating Mach MOD Modification MSG Messages MSN Manufacturer Serial Number MTOW Maximum Take oft Weight MW Master Warning MZFW Maximum Zero Fuel Weight NAC Nacelle NAV Navigation NDB Non Directional Beacon NDB (GPS) Navigation Data Base NEG Negative NH High Pressure Spool Rotation Speed NIL Nothing, No Object NL Low Pressure Spool Rotation Speed NM Nautical Mile NORM Normal NP Propeller Rotation Speed NPU Navigation Processor Unit N/W Nose Wheel NWS Nose Wheel Steering OAT Outside Air Temperature OBS Omni Bearing Selector OD Operations Dispatch OFP Operational Flight Plan OM Operation Manual OM Outer Marker OT Other traffic OUTB Outboard OVBD Overboard OVERTEMP Overtemperature OVHT Overheat

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F.C.O.M. STANDARD NOMENCLATURE AUG 04

ATR 42-500

OVHD Overhead OVRD Override OXY Oxygen PA Passenger Address PAR Precision Approach Radar PAX Passenger(s) PB, P/B Push Button PCU Propeller Control Unit PEC Propeller Electronic Control PF Pilot Flying PFTS Power Feeder Thermal Sensor PIT Pitch PIU Propeller Interface Unit PL Power Lever PLA Power Lever Angle PNF Pilot Non Flying PNL Panel POS Position PR, PRESS Pressurization, Pressure PRG Prague PRIM Primary PRKG Parking P-RNAV Precision Area Navigation PROC Procedure PROP Propeller PRV Pressure Regulating Valve PSEU Proximity Switch Electronic Unit PSI Pound per Square Inch PSU Pax Service Unit PSV Propeller Servo Valve PT Point PT (TCAS) Proximity traffic PTT Push To Talk, Push To Test PTW Pitch Thumb Wheel PVM Propeller Valve Module PWM Pulse Width Modulation PWR Power PWR MGT Power Management QAR Quick Access Recorder QRH Quick Reference Hand Book QT Quart QTY Quantity

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F.C.O.M. STANDARD NOMENCLATURE DEC 03

ATR 42-500

RA (TCAS) Resolution Advisory RA Radio Altitude RAD/ALT Radio Altitude RAD/INT Radio/Interphone RAIM Receiver Autonomous Integrity Monitoring RCAU Remote Control Audio Unit RCDR Recorder RCL Recall RCU Releasable Centering Unit RDR Radar RECIRC Recirculation REV Reverse RFCF Runway Field Clearance Floor RGA Reserve Go-Around RGB Reduction Gear Box RH Right Hand RLY Relay RMI Radio Magnetic Indicator RNAV Area Navigation RNP Required Navigation Performance RPM Revolution Per Minute RQD Required RTO Reserve Take-Off RUD Rudder RWY Runway SAT Static Air Temperature SB Service Bulletin SBTC Stand By bus Transfer Contactor SBY Standby SC Single Chime, Starter Contactor SCU Signal Conditioning Unit SDTC Static lnverter Override Transfer Contactor SEL Selector SGL Single SGU Symbol Generator Unit SID Standard Instrument Departure SMK Smoke SMKG Smoking S/O (SO) Shut Off SOV Shut Off Valve SPD Speed SPLR Spoiler SPLY Supply

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F.C.O.M. STANDARD NOMENCLATURE AUG 04

ATR 42-500

SSR Service Bus Select Relay STAB Stabilizer STAR Standard Arrival STBY Standby STR Service Bus Transfer Relay STRG Steering SVCE Service SW Switch SYNPHR Synchrophaser SYS System TA (TCAS) Traffic Advisory TAD Terrain Awareness & Display TAS True Air Speed TAT Total Air Temperature TAWS Terrain Awareness Warning System TBD To be Determined TCAS Traffic Alert and Collision System TCF Terrain Clearance Floor TCS Touch Control Steering TEMP Temperature TGT Target THR Threshold TK Tank TLU Travel Limiting Unit TM Torque Motor T/O, TO Take off TOD Take-Off Distance TOR Take-Off Run TOW Take-Off Weight TQ Torque TRU Transformer Rectifier Unit TTG Time To Go UBC Utility Bus Contactor U/F Underfloor UHF Ultra High Frequency UNCPL Uncouple UNDV Undervoltage UNLK Unlock UTLY Utility

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F.C.O.M. STANDARD NOMENCLATURE JUL 01

ATR 42-500

V1, V1 Decision speed V2, V2 Take-off safety speed VAPP, VAPP Approach Speed VC Calibrated Airspeed VENT Ventilation VERT Vertical VFR Visual Flight Regulation VHF Very High Frequency V/L VOR/LOC VMC Visual Meteorological Condition VMCA, VMCA Minimum Control Speed in flight VMCG, VMCG Minimum Control Speed on ground VMCL, VMCL Minimum Control Speed during landing approach VmHB, VmHB Minimum High Bank Speed VmLB, VmLB Minimum Low Bank Speed VMO, VMO Maximum Operating Speed VNAV Vertical Navigation Vol. Volume VOLMET Meteorological information for aircraft in flight VOR VHF OMNI Directional Range VR, VR Rotation speed VS Vertical Speed VSI Vertical Speed Indicator VS(R), VS(R) Stall Speed VU Visual Unit WARN Warning WAT Weight Altitude Temperature WBM Weight and Balance Manual WOW Weight On Wheel WX Weather Radar XFEED Cross feed XFR Transfer XPDR Transponder YD Yaw Damper ZA Aircraft Altitude ZCTH Theoretical Cabin Altitude ZFW Zero Fuel Weight ZP Pressure Altitude ZRA Radio Altimeter Altitude

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Page 66: 210769303 Flight Crew Operating Manual Atr42 500 CSA

AIRCRAFT GENERAL 1.00.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.00.00 ..................... CONTENTS

1.00.10 ..................... GENERAL

1.00.20 ..................... COCKPIT

1.00.25 ..................... COCKPIT DOOR SECURITY SYSTEM (IF INSTALLED)

1.00.30 ..................... DOORS 30.P1 ................ DESCRIPTION 30.P2 ................ CONTROLS 30.P3 ................ PERATION 10.P4 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING

1.00.40 ..................... LIGHTING 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC

1.00.50 ..................... WATER AND WASTE SYSTEM 50.P1 ................ DESCRIPTION 50.P2 ................ ELECTRICAL SUPPLY

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ATR 42 Model : 400/500

COCKPIT PHILOSOPHY

AIRCRAFT GENERAL

P 2A

DEC 05

001

1.00.20

SEAT POSITION SIGHT GAUGE

Seat position sight gaugemay be used for proper setting seat height and fore/aft position.It assures to the crew a correct view of instrument panels as well as runway environment,especially when flying low visibility instrument approaches.

This indicator is composed of three colored balls. Center ball is red and is horizontallyshifted compared with the other two white balls.For proper seat position, respective white ball is obscured by the red one.

AA

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MFC 1.01.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.01.00 ..................... CONTENTS

1.01.10 .................... GENERAL 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ OPERATION 10.P4 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 10.P5 ................ LATERAL MAINTENANCE PANEL 10.P6 ................ SCHEMATIC

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ATR 42 Model : 400/500

GENERAL

MFC

P 12

DEC 05

001

1.01.10

For Reading of MFC Maintenance Memory, see AMM JIC 314800 PRO 10000

AA

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ATR 42 Model : 400/500

GENERAL

MFC

P 13

DEC 05

001

1.01.10

LEFT INTENTIONALLY BLANK

AA

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ATR 42 Model : 400/500

GENERAL

MFC

P 14

DEC 05

001

1.01.10

LEFT INTENTIONALLY BLANK

AA

R

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ATR 42 Model : 400/500

GENERAL

MFC

P 15

DEC 05

001

1.01.10

LEFT INTENTIONALLY BLANK

AA

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ATR 42 Model : 400/500

GENERAL

MFC

P 16

DEC 05

001

1.01.10

LEFT INTENTIONALLY BLANK

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CCAS 1.02.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.02.00 ..................... CONTENTS

1.02.10 ..................... GENERAL 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ OPERATION 10.P4 ................ ELECTRICAL SUPPLY / MFC LOGIC 10.P5 ................ LATERAL MAINTENANCE PANEL 10.P6 ................ SCHEMATIC

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DEC 04

ADVISORY lights (level 1)R

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ATR 42 Model : 400/500

GENERAL

CCAS

P 12

DEC 05

001

1.02.10

10.5 LATERAL MAINTENANCE PANEL

On LH maintenance panel, a “WARN” section allows testing, on ground, of severalwarnings which cannot be tested on their own system.This section includes :-- a rotary selector to select the system to be tested ;-- a Push To Test (PTT) pushbutton to activate the selected test.

Note : The rotary selector must be replaced in NORM FLT position before flight.

WARN SECTION

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ATR 42 Model : 400/500

GENERAL

CCAS

P 13

DEC 05

001

1.02.10

ROTARY selectorSystem which can be tested :-- EXCESS CAB ∆P : MW, CRC, “EXCESS CAB ∆P” red light on CAP-- LDGGEARNOTDOWN : MW, CRC, “LDGGEARNOTDOWN” red light onCAP,

red light in landing gear lever.-- PITCH DISCONNECT : MW, CRC, “PITCH DISCONNECT” red light on CAP-- EXCESS CAB ALT : MW, CRC, “EXCESS CAB ALT” red light on CAP-- SMK : MW, CRC, “FWD SMK”, “AFT SMK”, and “ELEC SMK” red lights on CAP-- VMO: clacker-- STICK PUSHER SHAKER -- YES :

S Stall cricket and both stick shakers are activatedS After 5 seconds, GPWS FAULT illuminates amber on CAP *S After 10 seconds : -- CHAN 1, CHAN 2 illluminate

-- Stick pusher is activated-- Stick pusher indicators illuminate green

S Select WARN rotary selector to NORM FLTS Monitor : -- STICK PUSHER lights OFF

-- C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in.

-- STICK PUSHER SHAKER -- TEST 1 :S Stall cricket and left stick shaker are activatedS After 5 seconds :-- GPWS FAULT illuminates amber on CAP *-- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber

-- STICK PUSHER SHAKER -- TEST 2 :S Stall cricket and right stick shaker are activatedS After 5 seconds :-- GPWS FAULT illuminates amber on CAP *-- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber

-- STICK PUSHER SHAKER -- TEST 3 :S CHAN 1, CHAN 2 illuminateS Stall cricket and both stick shakers are activatedS After 5 seconds, GPWS FAULT illuminates amber on CAP *

* only when Enhanced GPWS not installed

Note : If ICING AOA is illuminated :-- YES procedure is the same.-- Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate-- Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate-- Test 3 procedure is the same except that stick pusher is activated in thesame time as shakers.

“CHAN” lightsIlluminate green to check the two angle of attack channels for correct operation.

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AIR 1.03.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.03.00 ..................... CONTENTS

1.03.10 ..................... GENERAL

1.03.20 ..................... PNEUMATIC SYSTEM 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 20.P4 ................ LATERAL MAINTENANCE PANEL 20.P5 ................ SCHEMATIC

1.03.30 ..................... AIR CONDITIONING 30.P1 ................ DESCRIPTION 30.P2 ................ CONTROLS 30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 30.P4 ................ SCHEMATIC

1.03.40 ..................... PRESSURIZATION 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 40.P4 ................ SCHEMATIC

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AFCS 1.04.00

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1.04.50 ..................... ALTITUDE ALERT

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COMMUNICATIONS 1.05.00

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ATR 42-500

1.05.00 ..................... CONTENTS

1.05.10 ..................... GENERAL 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 10.P4 ................ SCHEMATIC

1.05.20 ..................... TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ OPERATION

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ELECTRICAL SYSTEM 1.06.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.06.00 ..................... CONTENTS

1.06.10 ..................... GENERAL

1.06.20 ..................... DC POWER 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 20.P4 ................ LATERAL MAINTENANCE PANEL 20.P4 ................ SCHEMATICS

1.06.30 ..................... AC CONSTANT FREQUENCY 30.P1 ................ DESCRIPTION 30.P2 ................ CONTROLS 30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 30.P3 ................ LATERAL MAINTENANCE PANEL

1.06.40 ..................... AC WILD FREQUENCY 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 40.P4 ................ LATERAL MAINTENANCE PANEL

1.06.50 ..................... EXTERNAL POWER 50.P1 ................ DESCRIPTION 50.P2 ................ CONTROLS 50.P3 ................ LATERAL MAINTENANCE PANEL

1.06.60 ..................... DISTRIBUTION EQUIPMENT LIST

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ATR 42 Model : 400/500

DISTRIBUTION EQUIPMENT LIST

ELECTRICAL SYSTEM

P 22

DEC 06

001

1.06.60

115 ACW BUS 1

ATA SYSTEM FUNCTION

29 HYDRAULIC -- BLUE PUMP PWR

30 ICE AND RAINPROTECTION

-- CAPT PITOT-- CAPT ALPHA-- CAPT TAT-- STBY PITOT (Normal)

33 LIGHTS -- EMER INSTRUMENTS SPLY INTEGRATED LT(Primary)-- NORMAL INSTRUMENTS SPLY AND LABELSINTEGRATED LT PWR-- LEFT LANDING PWR-- LEFT AND REAR STROBES-- PASSENGERS READING PWR (LEFT SIDE) *

38 WATER / WASTE -- TOILET SYS

AA

R

RR

Page 275: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

DISTRIBUTION EQUIPMENT LIST

ELECTRICAL SYSTEM

P 23

DEC 06

001

1.06.60

115 ACW BUS 2

ATA SYSTEM FUNCTION

24 ELECTRICAL POWER -- TRU CTL

29 HYDRAULIC -- GREEN PUMP PWR

30 ICE AND RAINPROTECTION

-- F/O PITOT-- F/O ALPHA-- F/O TAT-- ICE DETECTOR

33 LIGHTS -- TAXI AND TAKE OFF PWR-- RIGHT LANDING PWR-- RIGHT STROBE-- PASSENGERS READING PWR (RIGHT SIDE) *

AA

R

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EMERGENCY EQUIPMENT 1.07.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.07.00 ..................... CONTENTS

1.07.10 ..................... GENERAL

1.07.20 ..................... OXYGEN SYTEM 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 20.P4 ................ SCHEMATICS

1.07.30 ..................... EMERGENCY EVACUATION

Page 278: 210769303 Flight Crew Operating Manual Atr42 500 CSA

EMERGENCY EQUIPMENT 1.07.10

P 1 OK

F.C.O.M. GENERAL MAY 04

ATR 42-500

The aircraft is equipped with fire fighting, oxygen and first aid equipment, placed throughout the cabin, readily available for use in emergency. The emergency lighting system provides aircraft illumination when all other electrical power sources are no longer available. COCKPIT Each crew member station is provided with: − life jacket − smoke goggles − quick donning oxygen mask supplied with gaseous oxygen from one rechargeable bottle − flash light (except observer station). A portable fire extinguisher and a fire axe are located at the bottom of the electric rack. Depending on versions, a smoke hood and two gloves-protections, located behind left crew member station, are available for crew member use. One plug type hatch located in the cockpit roof is provided as an emergency exit for the cockpit crew. One escape rope is located in a compartment on top of the electric rack near the exit. Steps are provided for hatch access in the corridor RH side. CABIN The emergency equipment is strategically distributed throughout the cabin and stowed adjacent to the two cabin attendant stations. It contains: − portable fire extinguishers − first aid kit − [AT72] emergency medical kit − crash axe − life jackets (stowed under each passenger seat and at the cabin crew stations) − spare life jackets and infant life jackets − oxygen bottles − megaphone − smoke hood − flash light − seat belts for children and extensions seat belts − gloves-protection − resuscitation mask

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EMERGENCY EQUIPMENT 1.07.10 P 2 OK

F.C.O.M. GENERAL DEC 05

ATR 42-500

Page 280: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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FLIGHT CONTROLS 1.09.00

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F.C.O.M. CONTENTS DEC 05

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Page 324: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT INSTRUMENTS 1.10.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.10.00 ..................... CONTENTS

1.10.10 ..................... AIR DATA SYSTEM 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 10.P4 ................ SCHEMATIC

1.10.20 ..................... ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING

1.10.30 ..................... ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) 30.P1 ................ DESCRIPTION 30.P2 ................ CONTROLS 30.P3 ................ ELECTRICAL SUPPLY 30.P4 ................ SCHEMATIC

1.10.40 ..................... CLOCKS 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY

1.10.50 ..................... FLIGHT RECORDERS 50.P1 ................ DESCRIPTION 50.P2 ................ CONTROLS 50.P3 ................ ELECTRICAL SUPPLY

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Mod : 5567

FLIGHT RECORDERS

FLIGHT INSTRUMENTS

P 1

DEC 06

100

1.10.50

50.1 DESCRIPTION

The aircraft is equipped with :-- a Cockpit Voice Recorder, CVR, and-- a Digital Flight Data Recorder, DFDR.The recorders are automatically energized as soon as the aircraft is on its own electricalsupply and are switched OFF automatically TeN minutes after engines cut. When theaircraft is on external power, recorders are OFF until one engine is started. They can beenergized by selecting ON the RCDR pushbutton, and deenergized by pushing the RESETpushbutton.Each recorder is equipped with an underwater acoustic beacon which is used to locate therecorder in the event of an aircraft accident over the sea. The beacons actuate immediatelyafter immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection rangeis 3.5 km (4,000 yards).

CVR

All crew communications transmitted through the RCAU are recorded.In addition, a CVR microphone, located below the overhead panel, acquires cockpitconversation and aural alerts for recording. Cabin crew announcements are also recorded.Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recordingmay be erased by pressing ERASE pushbutton provided the aircraft is on ground and theparking break is set.

DFDR

Various aircraft parameters are sent to aFlight DataAcquisition Unit (FDAU)whichconvertsthem into digital data.

The data are recorded by the DFDR which stores them on a magnetic tape. The 25 lasthours of flight are retained.

AA

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Mod : 5567

FLIGHT RECORDERS

FLIGHT INSTRUMENTS

P 2

DEC 06

100

1.10.50

50.2 CONTROLS

FLIGHT DATA ENTRY PANEL (FDEP)

NOT APPLICABLE

AA

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FUEL SYSTEM 1.11.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.11.00 ..................... CONTENTS

1.11.10 ..................... GENERAL 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 10.P4 ................ LATERAL MAINTENANCE PANEL 10.P5 ................ SCHEMATIC

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ATR 42 Model :400/500

FUEL SYSTEM

GENERALP 3

DEC 05

001

1.11.10

ENGINE FEED (See schematic p 13/14)

In normal conditions, each engine is supplied from its associated wing tank. Fuel flow/fuelused ind. allow the crew to monitor fuel consumption for each engine.Each tank is fittedwith a 200 l feeder compartment always full of fuel protecting the enginefeed system against negative or lateral load factors. In the feeder compartment, anelectrical pump and a jet pump are installed. The jet pump is activated by HP fuel from theengine HMU and is controlled by a motive flow valve.

Note : Each electrical pump is able to supply one engine in the whole flight envelope.

In normal operation, the electrical pump is only used to start the engine. After start , jetpump takes over automatically.If jet pump pressure drops below 350 mbar (5PSI), the electrical pump is automaticallyactivated to supply the engine.A crossfeed valve, controlled by an electrically operated actuator, allows both engines tobe fed from one side or one engine to be fed by either tank, allowing control of anunbalance situation.When the crossfeed valve is open, a blue “FUEL X FEED” light comes onmemo panel. Inthis case, the two electrical pumps are automatically actuated. It’s possible to use onlyone fuel tank by switching off the opposite pump pb.At the fuel outlet of each tank a fuel LP valve, controlled by the associated fire handle, isinstalled.

AA

R

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HYDRAULIC SYSTEM 1.12.00

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F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.12.00 ..................... CONTENTS

1.12.10 ..................... GENERAL 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 10.P4 ................ SCHEMATIC

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ICE AND RAIN PROTECTION 1.13.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.13.00 ..................... CONTENTS

1.13.10 ..................... GENERAL 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING

1.13.20 ..................... ANTI ICING ADVISORY SYSTEM 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING

1.13.30 ..................... ENGINE AND WING PROTECTION 30.P1 ................ DESCRIPTION 30.P2 ................ CONTROLS 30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 30.P4 ................ SCHEMATIC

1.13.40 ..................... PROPELLER ANTI ICING 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 40.P4 ................ LATERAL MAINTENANCE PANEL

1.13.50 ..................... WINDOW HEAT 50.P1 ................ DESCRIPTION 50.P2 ................ CONTROLS 50.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / MONITORING 50.P4 ................ LATERAL MAINTENANCE PANEL

1.10.60 ..................... PROBE HEAT 60.P1 ................ DESCRIPTION 60.P2 ................ CONTROLS 60.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING

1.13.70 ..................... RAIN PROTECTION 70.P1 ................ DESCRIPTION 70.P1 ................ CONTROLS 70.P3 ................ ELECTRICAL SUPLY

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LANDING GEAR 1.14.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.14.00 ..................... CONTENTS

1.14.10 ..................... GENERAL

1.14.20 ..................... LANDING GEAR 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING 20.P4 ................ LATERAL MAINTENANCE PANEL

1.14.30 ..................... NOSE WHEEL STEERING 30.P1 ................ DESCRIPTION 30.P2 ................ CONTROLS 30.P3 ................ ELECTRICAL SUPPLY 30.P4 ................ SCHEMATIC

1.14.40 ..................... BRAKES AND ANTISKID 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 40.P4 ................ LATERAL MAINTENANCE PANEL 40.P5 ................ SCHEMATIC

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brakes, each operated

DEC 06

R

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NAVIGATION SYSTEM 1.15.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

1.15.00 ..................... CONTENTS

1.15.10 ..................... VOR / ILS / MKR / DME SYSTEM 10.P1 ................ DESCRIPTION 10.P2 ................ CONTROLS 10.P3 ................ ELECTRICAL SUPPLY

1.15.20 ..................... ADF SYSTEM 20.P1 ................ DESCRIPTION 20.P2 ................ CONTROLS 20.P3 ................ ELECTRICAL SUPPLY

1.15.30 ..................... RADIO ALTIMETER 30.P1 ................ DESCRIPTION 30.P2 ................ ELECTRICAL SUPPLY

1.15.40 ..................... GROUND PROXIMITY WARNING SYSTEM 40.P1 ................ DESCRIPTION 40.P2 ................ CONTROLS 40.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING 40.P4 ................ SCHEMATIC

1.15.50 ..................... WEATHER RADAR 50.P1 ................ DESCRIPTION 50.P2 ................ CONTROLS 50.P3 ................ ELECTRICAL SUPPLY

1.15.60 ..................... GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) 60.P1 ................ DESCRIPTION 60.P2 ................ CONTROLS 60.P3 ................ ELECTRICAL SUPPLY 60.P4 ................ SCHEMATIC

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POWER PLANT 1.16.00

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1.16.10 ..................... GENERAL

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1.16.30 ..................... SYSTEMS OPERATING 30.P1 ................ GENERAL 30.P2 ................ ENGINE GOVERNING 30.P3 ................ PROPELLER SPEED GOVERNING

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1.16.50 ..................... LATERAL MAINTENANCE PANEL

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FLIGHT CREW OPERATING MANUAL

(F.C.O.M.)

2ND PART: OPERATING PROCEDURES

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LIMITATIONS 2.01.00

P 1 OK

F.C.O.M. CONTENTS NOV 03

ATR 42-500

2.01.00 ..................... CONTENTS

2.01.01 ..................... GENERAL

2.01.02 ..................... WEIGHT AND LOADING

2.01.03 ..................... AIRSPEED AND OPERATIONAL PARAMETERS

2.01.04 ..................... POWER PLANT

2.01.05 ..................... SYSTEMS

2.01.06 ..................... TCAS

2.01.07 ..................... GPS

2.01.08 ..................... CABIN LIGHTING

2.01.09 ..................... EGPWS (if installed)

2.01.10 ..................... COMPANY LIMITATIONS

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LIMITATIONS 2.01.01

P 1 OK

F.C.O.M. GENERAL APR 05

ATR 42 - 500

INTRODUCTION Aircraft and system limitations in this section include the limitations of the AIRPLANE FLIGHT MANUAL.

IMPORTANT - ALL THE LIMITATIONS OF THE DGAC APPROVED AIRPLANE FLIGHT MANUAL ARE

REPRODUCED HERE IN CAPITAL LETTERS IN BOXES - THE ADDITIONAL LIMITATIONS ARE INDICATED AS A GUIDE IN ORDER TO HAVE AN

OPTIMIZED UTILIZATION OF THE AIRCRAFT - ALL REFERENCES TO AIRSPEED OR MACH RELATE TO INDICATED AIRSPEED OR

INDICATED MACH UNLESS OTHERWISE NOTED - ALL REFERENCES TO ALTITUDE RELATE TO PRESSURE ALTITUDE UNLESS

OTHERWISE NOTED KIND OF OPERATIONS The airplane is certified in the Transport Category, JAR 25 and ICAO annex 16 for day and night operations, in the following conditions when the appropriate equipment and instruments required by the airworthiness and operating regulations are approved, installed and in an operable condition: - VFR and IFR - Flight in icing conditions - Power back (single or twin engine) - B-RNAV - Low Visibility Take-Off - Category II Approach CREW COMPOSITION Minimum Flight Crew

2 PILOTS At least one pilot shall be authorised to act as a commander. Minimum Cabin Crew 1 cabin attendant

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LIMITATIONS 2.01.01

P 2 OK

F.C.O.M. GENERAL FEB 01

ATR 42 - 500

MAXIMUM OPERATING ALTITUDE

25 000 FT

MANEUVERING LIMIT LOAD FACTORS

FLAPS RETRACTED = + 2,5 TO - 1 G FLAPS EXTEDED = + 2 TO 0 G GEAR DOWN = + 2 TO 0 G

The corresponding positive accelerations limit the bank angle in turns and the severity of pull up maneuvers. CARGO DOOR OPERATION Do not operate cargo door with a cross wind component of more than 45 kt. DISPATCHIBILITY For dispatch in the event of equipment failure or missing equipment refer to MEL/CDL. MAXIMUM NUMBER OF PASSENGER SEATS

60

PASSENGER SEATING CONFIGURATION Commercial seats in the passenger cabin 46 Service seats in the passenger cabin 2 Service seats in the flight deck 3 Maximum number of persons on board * 51 * The children up to two years age are not included since they do not require their own seat. The number of children up to two years is limited to 4 due to limited number of special emergency equipment.

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R -- Use of JP4 and JET B are prohibited.

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Page 539: 210769303 Flight Crew Operating Manual Atr42 500 CSA

Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500

TCAS

LIMITATIONS

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DEC 06

050

2.01.06

TCAS

LIMITATIONS

The limitations in Part 2.01 are applicable with the addition of the following:

1-- TCAS operation is approved for use in VFR meteorological conditions (VMC) andIFR meteorological conditions (IMC).

2-- The pilot must not initiate evasive maneuvers using information from the trafficdisplay only or from a traffic advisory (TCAS TA) only.These displays and advisories are intended only for assistance in visually locatingthe traffic and lack the resolution necessary for use in evasive maneuvering.

3-- Compliance with TCAS resolution advisory is required unless the pilot considers itunsafe to do so.

However, maneuvers which are in the opposite direction of the resolution advisory(TCAS RA) are extremely hazardous and are prohibited unless it is visuallydetermined they are the only means to assure safe separation.

CAUTION : Once a non crossing RA has been issued the vertical speed should beaccurately adjusted to comply with the RA, in order to avoid negatingthe effectiveness of a co--ordinated maneuvre by the intruder.

WARNING : Non compliance with a crossing RA by one airplane may result inreduced vertical separation. Therefore, safe horizontal separationmust also be assured by visual means.

4-- Evasive maneuvring should be made with the autopilot disengaged, and limited tothe minimum required to comply with the RA. The pilot must promptly return to theprevious ATC clearance when the TCAS “CLEAR OF CONFLICT” voice message isannounced.

5-- Prior to perform RA’s climb or increase climb, the crew should select the appropriateengine power setting on the power MGT rotary selector and, if necessary, manuallyadjust CLs.

6-- When a climb or increase climb RA occurs with the airplane in the landingconfiguration or in the go--around phase, a normal procedure of go--around shouldbe followed including the appropriate power increase and configuration changes.

AA

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Page 546: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 547: 210769303 Flight Crew Operating Manual Atr42 500 CSA

LIMITATIONS 2.01.10

P 1 OK

F.C.O.M. COMPANY LIMITATIONS DEC 05

ATR 42-500

The aircraft is classified in category B in accordance with ICAO Doc 8168, Volume I. SINGLE ENGINE ACCELERATION ALTITUDE - after take-off ...................................................... not less than 800 ft AGL - after go around .................................................. not less than 800 ft AGL

See Aerodrome Manual to check whether higher value is required. ACCELERATION ALTITUDE - after take-off ...................................................... not less than 1 500 ft AGL - after go around .................................................. not less than 800 ft AGL

See Aerodrome Manual to check whether higher value is required. TYPE OPERATING MINIMA Maximum wind component RVR/VIS tail cross head

AT43 15 kt 45 kt no limit AT45 15 kt 30 kt no limit Take-Off 400 m AT72 10 kt 35 kt no limit AT43 10 kt 20 kt 25 kt AT45 13 kt 25 kt 30 kt Low Visibility Take-Off (LVTO) 125 m AT72 10 kt 15 kt 30 kt

Maximum wind component DH RVR tail cross head

AT43 15 kt 38 kt no limit AT45 15kt 30 kt no limit Landing CAT I 200 ft 550 m AT72 10 kt 35 kt no limit AT43 10 kt 20 kt 25 kt AT45 13 kt 25 kt 30 kt Landing CAT II 100 ft 300 m AT72 10 kt 15 kt 30 kt

The landing RVR minimum applies to the first RVR reporting point. Reported RVRs are controlling if relevant to that part of the RWY (the mid and stop-end point) used during the high speed phase of the landing to a speed of approx. 60 kt. The minimum RVR value for mid-point is 125 m and for stop-end is 75 m.

To determine the wind component see diagram on page 4.

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LIMITATIONS 2.01.10

P 2 OK

F.C.O.M. COMPANY LIMITATIONS MAY 04

ATR 42-500

RUNWAY CONDITIONS LIMITS a) Braking conditions

Maximum cross wind component Friction coefficient Braking action take-off landing

0.40 and above good "5" In accordance with Type Operating Minima 0.36 – 0.39 medium/good "4" 30 kt 30 kt 0.30 – 0.35 medium "3" 20 kt 20 kt 0.26 – 0.29 medium/poor "2" 10 kt 10 kt 0.25 - 0,20 poor "1" prohibited 5 kt *)

0,19 and below poor "1" prohibited prohibited *) Landing is prohibited unless the friction coefficient is available and runway width is 40 m or more. If friction coefficient is 0,29 and bellow or BA is 2 or less, take-off and landing must be performed by the CM1. If friction coefficient is available, interpolation may be used to determine the maximum cross wind component (see diagram on page 4). If friction coefficient/braking action is given for each third of runway, midpoint and stopend values apply for take-off, touchdown and midpoint values apply for landing. If friction coefficient/braking action is not available or is described as UNRELIABLE use the following table to determine cross wind limitation: Maximum cross wind component

Runway contamination take-off landing dry/damp runway In accordance with Type Operating Minima wet runway/dry snow/other contamination 30 kt 30 kt water/wet snow/slush 20 kt 20 kt ice prohibited 5 kt *)

*) Minimum runway width is 40 m. b) Runway width If runway width is less than 40 m maximum cross wind component is decreased by 10 kt.

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LIMITATIONS 2.01.10

P 3 OK

F.C.O.M. COMPANY LIMITATIONS MAY 04

ATR 42-500

LVO - TYPE AND COMMAND EXPERIENCE a) Before commencing Category II operations, the following additional requirements are applicable

to commanders, who are new to the aeroplane type or being upgraded for a commander position on the type:

1) 40 sectors on the ATR, including Line Flying/Training in command under Supervision; and

2) 100 m must be added to the applicable Category II RVR minima unless he has previously

qualified for Category II or III operations within CSA, until a total of 200 hours, including Line Flying/Training in command under Supervision, has been achieved on the ATR.

b) When the commander operates in the right-hand seat, the pilot operating in the left-hand seat

may perform Category II operations when he fulfils the following requirements:

1) he has completed the Initial or Conversion Course for Low Visibility Operations and he holds an authorisation for conducting Low Visibility Operations (Low Visibility Take-Off, Category II operations) on the ATR at CSA as a pilot-in-command (PIC).

2) he has completed 20 sectors on the ATR as CM1, including Line Flying/Training in command

under Supervision; and

3) 100 m must be added to the applicable Category II RVR minima unless he has previously qualified for Category II or III operations within CSA, until a total of 100 hours, including Line Flying/Training in command under Supervision, has been achieved on the ATR.

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LIMITATIONS 2.01.10

P 4 OK

F.C.O.M. COMPANY LIMITATIONS NOV 03

ATR 42-500

WIND COMPONENT DIAGRAM

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PROCEDURES AND TECHNIQUES 2.02.00 P 1 OK

F.C.O.M. CONTENTS JAN 07

ATR 42-500

2.02.00 ...............CONTENTS

2.02.01 ...............OPERATING SPEEDS

2.02.02 ...............DATA CARD

2.02.03 ...............AIR

2.02.04 ...............AFCS

2.02.05 ...............ELECTRICAL SYSTEM

2.02.06 ...............FLIGHT CONTROLS

2.02.07 ...............FUEL SYSTEM

2.02.08 ...............ADVERSE WEATHER

2.02.09 ...............LANDING GEARS / BRAKES

2.02.10 ...............FLIGHT PATTERNS

2.02.11 ...............POWER PLANT

2.02.12 ...............FLIGHT CHARACTERISTICS

2.02.13 ...............RNAV

2.02.14 ...............FLIGHT INSTRUMENTS

2.02.15 ...............TCAS

2.02.16 ...............EGPWS

2.02.17 ............... INTENTIONALLY NOT USED

2.02.18 ...............A/C EMERGENCY EVACUATION

2.02.19 ...............HIGH LATITUDES OPERATIONS

2.02.20 ...............ENGINE FAILURES

2.02.21 ...............MPC

2.02.22 ...............BRIEFINGS

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PROCEDURES AND TECHNIQUES 2.02.00 P 2 OK

F.C.O.M. CONTENTS JAN 07

ATR 42-500

2.02.23 ...............LOW VISIBILITY OPERATIONS

2.02.24 ...............EMERGENCY DESCENT

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PROCEDURES AND TECHNIQUES 2.02.01

P 1 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

[AT45/72] GENERAL Older certification rules used as a reference the minimum speed, which was recorded during defined stall penetration. This speed was established with a load factor lower than 1g. It was used as a reference for all operational speeds. (example V2 = 1,2 Vs min, VREF = 1,3 Vs min). New certification now uses as a reference the one g stall speed VSR [AT72 - Vs 1g] which is typically 6 % greater than Vs min. In order to provide the same practical maneuver margin, the factors applied to VSR [AT72 - Vs 1g] have been changed to reflect the increased value of VSR [AT72 - Vs 1g] relative to Vs min. 1,2 applied to Vs min becomes 1,13 when applied to VSR [AT72 - Vs 1g].

1,25 applied to Vs min becomes 1,18 when applied to VSR [AT72 - Vs 1g].1,3 applied to Vs min becomes 1,23 when applied to VSR [AT72 - Vs 1g]. The ATR 42-500 and ATR 72 having been certificated to the new rules, the reference stalling speed called VSR [AT72 – Vs] is determined as a one G stall speed [AT72 - Vs 1g] and the new (reduced) factors apply accordingly.

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PROCEDURES AND TECHNIQUES 2.02.01

P 2 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

DEFINITIONS VS [AT72] 1g stalling speed for a specified configuration. It is a function of the aeroplane

weight. [AT43] Minimum stalling speed for a specified configuration. It is a function of the aeroplane weight.

[AT45] VSR Minimum 1g stalling speed for a specified configuration. It is a function of the

aeroplane weight. VMCG Minimum control speed on the ground from which a sudden failure of the critical

engine can be controlled by use of primary flight controls only, with the other engine operating at RTO power.

V1 Speed at which the pilot can make a decision following failure of critical engine • either to continue take-off • or to stop the aeroplane VR Speed at which rotation is initiated to reach V2 at 35 ft height. V2 Take off safety speed reached before 35 ft height with one engine failed and

providing second climb gradient not less than the minimum (2,4 %). VMCA Minimum control speed in flight at which the aeroplane can be controlled with 5°

bank, in case of failure of the critical engine with the other engine at RTO power (take off flaps setting and gear retracted.)

VMCL Minimum flight speed at which aeroplane can be controlled with 5° bank in case of

failure of the critical engine, the other being set at GA power (landing flaps setting, gear extended) and which provides rolling capability specified by regulations.

VFE Maximum speed for each flap configuration

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PROCEDURES AND TECHNIQUES 2.02.01

P 3 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

MINIMUM MANEUVER / OPERATING SPEEDS Minimum maneuver / operating speeds are defined in order to provide sufficient margin against stall. They will vary with: - Normal or icing conditions, - Weight, - Configuration, - Type of maneuver ( HI or LO BANK). They are defined by a minimum ratio to the appropriate stall speed given in FCOM 2.01.03 or by V2 when applicable. NORMAL CONDITIONS

AT43 AT72 AT45 FLAPS VmHB VmLB VmHB VmLB FLAPS VmHB VmLB

0 1,25 VS 1,18 VS 0 1,22 VSR

15 V2 V2 15 V2

30

1,3 VS

Not used

1,23 VS and not less than VMCL during

approach Not used 25 45 PROHIBITED NOT APPLICABLE 35

1,23 VSR and not less t

used

han VMCL during

approach Not

Note: Refer to 2.02.08 for icing conditions.

TILIZATION U

- bsolute minimum maneuver speed.

r to chapter 3.09).

In all these cases, bank angle must be restricted to 15° (low bank selected when using AFCS)

the minimum speed used for approach. It also provides the best two engines rate of

In this case, bank angle must be restricted to 30° (High bank selected when using AFCS).

provided in which relevant minimum maneuver/operating speeds are directly

cription and the procedures how to use this speed booklet are published at the paragraphs below.

VmLB is the aThis speed

∗ is used for take off, and initial climb. ∗ must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (refe∗ should be used in flaps 0 configuration to obtain the best climb gradient.

- VmHB is

climb.

In order to determine these speeds in a more pilot oriented manner, an operating data booklet included in check list isgiven for all weights. CSA speed booklet is used as a supplement of this operating data booklet. The des

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PROCEDURES AND TECHNIQUES 2.02.01

P 4 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

CONSERVATIVE MANEUVERING SPEEDS When performance consideration does not dictate use of minimum maneuver / operating speeds, the following conservative maneuvering speeds are recommended. They cover all weights, normal operational maneuver and flight conditions (normal and icing conditions)

FLAPS AT43 AT45 AT72 0 160 kt 175 kt 180 kt 15 145 kt 145 kt 150 kt 25 X 135 kt X 30 130 kt X 135 kt 35 X 125 kt X

TAKE-OFF SPEEDS - OPTIMUM SPEED TABLES (RTOW CHARTS) In cases where the MTOW is determined by Optimum Speed Tables, two events may occur: 1) Non limiting runway - the MTOW is the maximum structural take-off weight, then the speeds

given in the CSA Speed Booklet for take-off are used. Use the speeds associated with the actual take-off weight.

2) Limiting runway - the MTOW is lower than maximum structural take-off weight, then use the

speeds given in the Optimum Speed Tables for take-off, even if the actual take-off weight is lower, and fill in a CSA Take-off card.

FINAL APPROACH SPEED

VAPP = VmHB + WIND FACTOR or VMCL, whichever is higher

WIND FACTOR = The highest of

- 1/3 of the head wind velocity or 5 kt whichever is higher, - or the gust in full,

with a maximum wind factor of 15 kt. Wind factor is added to give extra margin against turbulence, risk of wind shear etc...

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PROCEDURES AND TECHNIQUES 2.02.01

P 5 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

GO AROUND SPEED VGA VmHB landing configuration + 5 kt or 1,1 VMCA, whichever is higher. LANDING SPEEDS Use speeds given in the CSA Speed Booklet for landing. Use the speeds associated with the actual landing weight. MINIMUM SPEED FOR FLAPS RETRACTION It is VmLB of the next flap setting. Example: - Minimum speed to retract flaps from 15 to 0 : VmLB 0. CSA SPEED BOOKLET TAKE-OFF SPEEDS

FLAPS 15

TOW

21FLAPS 15

TOW

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PROCEDURES AND TECHNIQUES 2.02.01

P 6 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

Take-off - normal conditions BUG MARKING MEANING DEFINITION Yellow V1 Decision speed VRR Rotation speed Inner - Amber V2 Take-off safety speed VmLB15 AT72 1,175 VS

AT45 1,16 VSR AT43 1,20 VS

White VmLB 0 FINAL T/O VmLB 0 DRIFT DOWN

Single engine climb speed Drift down speed - minimum LO BANK speed

with flaps 0° - it enables to fly HI BANK

with flaps 15° - it enables to retract the

flaps during acceleration

VmLB0 AT72 1,18 VS AT45 1,22 VSR AT43 1,25 VS

VmHB 0 Minimum HI BANK speed with flaps 0°

VmHB0 AT72 1,23 VS AT45 1,23 VSR AT43 1,30 VS

Red and Green bugs should be set according to icing conditions table. [AT43/72] Take-off - icing conditions BUG MARKING MEANING DEFINITION Yellow V1 Decision speed VRR Rotation speed Inner - Amber V2

Take-off safety speed VmLB15 AT72 1,21 VS AT43 1,32 VS

White VmLB 15 FINAL T/O VmLB 15 DRIFT DOWN

Single engine climb speed Drift down speed - minimum LO BANK speed

with flaps 15°

VmLB15 AT72 1,38 VS AT43 1,45 VS

Red VmLB 0 Minimum LO BANK speed with flaps 0° - it enables to retract the

flaps during acceleration

VmLB0 AT72 1,43 VS AT43 1,45 VS

Green VmHB 0 Minimum HI BANK speed with flaps 0°

VmHB0 AT72 1,48 VS AT43 1,50 VS

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PROCEDURES AND TECHNIQUES 2.02.01

P 7 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

[AT45] Take-off - icing conditions BUG MARKING MEANING DEFINITION Yellow V1 Decision speed VRR Rotation speed Inner - Amber V2 Take-off safety speed VmLB15 AT45 1,21 VSR

White VmLB 15 FINAL T/O Single engine climb speed - minimum LO BANK speed

with flaps 15° after take-off

VmLB15 AT45 1,27 VSR

VmLB 15 DRIFT DOWN Drift down speed - minimum en route LO

BANK speed with flaps 15°

VmLB15 AT45 1,35 VSR

Red VmLB 0 Minimum LO BANK speed with flaps 0° - it enables to retract the

flaps during acceleration

VmLB0 AT45 1,45 VSR

Green VmHB 0 Minimum HI BANK speed with flaps 0°

VmHB0 AT45 1,50 VSR

LANDING SPEEDS

LANDING SPEEDSLW

21 LANDING SPEEDSLW

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PROCEDURES AND TECHNIQUES 2.02.01

P 8 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

Note: XX means landing flaps configuration 30° AT72/43 35° AT45 Landing - normal conditions BUG MARKING MEANING DEFINITION Green VmHB XX Minimum speed used for

approach VmHBXX AT72 1,23 VS AT45 1,23 VSR AT43 1,30 VS and not less than VMCL

Inner - Amber VAPP Approach speed (including 5 kt minimum wind effect)

VmHBXX + wind effect Wind effect = 1/3 of the head wind or the gust in full, whichever is higher (minimum is 5 kt and maximum is 15 kt)

Yellow VGA Go around speed VmHBXX + 5 kt or 1,1 VMCA whichever is higher

White VmLB 0 S.ENG.CLIMB VmLB 0 DRIFT DOWN

Single engine climb speed Drift down speed - minimum LO BANK

speed with flaps 0° - it enables to fly HI BANK

with flaps 15° - it enables to retract the

flaps during acceleration

VmLB0 AT72 1,18 VS AT45 1,22 VSR AT43 1,25 VS

VmHB 0 Minimum HI BANK speed with flaps 0°

VmHB0 AT72 1,23 VS AT45 1,23 VSR AT43 1,30 VS

Red bug should be set according to icing conditions table.

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PROCEDURES AND TECHNIQUES 2.02.01

P 9 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

[AT43/72] Landing - icing conditions BUG MARKING MEANING DEFINITION Green VmHB 30 Minimum speed used for

approach VmHB30 AT72 1,30 VS AT43 1,50 VS

Inner - Amber VAPP Approach speed (including 5 kt minimum wind effect)

VmHB30 + wind effect Wind effect = 1/3 of the head wind or the gust in full, whichever is higher (minimum is 5 kt and maximum is 15 kt)

Yellow VGA Go around speed VmHB30 + 5 kt or 1,1 VMCA whichever is higher

White VmLB 15 S.ENG.CLIMB VmLB 15 DRIFT DOWN

Single engine climb speed Drift down speed - minimum LO BANK

speed with flaps 15°

VmLB15 AT72 1,38 VS AT43 1,45 VS

Red VmLB 0 Minimum LO BANK speed with flaps 0° - it enables to retract the

flaps during acceleration

VmLB0 AT72 1,43 VS AT43 1,45 VS

VmHB 0 Minimum HI BANK speed with flaps 0°

VmHB0 AT72 1,48 VS AT43 1,50 VS

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PROCEDURES AND TECHNIQUES 2.02.01

P 10 OK

F.C.O.M. OPERATING SPEEDS JAN 07

ATR 42-500

[AT45] Landing - icing conditions BUG MARKING MEANING DEFINITION Green VmHB 35 Minimum speed used for

approach VmHB35 AT45 1,35 VSR

Inner - Amber VAPP Approach speed (including 5 kt minimum wind effect)

VmHB35 + wind effect Wind effect = 1/3 of the head wind or the gust in full, whichever is higher (minimum is 5 kt and maximum is 15 kt)

Yellow VGA Go around speed VmHB35 + 5 kt or 1,1 VMCA whichever is higher

White VmLB 15

S.ENG.CLIMB

Single engine climb speed - minimum LO BANK

speed with flaps 15° after go around

VmLB15 AT45 1,27 VSR

VmLB 15 DRIFT DOWN Drift down speed - minimum en route LO

BANK speed with flaps 15°

VmLB15 AT45 1,35 VSR

Red VmLB 0 Minimum LO BANK speed with flaps 0° - it enables to retract the

flaps during acceleration

VmLB0 AT45 1,45 VSR

VmHB 0 Minimum HI BANK speed with flaps 0°

VmHB0 AT45 1,50 VSR

Page 563: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.02 P 1 OK

F.C.O.M. DATA CARD NOV 03

ATR 42-500

Fill in V1, VR, and VR 2 speeds as per speeds given in the Optimum Speed Tables and then fill in the remaining speeds as per the CSA Speed Booklet associated with the actual take-off weight.

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PROCEDURES AND TECHNIQUES 2.02.04 P 4 OK

F.C.O.M. AFCS JAN 07

ATR 42-500

Note: - Function of AP/YD is monitored on three axis. When a monitor failure is detected, the AP/ZD disengages and failure message is

displayed on ADU. (AFCS invalid or AP invalid). When these CAUTION messages are cleared by the pilot (within 45 seconds), the AP computer attempts a « monitor recovery » in order to reset itself to a valid configuration. When the AP computer power up test is completed, the AP/YD can once again be engaged. If the failure condition upon engagement is still preset, the AFCS will again disengage. However, after the caution messages are cleared, the recovery function will not prompt another automatic AP computer power up. AP computer power up has to be performed, if needed, by cycling the associated C/B.

Automatic AP computer power up is inhibited if: - AP, YD or AFCS control panel is lost. - Pitch trim fail alert is lost. - Any approach mode is engaged. - Go around mode is engaged. - LOC or BC track mode is engaged.

TYPICAL AP/FD operation

TASK sharing - With AP engaged, PF will select references and modes - With FD only (AP not engaged) PF will call for references and modes to be set by PNF.

ALTITUDE setting is done by PNF without PF command. Once PNF accepts an altitude assignment form ATC, inserts it to the altitude selector /ADU and confirms verbally to PF. PF then shall crosscheck that proper altitude is set and verbally confirm: "CHECK".

BEFORE TAKE OFF - Both FD switches ON. - First cleared altitude set on ADU. - HDG bug checked on RWY HDG. - HDG mode ENGAGED. - BANK selector LO. - IAS mode engaged with V2 + 5 set on ADU.

TAKE OFF - As power is increased, the vertical guidance FD bar will move up and lateral guidance FD bar

remains centered as runway heading is maintained. - Rotation is initiated to the recommended value (Θ ≅ 9°) as indicated by FD vertical guidance

bar. - As soon as gear is retracted and above 100 ft, AP may be engaged : it synchronizes on FD

command and maintains HDG and IAS. - Turn may be initiated as required using HDG sel. knob. - When acceleration altitude is reached, set climb speed on ADU by moving the pitch wheel on

AFCS control panel, and set CLB power according to standard « climb sequence ». BANK selector may be switched back to HI as needed.

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PROCEDURES AND TECHNIQUES 2.02.04 P 5 OK

F.C.O.M. AFCS JAN 07

ATR 42-500

• CLIMB Use lAS with climb speed with associated target values set by pitch wheel. Note: If the aircraft is unable to reach an assigned FL the crew shall request a lower FL. Use of other vertical mode (VS or Stand by pitch) due to passenger comfort improvement in turbulence or upon ATC request to increase climb gradient could have a negative impact to flight safety.

CAUTION: Use of other AFCS mode then IAS is not approved during climb IN ICING CONDITIONS OR WHENEVER ICING AOA LIGHT IS ILLUMINATED.

Note: If airspeed is not monitored during climb and VS mode is engaged with a rate exceeding the

aircraft performance the airspeed will continuously decrease: AP will disengage automatically when stall alert is activated.

CAUTION: When VS mode is used, monitor airspeed carefully.

• LEVEL OFF - Level off is automatic when reaching the selected altitude. - Power must be adjusted to the new condition. - PF shall guard the control wheel and power levers with hands at least within last 500 ft. - Reaching altitude [last 1 000 ft to level off, or more if high vertical speed is used], PF shall

reduce vertical speed to 1 500 ft/min or less.

• RESUME CLIMB OR DESCENT - First, the new cleared altitude must be set on ADU. - For descent, engage lAS or VS mode. - For climb, engage preferably lAS mode. - In both cases, adjust power as necessary.

• NAVIGATION HDG and NAV mode for VOR approach are used as required (Refer to FCOM 1.04).

Notes: 1) Accuracy of VOR mode is significantly improved when there is a DME associated to the VOR. Accuracy decreases if VOR is engaged in HOLD mode.

2) The new CRS selection required over a VOR station should only be made when the ADU / EADI indicates VOR*.

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PROCEDURES AND TECHNIQUES 2.02.04

P 6 OK

F.C.O.M. AFCS JAN 07

ATR 42-500

• ILS APPROACH MODE Before approach: - Set approach course on CRS selector and tune ILS frequency. - Use HDG mode to set intercept heading as appropriate. - Arm both LOC and GS by pushing APP pb on AFCS panel.

Notes: 1) LOC beam capture must be started (LOC* green on both EADI and ADU) before GS capture can take place.

2) LOC beam capture may lead to one initial overshoot when the capture conditions are severe (Intercept Heading = RWY HDG ± 90°, high lAS, reduced distance to the ILS transmitter), but, provided the distance is at least 5 NM at the standard instrument capture speed of 180 kt, this initial overshoot will be followed by an asymptotic capture without further oscillation, even with a 90° intercept angle.

3) During LOC capture, the bank angle limit is raised to 30°. 4) When LOC capture is started, HDG bug should be placed on RWY HDG. 5) Following an engine failure AP may be disconnected in order to trim manually

the aircraft, and then reconnected.

Page 574: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 575: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 576: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 577: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.05 P 3 OK

F.C.O.M. ELECTRICAL SYSTEM JAN 07

ATR 42-500

[AT43,AT45] USE OF EXTERNAL DC ELECTRICAL SYSTEM This unit must be able to provide a steady current of 300 A plus an additional starter current of 1 000 A while keeping above 12 V (16 kW instantaneous power). If not refer page 1: USE OF A WEAK DC GPU

CIRCUIT BREAKER USE IN FLIGHT

CIRCUIT BREAKER TRIPPING Due to the systems redundancy the safety of the aircraft is not affected by the loss of one system caused by tripped C/B´s. Consequently there is no requirement to reset an open C/B. In flight, the flight crew should not reengage a tripped C/B. On the ground, if the pilot coordinates the action with maintenance, he may reengage a tripped C/B provided the cause of the tripped C/B is identified.

DIGITAL COMPUTERS REINITIALIZATION Digital computers abnormal behaviour may be stopped in some cases by interrupting the power supply of its processing part for a short time (approx. 10 sec.). Generally, this may be achieved with the normal cockpit controls (engagement levers, push buttons) by selecting the related control OFF then ON. However for some systems the cockpit normal controls do not cut off electrical power supply to computers. The only way to reinitialize such a system is to pull and reset the corresponding circuit breaker.

Page 578: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.06 P 1 OK

F.C.O.M. FLIGHT CONTROLS JAN 07

ATR 42-500

The ATR aircraft are equipped with classical mechanical primary flight controls on all three axis. The following peculiarities must be highlighted.

[AT45] CAUTION: In the very unlikely case of an engine rotor burst, one or several primary control cables could be severed. In this cases, if sufficient authority cannot be obtained by use of the normal controls, the AP should be immediately engaged to control the initial disturbance as well as the subsequent return and landing. Once the AP is engaged it has to be kept in mind that the occurrence of stall warning would disconnect it and that lateral trimmers are still available and have to be used as much as required to coordinate the flight.

PITCH Both elevators are connected through a pitch uncoupling device, in order to leave sufficient controllability in case of mechanical jamming of one control surface. Activation of this device:

- requires heavy forces (52 daN / 114 Ibs) to be applied to the control columns, which minimizes the risk of untimely disconnection,

- indicated to the crew through the red warning PITCH DISCONNECT, - allows the flight to be safely achieved (refer to procedures following failures), - [AT43, AT72] once activated can only be reset by a maintenance action.

Note: 1) When PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed has to be

limited to 180 kt and bank angle to 30° until flaps extension to avoid overstressing the stabilizer.

2) The TWO sticks must be held once the aircraft is landed

[AT45] BOTH ELEVATORS RECONNECTION ON GROUND Conditions: - aircraft on ground and electrically powered, - both elevators disconnected, - red PITCH DISCONNECT alarm illuminated steady on CAP.

Procedure: - engage GUST LOCK and check both columns are locked, - depress and hold ELEV CLUTCH guarded pb (see 1.09) until PITCH DISCONNEDT flashes red

on CAP (reconnection is audible without engine running), - release ELEV CLUTCH pb. After a few second, PITCH DISCONNECT extinguishes on CAP, - check both columns are effectively coupled.

Page 579: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.06 P 2 OK

F.C.O.M. FLIGHT CONTROLS JAN 07

ATR 42-500

[AT45] ROLL

AILERON SPRING TABS Flight controls are connected to the ailerons through the spring tabs, therefore, maintaining the flight controls to neutral on the ground would not prevent the ailerons from oscillating in case of heavy tail wind (> 30 kt). Therefore, in heavy wind conditions it is recommended:

- to disengage the gust lock only when necessary before take off, - after landing, to engage the gust lock before a turn that would expose the aircraft to a tail

wind component. If aileron lock is not available, it is easier to maintain the ailerons fully deflected. [AT45] AILERON TRIM Ailerons forces trimming is obtained by shifting the zero position of the left aileron spring tab: this means that AILERON TRIM INDICATOR is only representative of the differential loading of the spring tab and not of the aileron position. YAW The rudder incorporates several particular features. • The releasable centering unit (threshold cam):

This threshold cam automatically synchronizes to actual rudder pedal position each time the rudder trim switch is activated. Therefore before take-off, rudder trim setting to zero must be made with rudder pedals in neutral position.

• The rudder surface damper: Structural protection of the rudder assembly against effect of wind gusts on ground is ensured by a rudder surface damper, which is designed to prevent excessive speed of deviations of the rudder surface. When taxiing with strong winds on ground, very large rudder forces would be required to try to control the rudder surface: this is not necessary and rudder may be left floating with the apparent wind as the damper will effectively prevent any structural damage.

• The rudder trim: Rudder forces trimming is obtained by shifting the zero position of the spring tab: this means

that RUDDER TRIM INDICATIONS are only representative of the differential loading of the spring tab, AND NOT OF THE RUDDER POSITION.

Note: As speed increases, rudder trim deviations as large as 3 dots on the right may be noted while rudder surface remains substantially at neutral.

Page 580: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.06 P 3 OK

F.C.O.M. FLIGHT CONTROLS JAN 07

ATR 42-500

• The yaw damper: Yaw damper function is provided through the YAW CHANNEL of the AP and should always be engaged in flight to improve passenger comfort. In order to let the rudder axis free for pilot inputs (engine failure, ground control after landing etc.) without the need to disconnect the YAW DAMPER, a force sensor has been implemented and any pilot force of more than 30 daN / 66 lb lbs applied on rudder will cause the YD to disengage.

• [AT45] The TLU: This device limits pedals travel in order to prevent any damageable rudder travel when flying high speed (above 195 kt). Refer to chapter 1.09.40 for system description.

OPERATIONAL RECOMMANDATION OF RUDDER USE

In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following recommendations must be observed.

The rudder is designed to control the aircraft, in the following circumstances a) In normal operations, for directional control

• During the takeoff roll, when on ground, especially in crosswind condition. • During landing flare with crosswind, for decrab maneuver. • During the landing roll, when on ground. • The rudder may be used as deemed necessary, for turn coordination to prevent excessive

sideslip. b) To counteract thrust asymmetry

Full rudder authority can be used to compensate for the yawing moment of asymmetric thrust. Note: At high speed (i.e. flaps up), thrust asymmetry (i.e. due to an engine failure) has

relatively small effect on directional control of the aircraft. The amount of rudder required to counter an engine failure and centre the sideslip is small.

c) [AT43/72] In some other abnormal situations The rudder may also be used in some abnormal situations such as: • Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral. • Aileron jam. The rudder may be used to smoothly control the roll. • Landing gear unsafe indication (gear not down locked). When a main landing gear is not

down locked, the rudder may be used to establish sideslip in an attempt to down lock the landing gear by aerodynamic side forces.

• Landing with landing gear not down locked. The rudder can be used for directional control on ground.

In all these normal or abnormal circumstances, proper rudder manoeuvres will not affect the aircraft’s structural integrity.

Page 581: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.06 P 4 OK

F.C.O.M. FLIGHT CONTROLS JAN 07

ATR 42-500

Rudder should not be used: • To induce roll, except in the previous case (Aileron jam) or • To counter roll, induced by any type of turbulence. Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite rudder inputs must not be applied. Such inputs can lead to loads higher than the limit, or possibly the ultimate loads and can result in structural damage or failure.

WARNING: Rudder reversals must never be incorporated into airline policy, including so-called "aircraft defensive manoeuvres" to disable or incapacitate hijackers.

As far as dutch roll is concerned, yaw damper action (if selected) or RCU are sufficient to adequately dampen dutch roll oscillations. The rudder should not be used to complement the yaw damper action.

Page 582: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 583: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 585: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 3 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

c - Anti-ice and de-ice-systems are provided. The AIRFRAME de-icing will LIMIT the amount of ice adhering to the airfoil but CANNOT eliminate ALL ICE ACCRETION because of the unprotected elements on the leading edges and the continuous accretion between two consecutive boot cycles. RESIDUAL ICE must be considered, not only during periods when accretion develops, but ALSO AFTER ICING CONDITIONS HAVE BEEN LEFT (continued climb above icing clouds as an example).

d - Ice accretion may also affect the forces required to maneuver the flight controls. On the

ATR:

- Rudder forces are not affected. - Aileron forces are some what INCREASED when ice accretion develops, but remain

otherwise in the conventional sense. - [AT45/72] Pitch forces are not affected. - [AT43] Pitch forces are not affected in flaps 0°, 15° and 30°.

Flight with ice accretion (even small) and flaps 45° shows a tendency for pitch forces to reduce (and eventually reverse) in case of significant push over. This tendency is made worse by increasing IAS towards VFE. It is the reason why use of flaps 45° is prohibited in normal operation and must be considered only as an emergency position (ditching / forced landing).

Page 586: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 4 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

B) MINIMUM ICING SPEEDS - The minimum maneuver / operating speeds defined for normal conditions (2.02.01) MUST BE

INCREASED and the new value enforced whenever

is possible (Flight in atmospheric icing condition), ICE ACCRETION or exists (ice accretion developing or residual ice). [AT45/72] They are defined by the following table where VS [AT45 – VSR] is the non affected 1g stall speed as given in 2.01.03 [AT72 – VS1g]. [AT43] They are defined by the following table where VS is the non affected stall speed as given in 2.01.03.

AT43 AT72 AT45

FLAPS VmHB VmLB VmHB VmLB FLAPS VmHB VmLB

0 1,45 VS 1,48 Vs 1,43 Vs 0 1,50 VSR 1,45 VSR

1,32 VS see note

1)

1,21 Vs see note 1)

1,21 VSR see note 1)

1,45 VS see note

2)

1,38 Vs see note 2)

1,27 VSR see note 2)

1,45 VS see note

3)

1,38 Vs see note 3)

15 1,41 VSR

1,35 VSR see note 3)

15

1,39 VS see note

4)

1,44 Vs

1,23 Vs see note 4) 25 1,36 VSR

1,29 VSR see note 4)

30

1,44 VS

1,30 Vs 35 1,35 VSR 45 Prohibited Not applicable

Notes: 1) Take off – 2nd segment Speed 2) Final Take off Speed 3) En Route Speed 4) Go Around Speed CAUTION: For obstacle clearance, the en-route configuration with engine failure is FLAPS 15° at

a minimum speed of VmLB 15 En Route Speed if ice accretion is observed. - Relevant MINIMUM ICING SPEEDS are also given directly in the operating data booklet for all

weights and in the CSA speed booklet (2.02.01 P3).

Page 587: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 588: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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PROCEDURES AND TECHNIQUES 2.02.08

P 19 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

► TAXIING

- The standard single engine TAXI procedure may still be used provided the friction coefficient remains at or above 0,3 (braking action medium, snowtam code 3) and nose wheel steering is not used with too large deflections.

Note: If the OAT is very low, it may be necessary any way to start up engine 1 early enough to get the necessary oil warm up time (refer to Note (3) above).

- For taxiing with the very low friction coefficients (icy taxiways, slush), it is recommended to

use both engines, limit nose wheel travel and use with differential power as necessary. ► SPECIAL CASE

If contaminant layer is significant enough to possibly accumulate in the brake area during ground operation, brakes disks may join due to icing during the flight, leading to possible tyres damages at subsequent landing. The following special procedure should be applied during taxi before and as close as possible to take off. Set 18% Torque on each engine and keep taxi speed down to a "man pace" during 30 seconds using normal brakes with minimum use of nose wheel steering to ensure a symmetrical warming up of the brakes.

► TAKE OFF Standard take-off procedures will be used with the following additions: • If runway is contaminated (ice, snow, slush), use the relevant performance penalties defined

in the performance section 3.03. • Use of reverse on contaminated runways has to be limited at very low speeds to avoid

contaminant projections at the level of cockpit windshield which may reduce visibility to zero (snow, slush).

• In atmospheric icing conditions, refer to appropriate speeds and performance penalties and

add the following: - with very cold OAT, delay start of takeoff roll until oil temperature is at least 45°C (this is

necessary to guarantee inlet splitter de-icing capability).

Page 602: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 20 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

After the ground de icing/anti icing procedure, using type Il / IV fluids, higher than normal

stick forces may be encountered. These control input forces may be more than twice the normal take off force. This should not be interpreted as a 'pitch jam' leading to an unnecessary abort decision above V1. Although not systematic, this phenomenon should be anticipated and discussed during pre-take off briefing each time de icing/anti icing procedures are performed. These increased pitch forces are strictly limited to the rotation phase and disappear after take-off.

In very exceptional circumstances, because of increased rotation forces, the pilot can consider that take off is impossible and consequently initiate an aborted take-off. The consequences of this decision are catered for by a specific performance penalty (Refer to AFM SUPPLEMEMTS chapter). Select "TYPE II / IV FLUID USED” in “Specials”during EFRAS computation before take off. [AT43] Take-off with the tail wind is prohibited after type II / IV de icing fluids use due to above

mentioned phenomenon. Use the full runway length available for take-off after type II / IV de icing fluids application. There are inserted the red pages for airport and contamination in the OM part C - Aerodrome manual in the case when some limitations exist after using type II / IV de icing fluids.

AFTER V1, BE TAKE OFF MINDED

► BEFORE LANDING

If take-off has been performed on a slush contaminated runway, this slush may seize the brakes during cruise. To prevent tire damage at touch down : in final approach, after the selection of GEAR DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then reselect the ANTISKID to ON.

► LANDING Same restrictions on reverse than for accelerate stop. Apply relevant performance restrictions.

► PARKING When OAT is below -5°C / 23°F, particularly in wet conditions, avoid leaving the aircraft with parking brake engaged and use chocks instead whenever possible.

Page 603: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 21 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

WET OR CONTAMINATED RUNWAYS The presence on the runway of water, snow, slush or ice adversely affect the aircraft’s braking performance by: • Reducing the friction force between the tires and the runway surface • Creating a layer of fluid between the tires and the runway, which reduces the contact area and

leads to a risk of hydroplaning. Main wheels and nose wheels can be affected by hydroplaning. Thus hydroplaning affects nose wheel steering, as well as braking performance.

Hydroplaning (Aquaplaning) may occur at touchdown, preventing the wheels from spinning and

from sending the wheel-rotation signal to various aircraft systems. Conducting a firm touchdown can reduce hydroplaning at touchdown. DIRECTIONAL CONTROL On a contaminated runway, directional control should be maintained using the rudder pedals. Do not use the nose wheel steering tiller until the aircraft has slowed to taxi speed. Use of nose wheel steering above taxi speed may cause the nose wheels to hydroplane and result in the loss of nose wheel cornering force with consequent loss of directional control. If differential braking is necessary, pedal braking should be applied on the required side and should be released on the opposite side to regain directional control. (If braking is not completely released on the opposite side, brake demand may continue to exceed the anti-skid regulated braking, thus, no differential braking may be produced.) When the destination-airport runways are wet or contaminated, the crew should : • Anticipate asymmetric effects at landing that would prevent efficient braking or directional control

(e.g., crosswind) • Avoid landing on contaminated runway without anti skid or with only one side reverse available

(e.g. single engine landing) • Conduct a firm touchdown • Do not delay lowering the nose wheel onto the runway. This increases weight-on-wheels and

activates aircraft systems associated with the nose-landing-gear squat switches.

Page 604: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 22 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

OPERATIONS IN WIND CONDITIONS GENERAL

Precautions or special instructions may be necessary depending on the force and direction of the wind. The following FCOM pages deal with this subject:

Tail wind limit and demonstrated cross wind 2 01 03 p5 Cross wind component chart 2 01 10 p3 Final approach speed and wind factor 2 02 01 p4 Parking aircraft orientation 2 02 03 p2 Taxiing with strong wind 2 02 06 p2 Take off run 2 02 12 p1 Rejected take off 2 02 12 p2 Hotel mode limitation 2 03 06 p3 and 2 05 02 p4 Ditching 2 04 05 p3 NAC OVHT 2 05 02 p4 ELEVATOR JAM 2 05 06 p5 PITCH DISCONNECT 2 05 06 p6 AILERON JAM 2 05 06 p10 SPOILER JAM 2 05 06 p12

LANDING The recommended landing flap configuration is the same as the standard landing flap setting, even with strong crosswind. Large flaps extension does not impair the controllability in any manner. Moreover it minimizes the flare duration and allows a quicker speed decrease down to the taxi speed. CROSSWIND LANDIGS Approach techniques A final approach in crosswind conditions may be conducted : • With wings level (i.e. applying a drift correction to track the runway centreline), this type of

approach usually is referred to as a crabbed approach; or, • With a steady sideslip (i.e. with fuselage aligned with runway centreline, using a combination of

into-wind aileron and opposite rudder "cross – controls" to correct the drift). Adjust the autopilot-disconnect altitude for prevailing conditions to provide time to establish manual control and trimming of the aircraft before the align / decrab and flare.

Page 605: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 23 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

Flare techniques

When approaching the flare point with wings level and with a crab angle, as required for drift correction, following technique preferably should be used : • Align the aircraft with the runway centreline, while preventing drift, by applying into-wind aileron

and opposite rudder. Effect of touchdown on alignment

When touching down with some crab angle on : • a dry runway, the aircraft tends to realign itself with the direction of travel down the runway • a contaminated runway, the aircraft tends to continue travelling with a crab angle along the

runway centreline Effect of reverse power

When selecting reverse power with some crab angle, the reverse thrust results in two force components : • A stopping force aligned with aircraft’s direction of travel (runway centreline), and, • A side force, perpendicular to the runway centreline, which further increase the aircraft’s

tendency to skid sideways. The effect of reverse thrust decreases with decreasing airspeed.

Rudder authority also decreases with decreasing airspeed and is reduced further by airflow disturbances created by the reverse power. Reduced rudder authority can cause directional control problems.

Effect of braking

In a strong crosswind, cross-control is maintained after touchdown to prevent the into-wind wing from lifting and to counteract the weather-vane effect (i.e. the aircraft’s tendency to turn into the wind). The pilot should continue to "fly the aircraft" during the landing roll.

However, into-wind wing, thus resulting in an increased load on the into-wind landing gear. Because braking force increases as higher loads are applied on the wheels and tires, the braking force increases on the into-wind landing gear, creating an additional tendency to turn into the wind.

When runway contamination is not evenly distributed, the anti skid system may release only the brakes on one side. Maintaining directional control

The higher the wheel-braking force, the lover the tire-cornering force. Therefore, if the aircraft tends to skid sideways, releasing the brakes will increase the tire-cornering force and help maintain directional control.

Reduce reverse power to reach GI will cancel the side-force component caused by the reverse thrust, will increase rudder authority and will further assist in returning to runway centreline.

Page 606: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.08

P 24 OK

F.C.O.M. ADVERSE WEATHER JAN 07

ATR 42-500

After the runway centreline and directional control have been regained : • Pedal braking can be applied in symmetrical or asymmetrical manner, as required; and, • Reverse power can be reselected. WINDSHEAR

This phenomenon may be defined as a notable change in wind direction and / or speed over a short distance.

Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even without thunderstorms), during a frontal passage or on airports situated near large areas of water (sea breeze fronts).

Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be negotiated safely. However if it is encountered below 500 feet on take off or approach / landing it is potentially dangerous.

As far as possible this phenomenon must be avoided. Procedure at take off: • Delay the take off. If a low level wind shear is reported, calculate VR, VR 2 at the maximum take off

weight available for the day. Note : For this purpose use EFRAS speeds VR,VR 2 (also V1 when RWY is limiting). Select

“WINDSHEAR T/O SPEED SETTING” in “Specials”. For remaining speeds use speed booklet according to actual T/O weight. EFRAS allows icing speeds up to +10°C OAT.

[AT43] Use T/O tables to determine max TOW available

• When clear of obstacles accelerate as much as possible and clean up the aircraft. • Climb at the normal climb speed. Procedure during an approach: If a windshear is encountered, • Initiate a normal go around procedure with 10° pitch • When positively climbing at a safe altitude, retract the gear and complete the normal go around

procedure. CAUTION: The positive rate of climb must be verified on at least two instruments. COMMENTS: 1. Leaving the gear down until the climb is established will allow to absorb some

energy on impact, should the microburst exceed the aircraft capability to climb. 2. Ten degrees pitch attitude is the best compromise to ensure a climbing path

together with an acceptable maximum AOA.

Page 607: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.09

P 1 OK

F.C.O.M. LANDING GEAR / BRAKES JAN 07

ATR 42-500

This chapter deals with the following points:

- RUNWAY STATUS - NORMAL TAXI - REVERSE THRUST TAXI - TAXI WITH FAILURES - EMERGENCY BRAKING

RUNWAY STATUS

The following table gives for take - off and landing the equivalent runway status corresponding to the braking action or the friction coefficient.

This runway status may be used for the computation of the performances. EQUIVALENT RUNWAY STATUS

BRAKING ACTION FRICTION COEFFICIENT TAKE - OFF LANDING

GOOD 0,40 and above 1 1 GOOD / MEDIUM 0,39 to 0,36 2 2

MEDIUM 0,35 to 0,30 3 / 6 5 / 6 MEDIUM / POOR 0,29 to 0,26 4 5

POOR 0,25 and below 7 7 UNRELIABLE UNRELIABLE 8 8

EQUIVALENT RUNWAY STATUS: 1 - Dry runway 2 - Wet up to 3 mm depth 3 - Slush or water for depths between 3 and 6 mm 4 - Slush or water for depths between 6 and 13 mm 5 - Slush or water for depths between 3 and 13 mm 6 - Compact snow 7 - Ice 8 - Runway with high risk of hydroplaning

Page 608: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.09

P 2 OK

F.C.O.M. LANDING GEAR / BRAKES JAN 07

ATR 42-500

NORMAL TAXI CAUTION: If blue hydraulic circuit is pressurized, nose wheel steering has to be switched off for

towing by a ground vehicle. The aircraft is particularly easy to taxi, and even on one engine, there are no limitations to go

either forward or rearward: this flexibility should be systematically used and is reflected in the standard operating procedure which assumes Hotel Mode operation of engine 2 prior to and during passenger boarding followed by initial taxi on engine 2 only (including back track if taxi backwards required).

This procedure is highly recommended as GI power is quite sufficient on one engine only to perform all taxiing (out and in) and very obviously reduces block fuel by an amount which may become very significant on large airports.

CAUTION: Start up of engine 1 should be performed in a portion of taxi where captain workload is low enough to allow an efficient monitoring of the start up.

Use of brakes during taxiing may be very much reduced by systematic use of a small amount of

reverse when deceleration is needed.

Radius of turn with nose wheel steering is very good and does not require any braking on the inner wheels. CAUTION: Pivoting (sharp turns) upon a landing gear with fully braked wheels is not allowed,

except in emergency. POWER BACK

The crew must be sure that power back is permitted at the appropriate airport. Due to the risk of engine foreign object ingestion, this procedure may be used only on a clear apron. The airplane must be accompanied by an authorized person, to observe the area behind the airplane and instruct the commander who has to follow these instructions. The brakes must not be applied during the power back procedure. Use the forward thrust to stop the airplane.

TAXI WITH FAILURES TAXI WITH NOSE WHEEL STEERING OFF (or without blue HYD pressure) • Obviously SINGLE ENGINE TAXI is no more possible. • Taxiing remains very easy with both engines operating ECC [AT43 - ECU] ON:

directional control is achieved primarily with differential power on engines, possibly augmented by use of differential braking.

• Avoid sharp turns: turn radius without nose wheel steering should be limited to about half turn radius with nose wheel steering.

Page 609: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.09

P 3 OK

F.C.O.M. LANDING GEAR / BRAKES JAN 07

ATR 42-500

[AT72] TAXI WITH EEC OFF On ground EEC off, engine response is somewhere degraded. Nevertheless, as long as at least one engine is maintained at or below GI, the corresponding NP should remain high enough to keep associated ACW GEN available and thus maintain both HYD pumps.

CAUTION: When taxiing with both EEC OFF, avoid pushing both PLs above GI to avoid transient loss of ACW and MAIN HYD PUMPs.

Note: NOSE WHEEL steering remains available in all cases together with STBY braking, through DC AUX pump.

[AT45] TAXI WITH EEC OFF One EEC OFF

For taxi and prolonged ground operation near idle feather the affected engine to avoid prolonged use within prohibited NP range Keep operative EEC selected ON for taxi. Both EEC OFF

On ground engines response is somewhere degraded. Nevertheless, as long as at least one engine is maintained at or below GI, the corresponding NP should remain high enough to keep associated ACW GEN available and thus maintain both HYD pumps.

CAUTION: Avoid pushing both PLs above GI to avoid transient loss of ACW and then MAIN HYD PUMPs.

Note: NOSE WHEEL steering remains available in all cases together with STBY braking, through DC AUX pump.

[AT43] TAXI WITH ECU OFF

On ground, ECU OFF, and particularly BLEEDS ON engine response (and idling values of NP) are very noticeably degraded (see 2.02.11) to such an extend that ACW power is not available at power levels compatible with taxi and consequently both main HYD pumps are lost in those conditions.

Taxiing remains possible with nose wheel steering and braking is limited to the use of EMERG BRAKE (both the nose wheel steering and EMERG BRAKE remain powered by the DC BLUE HYD PUMP).

Page 610: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.09

P 4 OK

F.C.O.M. LANDING GEAR / BRAKES JAN 07

ATR 42-500

EMERGENCY BRAKING Emergency braking has been made operationally easier by design of the parking brake lever

which incorporates an "EMERG BRAKE" notch: when the parking brake lever is set in this notch, the regulator delivers a limited pressure which: • allows the use of EMER BRAKING for about take - off at max V1 or at touch down for landings

after GREEN pressure has been completely lost. • provides repeatable, smooth deceleration whilst minimizing the risk of blown up tires. CAUTION: Use of EMER BRAKE beyond the EMER BRAKE notch above 60 kt must be avoided

to prevent wheels lock up and damages to wheels and tires. Below 60 kt, a small further travel (≈ 1 cm) is available without risks of damage when maximum stopping performance is required.

A deflated tire is not easily noticeable from the cockpit: no take - off should be started after

EMER BRAKE has been used at speeds in excess of a maximum taxiing speed of 20 kt without prior visual inspection of the main landing gear tires.

Page 611: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.10

P 1 OK

F.C.O.M. FLIGHT PATTERNS JAN 07

ATR42-500

[AT4

3/45]

Page 612: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.10

P 2 OK

F.C.O.M. FLIGHT PATTERNS JAN 07

ATR42-500

[AT4

3/45]

Page 613: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.10

P 3 OK

F.C.O.M. FLIGHT PATTERNS JAN 07

ATR42-500

[AT4

3/45]

Page 614: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.10

P 4 OK

F.C.O.M. FLIGHT PATTERNS JAN 07

ATR42-500

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Page 615: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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P 3 OK

F.C.O.M. FLIGHT CHARACTERISTICS JAN 07

ATR 42-500

STALLS

STALL WITHOUT ICE ACCRETION In all configurations, when approaching the stall, the aircraft does not exhibit any noticeable

change in characteristics of flight; control effectiveness and stability remains good and there is no significant buffet down to CL max; this is the reason why both the stall alert (audio “cricket” and shaker) and stall identification (stick pusher) are “artificial” devices based on angle of attack measurement.

Recovery of stall approaches shall be started as soon as stall alert is perceived. Recovery shall be accomplished by: - A gentle push on the wheel as necessary to regain control. - Selection of flaps 15. - Increase in power up to MCT if needed

If the stall penetration attempt is maintained after stall alert has been activated, the STICK PUSHER may be activated; this is clearly unmistakable as the control column is suddenly and abruptly pushed forward, which in itself initiates recovery.

Note: The “pushing action” is equivalent to 40daN/88 lbs applied in 0,1 second and it lasts as long as angel of attack exceeds the critical value.

CAUTION: Stall training excercises without stick pusher are prohibited.

STALL WITH ICE ACCRETION Even with airframe de-icers used according to procedure (i.e. as soon as and as long as ice

accretion develops on airframe), the leading edges cannot be completely cleared of ice accretion because of existence of “unprotected” elements on the leading edges and continued accretion between two consecutive boots cycles.

This residual ice on leading edges change noticeably the characteristics of flight BELOW the minimum operating speeds defined for ice accretion, as follows:

- Control effectiveness remains good, but forces to maneuver in roll and to a lesser degree in pitch, may increase somewhat.

- Above the reduced angle of attack: ⋅ An aerodynamic buffeting may be felt which will increase with the amount of ice

accumulated and angle of attack increase. ⋅ Stability may be slightly affected in roll, but stick pusher should prevent angle of attack

increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for stall alarm threshold definition).

Recovery of stall in such conditions must be started as soon as stall warning is activated or buffeting and/or beginning of lateral instability and/or sudden roll off is perceived.

Recovery shall be accomplished by: - A gentle push on the wheel as necessary to regain control. - Selection of flaps 15. - Increase in power up to MCT if needed

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P 4 OK

F.C.O.M. FLIGHT CHARACTERISTICS JAN 07

ATR 42-500

APPROACH - The deceleration capabilities of the aircraft provide a good operational advantage which should

be used extensively; decelerated approached reduce noise, minimize time and fuel burn and allow better integration in big airports. This is why they have been described as the « standard approaches» in section 2.02.10 (flight patterns).

- Initial approach speed will vary with ATC constraints and turbulence, but may be up to 240 Kts.

- Initial approach speed may be maintained on a typical 3° glide slope down to the following height above runway:

[AT45] NP DECELERATION HEIGHT

82% (IAS x 10) ft

[AT72/AT43] NP DECELERATION HEIGHT

86% (IAS x 10) ft

77% (IAS x 10 + 500) ft

Configuration changes should be made at VLE VFE when decelerating. This procedure allows to reach VAPP speed at 500 ft above runway. [AT43] When APP speed is reached CL should be set at MAX RPM in order to be redy for a possible missed approach procedure.

Note: If deceleration rat on approach appears insufficient, it is always possible to increase it by setting NPs on 100 OVRD, but at the expense of an increased interior noise.

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P 5 OK

F.C.O.M. FLIGHT CHARACTERISTICS JAN 07

ATR 42-500

LANDING In order to minimize landing distance variations the following procedure is recommended: Maintain standard final approach slope (3°) and final VAPP until 20 ft is called on radioaltimeter. At «20 ft» call by PNF, reduce to Fl and flare visually as required Note: 20 ft leaves ample time for flare control from a standard 3° final slope.

- During this flare the airspeed will necessary decrease, leading to a touch down speed of 5

to 10 kt lower than the stabilized approach speed. • As soon as main landing gear is on ground

- Control nose wheel impact - Retard both PLs to GI - Check low pitch lights illuminates

CAUTION: If thrust asymmetry occurs or if both LO PITCH lights are not illuminated the use of any

reverser is not allowed. In this case the propeller pitch change mechanism is probably locked at a positive blade angle, leading to a positive thrust for any PL position. Applying any reverser would result in an increased positive thrust and therefore in a difficulty to control lateral asymmetry.

- Reverse as necessary. CAUTION: If an unexpected dissymmetry occurs when reverses are selected, reset PLs to ground

idle.

- Use foot brakes as required - As speed reduces, and not later than about 40 kt (estimated) CM1 takes NWS control, CM2

hold control column fully forward. Notes: 1. Max reverse is usable down to full stop if required, but to minimize flight control shaking

due to reverse operation at high powers, it is helpful to release slowly PL back to Gl when reaching low ground speeds (below 40 kt estimated).

2. Max braking is usable without restriction down to full stop, whatever the runway conditions may be, provided ANTISKID is operative.

3. In case of a significant bound, a go around should be considered.

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PROCEDURES AND TECHNIQUES 2.02.13

P 1 OK F.C.O.M. RNAV JAN 07

ATR 72-202

GENERALLY 13.1 Note: For the GPS or GNSS system description see FCOM part 1, Chapter 1.15.

RNAV is a navigation method that allows the aircraft to be controlled on any requested flight trajectory, either in areas that have ground based navigational aids or based on the capabilities of independent navigation sources, or a combination of both of these methods. Generally, RNAV works automatically providing the aircraft a position information and allows the pilot to input and monitor a route trajectory using the following navigation aids or any combination:

- VOR / DME - DME / DME - INS or IRS - GPS

RNAV capability on CSA ATR aircraft is provided by GPS system. BASIC RNAV ACCURACY (EN ROUTE AREA)

The navigation performance of aeroplane approved for Basic RNAV operations within European airspace requires a lateral navigation and along track position fixing accuracy equal to or better than 2,5 NM for 1 standard deviation and the realisation of a 95% containment value of ± 5 NM. This value includes signal source error, airborne receiver error, display system error and technical error.

This navigation performance assumes that the necessary coverage provided by satellite or ground based navigation aids is available for the intended route to be flown. PRECISION RNAV ACCURACY (TERMINAL AREA)

The navigational capability of the aircraft approved for Precision RNAV operations in European airspace requires sustained navigation accuracy along the route of flight, equal to or better than ± 1 NM for 95% of flight time.

The track keeping accuracy is dependent on the navigation system error (a combination of path definition error, position estimation error and display error) and Flight Technical Error (FTE).

RNAV PROCEDURES 13.2

SYSTEM OPERATION On ground

CM2/CM1 Prepares system for flight, checks database validity, inserts route according to valid FPL (incl. expected SID and STAR), checks magnetic tracks with charts and OFP, prepares performance data (V-NAV).

CM1/CM2 Verifies data inserted by

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P 2 OK F.C.O.M. RNAV JAN 07

ATR 72-202

In flight

Below FL 100 PF Orders all required changes and visually checks them before executing. PNF Performs changes on PF command.

Above FL 100 PF Monitors navigation data and performs only “DIRECT TO” from active flight plan

and “V-NAV” update (when AP is engaged). Calls for any other changes. PNF Performs all other system operation (modifies route, inserts / replaces STAR …)

on PF command. PRE-FLIGHT PREPARATION

During the process of pre-flight planning and preparation, crew must pay augmented vigilance to the conditions that may affect operations within RNAV airspace. These conditions contain these following crew actions which must be performed in addition to the standard pre-flight preparation: a) check that the aircraft complies with regulations for operation in RNAV airspace:

check for the bold faced R in the ICAO FPL for B-RNAV check for the bold faced P in the ICAO FPL for P-RNAV

b) check the aircraft’s minimum equipment according to the MEL for its capability to operate in RNAV airspace

c) take into consideration operational limitations as they pertain to RNAV operations, and further operational limitations as published in AIP documentation and NOTAMs, furthermore, the limitations published with AFM / FCOM documentation.

Note: ATRs cannot be operated in airspace, where dual P-RNAV system is required. During the pre-flight planning phase, availability of the navigation infrastructure, required

for the intended operation, including any non-RNAV contingencies, must be confirmed for the period of intended operation.

Availability of onboard navigation equipment necessary for the route to be flown must be confirmed.

Availability of RAIM must be confirmed with the latest information from the US Coastguard giving details satellite non-availability.

Type of Airspace Mandatory GPS signal coverage

B-RNAV The assumed loss of continuous coverage must not be longer than 5 minutes for any part of planned flight

P-RNAV The continuous coverage is mandatory for any part of planned flight

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P 3 OK F.C.O.M. RNAV JAN 07

ATR 72-202

COCKPIT PREPARATION For P-RNAV operations the onboard navigation database must be appropriate for the region

of intended operation and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields. If any doubt as to the validity of the procedure in database exists, the procedure shall not be used. Active flight plan shall be checked with charts. The creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted as it would invalidate the affected P-RNAV procedure. Route modifications may take the form of radar headings or “direct to” clearances.

The minimum equipment capable for operations in RNAV space is published in the table below. In case of failure of any system published below, the crew must proceed in accordance with following subchapters.

EQUIPMENT REQUIREMENTS HT 1000 1

VOR receiver 1 DME receiver 1

Note: ▪ For entering RNAV airspace, the MEL requirements depend on the type of RNAV

airspace. One RNAV system is required, as a minimum, for operation in European RNAV airspace where coverage by ground radio navigation means (VOR/DME, NDB) is assured. This requirement is based on the assumption that in the event of RNAV system failure, conventional navigation is possible with the utilization of ground radio navigation means (VOR/DME, NDB) including radar vectoring availability.

▪ The required navigation performance in RNAV airspace is assured by HT 1000 system.

DURING FLIGHT

Prior to entering any RNAV space, the crew must be sure that loaded route is correct and complies with all clearances. The crew must be also sure, that no RNAV equipment failures that would degrade its navigation performance occurred. Departure

Prior to commencing take off, the flight crew must verify that the RNAV system is available and operating correctly.

At take off the PNF shall check that actual take off position is relevant to take off position displayed at EHSI. If not, as soon as workload permits announce to ATC controller: “UNABLE RNAV DUE TO EQUIPMENT” and proceed according to contingency procedures.

P-RNAV equipment shall be engaged after reaching VMHB0. During the procedure and where feasible, flight progress should be monitored for by crosschecks, with conventional navigation aids using the EHSI in conjunction with the MCDU.

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P 4 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

Track keeping monitoring of P-RNAV procedure below MSA also requires particular attention in degraded conditions such as engine failure, as both the vertical and the lateral obstacle clearance are more critical En-route In cruise monitor flight progress, required NAV accuracy and RNAV system.

Arrival Active flight plan shall be checked by comparing the charts (STAR) with the PLAN displayed

on EHSI and the MCDU. This check includes confirmation of the: - DEST/RWY - WPTs sequence, - reasonableness of track angles and distances, - any altitude or speed constraints, - correct identification, where applicable, of waypoints as fly-by or fly-over waypoints - exclusion / confirmation of the specific navaids usage for position updating, in case

of its unavailability as per NOTAMs.

Procedures in cases of unintentional loss of navigational capability for flight along RNAV route a) Crew actions following decreased or lost RNP navigational capability during flight:

If the crew is not able to enter the airspace marked as RNAV, or to continue flight in accordance with an ATC clearance due to a RNAV failure or degradation that lowers below appropriate RNP value (5NM or 1NM), the crew must immediately notify ATC regarding the extent of the situation, and request a change of flight plan routing.

Upon request for a change of ATC clearance, the ATC reaction will be based on the extent of the RNAV failure, and the current traffic load. In most cases, it will be possible to continue the flight in accordance with ATC clearance. In cases where it is possible to comply with ATC, the crew must cross check the aircraft’s position by VOR/DME and NDB nav-aids.

If it is not possible to continue the flight in accordance with the latest ATC clearance, ATC will issue a clearance to change over to ground based nav-aids, i.e. VOR/DME, NDB. ATC can also provide radar vectoring.

If the RAIM function is lost, flight in RNAV airspace may continue, but an aircraft position check must be performed by VOR/DME and NDB nav-aids at intervals of no longer than 15 minutes.

b) Procedures following decreased or lost RNP navigational capability outside the home base: In cases of a failure or decreased navigational capability below appropriate RNP , prior

to departure from an airport where there is no possibilities to repair the RNAV system, it is possible to make a flight to the nearest airport where the repair is available. In such cases, it is required to file a new ICAO flight plan, “STS/RNAV INOP” must be stated in column 18, and “R” or “S” must not be used in column 10. An ATC unit can give clearance with changed departure time, cruising level, or flight plan route. Details may be further clarified, or changed in flight.

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P 5 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

Upon initial contact with ATC, the pilot must use the phrase “UNABLE RNAV DUE EQUIPMENT” after the aircraft’s call-sign.

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P 6 OK F.C.O.M. RNAV JAN 07

ATR 72-202

HT1000 13.3

GENERAL GUIDELINES The whole operating procedures are described in the Honeywell/Trimble HT1000 GNSS Pilot's

guide, dated June 1997 (or later applicable revision). However, the following paragraphs give simple clues to optimize HT1000 operation.

The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed or the satellite coverage is insufficient, the navigation automatically reverts to the DME/DME mode. Note: This DME/DME mode is only available, if aircraft is equipped with two DME receivers. POWER UP The HT 1000 is directly powered by the DC BUS 2 DISPLAYS

GNSS mode is selected by pressing the RNV pushbutton on the EFIS control panel. GNSS may be presented either in OBS mode or MAP mode. The selection is done by repetitive action or the MAP pushbutton of the EFIS control panel.

OBS mode presents conventional lateral guidance on the active leg. In this mode the desired track selection is made by the HT1000 (course selectors on glareshield panel are not operative).

In MAP mode only the next six waypoints and/or icons will be presented. The active waypoint is displayed in magenta and the next five in while. NAVIGATION MONITORING - maintain HDG bug on actual aircraft heading - monitor the sequencing of the waypoints on the MCDU (ACT RTE 1/2 LEGS page) and make

sure that there is no discontinuity. CAUTION: When flying over a WPT followed by a discontinuity, the AP will revert to the basic

lateral mode, maintaining the wings levelled. The message "CPL DATA INVALID" will then illuminate on the AFCS.

CAUTION: When in LNAV mode, switching of AP/FD between CM1 and CM2 will disengage the LNAV mode even if both sides are in GNSS mode. LNAV mode can be reengaged.

NAVIGATION WITH OFFSET

When a parallel offset has been activated OFS will be permanently displayed in cyan above the aircraft symbol when in MAP mode or in the left upper part of the EHSI when in ROSE/ARC mode. The leg presented on the MAP display is not the offset leg but the XTK value presented below the aircraft symbol related to the offset. Therefore it is normal, in such a situation, to see the aircraft symbol aside the active leg with a XTK value showing 00.0 L/R.

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PROCEDURES AND TECHNIQUES 2.02.13

P 7 OK F.C.O.M. RNAV JAN 07

ATR 72-202

RETURN TO STANDARD DISPLAY - check HDG bug on aircraft present heading - select HDG mode on AFCS - select V/L source on EFIS control panel - select bearings and as required II FLIGHT PROFILE PREFLIGHT - before the first flight: check validity of databases, aircraft model and engines from IDENT page - check the validity of position, UTC time and operation of navigation sensors from POS REF

pages 1/2 and 2/2 - make sure the RTE 1 or RTE 2 pages have been completely erased. Selecting or re-selecting

the origin airport will automatically erase the associated route. - enter the flight plan to RTE pages with SID and take off RWY from DEP/ARR page (PF). Two

different routes can be prepared before each flight: - RTE 1 may be used for the route from origin to destination and will be activated before take off, - RTE 2 may be used for the route from destination to alternate and with then be activated only

in case of diversion. - check the route from LEGS page, then activate the route (PF) - enter performance related data to VNAV/PERF INIT page (PF) - verify the active flight plan distances and tracks entered from LEGS page - verify performance data entered from PERF INIT page. BEFORE TAXI - set both EHSIs to the MAP mode with RNAV source and 10 NM range selected - set both bearing selectors to VOR on EFIS control panel - select ACT RTE LEGS page from MCDU for take off WHEN ATC CLEARANCE IS RECEIVED - check from ACT RTE LEGS page that the active route is identical with the clearance BEFORE TAKE OFF - adjust range if necessary (at least the active waypoint must be visible) - check that the cross-track deviation is 0.0L/R on the EHSI

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P 8 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

AFTER TAKE OFF - make HDG corrections to follow prescribed track on the EHSI Note: The following procedures must be applied in addition to the procedures issued

in the original pages. CLIMB SEQUENCE COMPLETED - when established on prescribed SID track select NAV mode on AFCS Note: 1) IAS must be equal to or higher than VmHB 0 before NAV mode selection.

2) The use of AP is recommended from this point. CRUISE - monitor the flight progress with PROG page - modify the route according to new ATC clearances received using LEGS and DEP/ARR pages

(including STAR, approach and landing RWY) ARRIVAL - verify that correct terminal procedure has been loaded - check the active route by comparing the charts, STAR or other applicable documents with

the MAP display and the MCDU, if any doubt exists, procedure shall not be flown - cross-check actual position with conventional navigation aids, if any differences occurs,

a conventional procedure must then be flown - observe any published altitude and speed constraints APPROACH - selection of PROG 1/2 page from MCDU is recommended during initial approach - selection of PROG 2/2 page from MCDU is recommended during final approach

ILS Approach: - PF returns to standard display 10 NM before interception - PNF returns to standard display when LOC* VOR/DME Approach: - PF returns to standard display 10 NM before FAF - PNF keeps MAP display NDB Approach: - both pilots keep MAP display - approach is flown with HDG mode using RMI and cross-checking

with HT1000 information (X-track, distance)

AFTER THE FLIGHT - if necessary clear all user selections and data by rotating the databases

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P 8 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

AFTER TAKE OFF - make HDG corrections to follow prescribed track on the EHSI Note: The following procedures must be applied in addition to the procedures issued

in the original pages. CLIMB SEQUENCE COMPLETED - when established on prescribed SID track select NAV mode on AFCS Note: 1) IAS must be equal to or higher than VmHB 0 before NAV mode selection.

2) The use of AP is recommended from this point. CRUISE - monitor the flight progress with PROG page - modify the route according to new ATC clearances received using LEGS and DEP/ARR pages

(including STAR, approach and landing RWY) ARRIVAL - verify that correct terminal procedure has been loaded - check the active route by comparing the charts, STAR or other applicable documents with

the MAP display and the MCDU, if any doubt exists, procedure shall not be flown - cross-check actual position with conventional navigation aids, if any differences occurs,

a conventional procedure must then be flown - observe any published altitude and speed constraints APPROACH - selection of PROG 1/2 page from MCDU is recommended during initial approach - selection of PROG 2/2 page from MCDU is recommended during final approach

ILS Approach: - PF returns to standard display 10 NM before interception - PNF returns to standard display when LOC* VOR/DME Approach: - PF returns to standard display 10 NM before FAF - PNF keeps MAP display NDB Approach: - both pilots keep MAP display - approach is flown with HDG mode using RMI and cross-checking

with HT1000 information (X-track, distance)

AFTER THE FLIGHT - if necessary clear all user selections and data by rotating the databases

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P 9 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

MESSAGES FROM THE HT 1000 SYSTEM SIGNIFYING DECREASE OR LOSS OF NAVIGATION PERFORMANCE RNP : GPS ANTENNE FAIL BITE has detected a GPS antenna failure. Monitor HT 1000 position using external sensors as available. GPS RECEIVER FAIL BITE has detected a GPS receiver failure. Monitor HT 1000 position using external sensors as available. VERIFY RNP-POS REF The system has transitioned to a flight phase (en route, terminal, etc.) for which the Required Navigation Performance (RNP) is more stringent than the pilot input. On POS REF page, verify that the entered RNP value still applies for the current phase of flight. VERIFY RNP ENTRY The manual input of RNP (just performed) is less stringent then the normal RNP for the current flight phase. Verify that the proper RNP entry was made. UNABLE RNP The current HT 1000 navigation accuracy or integrity does not meet the current TNP requirements. Monitor HT 1000 position using external sensors as available.

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P 10 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

13.4 KLN 90B +

The whole operating procedures are described in the Bendix/King KLN 90B pilot´s guide, dated September 1993 (or later applicable revision). However, the following paragraphs give simple clues to optimize GPS operation. KLN 90B+ is controlled by PNF during all phases of the flight below FL 100. I TO START 1) Switch GPS to ON - Autotest is performed. 2) Check the data on the left side of the Self Test page and verify that the data displayed

on the EHSI in RNAV mode are the same. 3) Check the date, time, altitude indication and altimeter setting (adjust if necessary). 4) Verify database expire date. 5) Verify that the present position shown on the NAV 2 page is correct. 6) Select or create and select a flight plan and insert it into the FPL 0 page. The selected flight plan

becomes active. 7) Verify that the active flight plan is the same as the filed flight plan. Modify the active flight plan

if necessary. 8) Insert SID into the active flight plan according to the intended or received ATC departure

clearance. 9) Check each inserted SID waypoint and the desired tracks between the waypoints against

the published SID procedure in your navigation documentation. 10)Create and / or insert additional waypoints into the active flight plan, as necessary. 11)Create desired track in OBS mode if applicable and change back to the LEG mode to enable

automatic waypoint sequencing. REMEMBER: Some SID/STAR procedures contain information that is not included in the

database. For example, some procedures require the aircraft to fly to a certain altitude, along a heading until intercepting a course and many other procedures that the KLN 90B can not automatically accomplish. Therefore, the official navigation documentation is still the primary source of information. GPS and both EHSI in MAP mode with RNAV source can be used, provided crew has appropriately adjusted data in GPS.

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P 11 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

II TO CREATE A USER WAYPOINT 1) Select SUPL chapters on the RH screen by tuning the RH outer knob 2) Press RH CRSR. 3) Enter waypoint name - 5 digits max. Use the following principles to user waypoint designation:

• waypoint used to define approach at given airport (e.g. Prague airport, RWY 24) PR24I Intermediate fix PR24F Final Approach Fix (in case of parallel runways replace F by R / L for final

approach fix of right / left runway) PR24M Missed approach point PR24T RWY threshold

• waypoint defined by radial and distance from any other waypoint / navaids JAN13 radial 358° and distance 13 NM from JAN VOR / DME 13JAN radial 358° and distance 113 NM from JAN VOR / DME

4) Turn RH outer knob to bring cursor on USER POS. Press ENT. 5) Two modes are available to define user waypoint:

• LAT / LONG (first selected) • REF / RAD / DIST - Turn RH outer knob to select REF waypoint (for example airport

name). Press ENTER. Then radial (for example 183°). Press ENTER. Then distance (for example 10NM). Press ENTER.

III TO CREATE A FLIGHT PLAN 1) Select FPL chapter on the LH screen by turning LH outer knob. 2) Turn LH inner knob to find a FPL empty page: "LOAD FPL 0 ? 1"

Note: Max memory 25 flight plans - Each may contain up to 30 waypoints. 3) Press LH CRSR. First waypoint label is shown in reverse video. 4) Enter waypoint name by using LH knobs. Press ENT.

Note: In case of multiple waypoints having the same name than the one selected, the system will propose you the various options (example VOR FRA, VOR TUN...)

The selected waypoint data will be shown on the RH screen. Press ENT to confirm. 5) Repeat item 4 for all waypoints to be entered. When the whole flight plan has been entered,

press LH CRSR. 6) Turn RH knobs to select D/T 3 page check flight plan distance and tracks. IV FLIGHT PROFILE Non RNAV SID • AT TAKE OFF

- Both EHSI are in FULL mode with V/L source selected. RNAV SID There are two ways how to perform the flight along the RNAV SID (a) or b) as described bellow). The suitability of each of them depends on the particular design of the departure track, however it is the final decision of the crew which one will be used for navigation.

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P 12 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

a) POINT TO POINT NAVIGATION • BEFORE TAXI

- Both EHSIs are in MAP mode with RNAV source and 10 NM range selected. - Set both bearing selectors to VOR.

DURING LINE UP - Adjust range if necessary (at least the active waypoint must be visible). - Check that the active waypoint is the first SID waypoint. - If RWY threshold designator (RWY XY) is not included in the active flight plan and if the first

waypoint is straight ahead, press D→, press ENT to create actual first SID leg. - Check that the cross-track deviation is 0.0L/R on the EHSI.

• AFTER TAKE-OFF - Make HDG corrections to follow prescribed track on the EHSI.

• CLIMB SEQUENCE COMPLETED - When established on prescribed SID track select NAV mode on AFCS.

Note: 1) IAS must be equal to or higher than VmHB 0 before NAV mode selection. 2) The use of AP is recommended from this point. b) NAVIGATION TO THE PRESELECTED DESIRED TRACK • BEFORE TAXI

- Both EHSIs are in FULL mode with RNAV source selected. - Set both bearing selectors to VOR or ADF as applicable.

• BEFORE LINE UP - Check that the active waypoint and the desired track are as published.

• AFTER TAKE-OFF - Make HDG corrections to navigate to reach preselected desired track as prescribed.

• CLIMB SEQUENCE COMPLETED - To intercept desired track make HDG corrections or select NAV mode on AFCS. - When established on desired track select MAP mode on EFIS control panel and NAV mode

on AFCS if already not selected. Note: 1) IAS must be equal to or higher than VmHB 0 before NAV mode selection. 2) The use of AP is recommended from this point.

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PROCEDURES AND TECHNIQUES 2.02.13

P 13 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

AFTER TAKE OFF CHECK LIST COMPLETED, STABILIZED EN ROUTE TO THE FIRST WAYPOINT - Select RNAV source on EFlS control pane - Select MAP mode display on EFIS control panel - Select both bearings and- -on VOR - Check aircraft position related to flight plan on EHSI. Adjust range. If necessary, come back

on track or select direct TO - Select NAV mode on AFCS (LNAV) DIRECT TO - Press LH CRSR. - Move the cursor to the desired waypoint with LH outer knob. - Press D . Press ENT. CRUISE - Lateral: maintain HDG bug on actual aircraft heading. - Vertical: prepare descent by pressing ALT select on the RH screen target desired altitude,

desired target position (for example 4000 ft, 2 NM before TOE = - 2) and desired descent angle (- 3°). It will arm VNAV mode which will warn you when approaching TOD and will allow you to follow up your descent by comparing present altitude to target altitude.

APPROACH • How to return to standard display:

- Check HDG bug on aircraft present heading - Select HDG mode on AFCS - Select FULL mode display on EFIS control panel - Select V/L source on EFIS control panel - Select both bearings and - -as required

• ILS approach:

- 10 Nm before interception PF returns to standard display. - PNF returns to standard display when LOC *

• VOR/DME approach: - 10 NM before FAF, PF returns to standard display. - PNF keeps MAP display.

• ADF approach: - Both pilots keep MAP display. - Approach is flown with HDG mode using RMI and crosschecking with GPS information

(X track, distance).

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PROCEDURES AND TECHNIQUES 2.02.13

P 14 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

V IN CASE OF EMERGENCY 1) Press MSG. 2) Press ENT. The nearest airport will be displayed. VI SPECIAL HIGHLIGHTS General - In map mode at least the active waypoint must be visible at all times except during significant

weather avoiding manoeuvres when smaller ranges may be required. - If in any doubt about GPS tracking or aircraft position, select HDG mode and verify position

by conventional means or by ATC radar. Set up conditions - Verify if the data base is current.

WARNING: The accuracy of the data base information is assured only if the data base is current. Operators using an out of date base do so entirely at their own risk.

- Verify the baro setting. Note: Since the altitude from the ADC is pressure altitude, an altimeter correction is required

to ensure maximum accuracy. Therefore, it is important to keep the altimeter baro setting updated on the self test page when power is first applied to the KLN 90.

- Set "turn anticipation" mode (enable/disable) as required. - Check that the proper criteria are used for nearest airport selection. EN ROUTE OBS MODE - The EN ROUTE OBS mode can only be displayed in FULL or ARC modes.

If the EN ROUTE OBS mode is selected on KLN 90 control box, the MAP display is not available.

- The desired track selection is made only from the KLN 90 control box (course selectors on glareshield panel are not operative) LNAV MODE - LNAV mode has no armed / capture phases: interception begins as soon as the mode

is selected. COURSE DEVIATION INDICATOR - When the LNAV mode is used the course deviation indicator (EHSI) sensitivity is ± 5 NM, full

scale. WAYPOINT ALERTING - When approaching a waypoint, the waypoint alerting occurring on the KLN 90 is duplicated by

an amber WPT label illuminating on RH side of EHSI.

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P 15 OK

F.C.O.M. RNAV JAN 07

ATR 72-202

RNV MSG ILLUMINATION ON EADI - See chapter 1.15.60 MESSAGES FROM THE KLN 90B+ SYSTEM SIGNIFYING DECREASE OR LOSS OF AVIGATION PERFORMANCE RNP 5: BAD SATELLITE GEOMETRY SEE EPE ON STA 2 PAGE This message will occur after receiving a notice that RAIM is not available. This means that the geometry of the satellites is such that the possible error in position is greater than allowed for IFR use. Cross check the position of the aircraft with other means of navigation every 15 minutes to verify that the position is still accurate. RAIM POSITION ERROR, CROSS CHECK POSITION This message means that the unit has detected a problem with one of the satellites and the position can not be assured to within IFR limits for the particular mode of flight. Cross check the position of the aircraft with other means of navigation every 15 minutes to verify that the position is still accurate. RAIM NOT AVAILABLE, CROSS CHECK POSITION This message appears when there are not enough received GPS satellite signals to compute integrity (RAIM). Cross check the position of the aircraft with other means of navigation every 15 minutes to verify that the position is still accurate. SATELLITE COVERAGE INADEQUATE FOR NAV This message appears when the received GPS signals are not adequate for navigation. Occasions when this message will be displayed include when there are an insufficient number of satellites (including altitude input) or when the satellite geometry is inadequate for accurately determining position within 3,8 NM FLAG This message on the CDI indicator on page NAV 1 means that KLN 90B+ is not available for navigation. Note: An error in the position determination by the KLN 90B+ system depends on the following

factors: the number of received satellites, the GPS signal intensity, and the layout of satellite momentarily using for navigation. Information on position error is displayed on the STA 2 page.

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ATR 42 Model : 400/500

AHRS

PROCEDURES AND TECHNIQUES

FLIGHT INSTRUMENTS P 1

DEC 06

001

2.02.14

AHRS

AHRS alignment sequence takes place as soon as the battery is switched ON, and it takesnominally 3 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED.

To know the remaining time for AHRS alignment, depress AHRS FAST ERECTpushbutton.The heading which can be read on the associated EHSI indicate the time remaining (inseconds) for AHRS alignment (example : heading 090 = 1 minute and 30 seconds). Thenrelease AHRS FAST ERECT pushbutton.

AHRS normally survive to electrical transients asociated with engine start.

ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/BOFF--ON.

Note : the beginning of the 3 minutes alignment period may be observed as it is associatedwith a brief display of horizon tilted 30� to the right without flag.

CAUTION : resetting AHRS C/B in flight is not recommended as in flight reailgnmentrequires 3 minutes of very stable flight (which may be impossible to get inturbulence) and possibility of pulling the wrong C/B could lead to completeAHRS failure unrecoverable for the rest of the flight.

Note : some of the AHRS failures observed in flight may be “self recoverable” when theyare associated to a temporary failure of the SPERRY DIGITAL BUS.

CAUTION : Pilots must be aware of possible induced attitudes and heading errors in caseof continuous turns, specially in high latitudes countries; therefore racetrackholding patterns are to be flown rather than circles.

AA

R

R

RR

RR

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ATR 42 Model : 400/500

WEATHER RADAR

PROCEDURES AND TECHNIQUES

FLIGHT INSTRUMENTS P 2

DEC 06

001

2.02.14

WEATHER RADAR

The weather radar radiates power when operating in any mode other than STBY. Use ofweather radar on ground in a mode other than STBY requires special care :

-- make certain that no personnel is working in front of aircraft within a sector of 3 metersradius and 130� left or right of the aircraft axis.

-- direct aircraft nose so that no large size metal object (hangar, aircraft ...) is locatedwithin a 30 meters radius.

-- avoid operating radar during refueling operation of radiating aircraft or any otheraircraft within a 30 meters radius.

AA

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PROCEDURES AND TECHNIQUES 2.02.15

P 1 OK

F.C.O.M. TCAS JAN 07

ATR 42-500

CAUTION: The TCAS equipment is viewed as a supplement to the pilot who, with the aid of the Air

Traffic Control, has the primary responsibility for avoiding mid-air collisions. GENERAL

TCAS alerts the crew to possible conflicting traffic. TCAS interrogates operating ATC transponders in other aircraft, tracks the other aircraft by analyzing the transponder replies, and predicts the flight paths and positions. The system provides aural and visual advisories, flight path guidance and traffic displays of the other aircraft to the flight crew. TCAS system provides no indication of aircraft without operative transponders.

Air to Air communications for co-ordinating maneuvers between TCAS equipped aircraft is provided by mode S ATC transponder.

Resolution advisories can only be generate for intruders equipped with operative mode S or mode C transponders (providing valid intruders altitude information).

Traffic advisories can only be generated for intruders equipped with operative mode S, C or A transponders.

TCAS RAs may in some cases conflict with flight path requirements due to terrain, such as an obstacle limited climb segment or an approach to rising terrain. Since many approved instrument procedures and IFR clearances are predicated on avoiding high terrain or obstacles, it is particularly important that pilots maintain situational awareness and continue to use good operating practices and judgement when following the TCAS RAs. Maintain frequent outside visual scan and "see and avoid" vigilance. It is important that pilots follow all RAs even when there is: an opposite avoiding instruction by the controller. If the RA is not followed, it can adversely affect

safety when the other aircraft responds to a coordinated RA. conflict close to the top of the operating envelope. If a "Climb" RA is generated, it may be

possible to climb at least a little but do not descent opposite to the RA. traffic information from the controller. The slower update rate of the radar display, even with

RDPS multiradar data, means that the vertical situation seen by the controller may be inaccurate, particularly when aircraft are rapidly climbing or descending.

visual acquisition. The wrong aircraft could be identified and the situation may be wrongly assessed.

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PROCEDURES AND TECHNIQUES 2.02.15

P 2 OK

F.C.O.M. TCAS JAN 07

ATR 42-500

OPERATIONS PREFLIGHT TEST - TURN rotary selector of the relevant ATC Control box to the STBY position. - TURN rotary selector of TCAS Control box to the STBY position. - PRESS TEST button on the TCAS Control box and check proper aural message and visual display.

The self-test routine takes approximately 10 seconds to complete. After successful completion of the test, the system returns to the set operating modes and aurally annunciates "TCAS SYSTEM TEST OK" on the aircraft cockpit audio system. For a failure in the TCAS system, "TCAS" or "TCAS FAIL" shows on the appropriate TCAS display(s) and the audio system aurally annunciates "TCAS SYSTEM TEST FAIL".

SELF TEST DISPLAY

PRIOR TAKE OFF When entering the runway, select AUTO mode on TCAS Control box.

The TA ONLY mode shall, however, be used when the take-off is executed towards known nearby traffic which is in sight and during parallel runway operations.

In this case the AUTO mode shall be selected as soon as feasible after the take-off. The 6 NM range is recommended for take-off and climb-out while in terminal area. CLIMB, CRUISE AND DESCENT

The AUTO mode shall normally be used. In case of engine failure, the TA ONLY mode should be utilized.

If required by ATC to stop altitude reporting, the transponder rotary selector shall be turned to ON also disabling the TCAS. The 12 NM range should be normally used during cruise.

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PROCEDURES AND TECHNIQUES 2.02.15

P 3 OK

F.C.O.M. TCAS JAN 07

ATR 42-500

APPROACH AND LANDING In terminal area, the 6 NM range is recommended.

AFTER LANDING The TCAS shall be selected to STBY when vacating RWY.

ATC CLEARANCE Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS Resolution Advisory (RA). RECEIVING A TRAFFIC ADVISORY (TA) Remember that a TA may become an RA within 15 seconds. CM PF........ Order "PREPARE FOR CLIMB". PNF ..... - Select LDG LTS and WING LTS ON - Set / check SEAT BELTS ON - Select proper rating on Power management rotary selector (MCT when climbing, cruising or

descending in clean configuration, TO in other cases e.g. take off, approach and landing phases)

- [AT43/72] Advance CLs to MAX RPM - [AT45] Check NP 100% - Recall minimum safety altitude.

When receiving a TA the crew must try to establish visual contact with the intruder and other aircraft which may be in the vicinity in order to clear the airspace in the event that an RA should subsequently occur.

When flying manually the first responsibility of the PF is the safe control of the flight while the PNF shall perform the look out.

When flying on the autopilot the PF can perform the look out, too. He shall, however, not refrain from monitoring his instruments.

WARNING: Be aware that a TA symbol without altitude tag indicates non-altitude reporting traffic.

The non-altitude reporting traffic can be at any altitude. Even when becoming a real threat, the TCAS will not issue any RA for this traffic. The same applies to any TA when operating in TA ONLY mode. Do not initiate evasive maneuvers using information form the traffic display only or on a TA without visually sighting the traffic.

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PROCEDURES AND TECHNIQUES 2.02.15

P 4 OK

F.C.O.M. TCAS JAN 07

ATR 42-500

RECEIVING A RESOLUTION ADVISORY (RA) CM

DESCENT PF............ - Confirm "WE DESCENT".

- Disconnect autopilot. - Descent at a rate in the green (fly to) arc on TCAS VSI. - Ask for eventual configuration changes.

PNF ......... - Advice ATC. - Monitor: - IAS compared to VLE, VFE and VMO pointer. - Aircraft altitude compared to minimum safety altitude.

CLIMB PF............Confirm "WE CLIMB". PF............ - Disconnect autopilot.

- Apply roughly the bugged power. - Climb at a rate in the green (fly to) arc on TCAS VSI. - Ask for eventual configuration changes.

PNF ......... - Adjust power to TQ objectives if necessary. - Advice ATC. - Monitor IAS compared to VS.

Note: When a climb or increase climb RA occurs with the airplane in the landing configuration or in the go-around phase, a normal procedure of go-around should be followed including the appropriate power increase and configuration changes.

While responding to a TCAS Resolution Advisory the pilot shall use his best judgement and act

according to the general principles below. Follow the TCAS guidance manoeuvring the aircraft promptly and smoothly. Maneuvers which

are in the opposite direction of the RA (resulting the V/S needle moving into the red arc or further into the red arc if the needle was already there when the RA was initially displayed) are extremely hazardous, especially RAs involving altitude crossing and are prohibited unless it is visually determined to be the only means to assure safe separation.

When operating visually, if the pilot makes a decision to disregard an RA and maintain visual separation from the intruder, he should be aware that the intruder may maneuver toward his aircraft while responding to its own RA.

Prior to electing to disregard an RA, the pilot should ensure that visual separation from the intruder can be maintained for at least the next 60 seconds.

To comply with a corrective RA, the autopilot must be disconnected. In case of a climb RA, application of full thrust (G/A or MCT as appropriate) may be required. Disconnecting autopilot is recommended also in case of a preventive RA in order to be prepared for a possible change in flight profile / path.

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PROCEDURES AND TECHNIQUES 2.02.15

P 5 OK

F.C.O.M. TCAS JAN 07

ATR 42-500

Follow the TCAS guidance manoeuvring the aircraft promptly and smoothly. FLY THE AIRCRAFT! Make pitch change according to EADI and than monitor VSI. Limit the alterations of the flight path to the minimum extent necessary to comply with the RA.

Avoid overcontrolling as the required deviation from the current flight path is normally less than 500 ft. During cruise conditions a pitch attitude change of approximately two degree is generally adequate to resume the vertical speed required.

Any corrective RA maneuver requires initial response within five seconds and with G-force similar to than felt when responding to an ATC clearance to climb or descent "immediately" (0,25 G).

Immediately respond to any increase or reversal RA as initial response is expected within 2,5 seconds of the issuance of the advisory. An increase or reversal maneuver requires G-force up to 0,35G.

When operating outside of normal TCAS performance envelope, the aircraft may not have the performance to execute a climb RA. In this case, the pilot should be aware that the RA will still be issued and that response should still be initiated. If the pilot is unable to attain a 1 500 ft/min climb as initially required by the TCAS, he should establish a climb with the highest vertical speed practical. The TCAS will then continue to monitor the vertical separation and may issue a change of the original RA command.

If receiving a climb RA in landing configuration, a go around should be performed. Ignore FD pitch commands during GA phase. Perform climb sequence after receiving a "CLEAR OF CONFLICT" advisory. CLEAR OF CONFLICT CM PF........ Return immediately and promptly to last assigned ATC clearance. PNF ..... - Reset power according to phase of flight - Select SEAT BELTS sw as required - Select LDG LTS and WING LTS OFF - On PF order engage AP - Notify ATC when returning to the current clearance. POST-FLIGHT REPORT

ACAS can have a significant effect on ATC. Therefore, there is a continuing need to monitor the performance of ACAS in the developing Air Traffic Management environment. Following an RA event, or other significant ACAS event, pilots and controllers should complete an ACAS RA report. Aircraft operators and ATC authorities should forward the completed reports through established channels. Any other reporting form must be submitted in accordance with OM-A, chapter 11.6 - Forms.

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PROCEDURES AND TECHNIQUES 2.02.16

P 1 OK

F.C.O.M. EGPWS JAN 07

ATR 42-500

GENERAL A Pull Up procedure shall be initiated in any case if cause of warning cannot be identified immediately. When flying under daylight VMC conditions, should a warning threshold be deliberately exceeded or encountered due to known specific terrain at certain locations, the warning may be regarded as cautionary and the approach may be continued. EGPWS must never be set to OFF except when a specific QRH chapter requires to do so. Under no circumstances it is permissible to silence a EGPWS alert by setting the system to OFF. EGPWS ALERT "SINK RATE" Rate of descent shall be reduced until EGPWS alert stops. EGPWS ALERT "TERRAIN TERRAIN" OR "TERRAIN AHEAD, TERRAIN AHEAD" CAUTION: Do not change gear or flap configuration until EGPWS warning exists. Both crew members must verify position and terrain clearance.

If the alert was expected at this position and its possible occurrence has been explicitly briefed before: Alert may be disregarded also in IMC or at night. PF Correct flight path

In daylight and VMC, with adequate ground reference: Required terrain clearance must be maintained. If any doubt exists, Pull Up procedure as described below must be performed immediately.

PF Correct flight path

In any other case: Pull Up procedure as described below must be performed immediately.

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PROCEDURES AND TECHNIQUES 2.02.16

P 2 OK

F.C.O.M. EGPWS JAN 07

ATR 42-500

ACTIVATION OF "PULL UP" OR "WHOOP WHOOP PULL UP" WARNING CAUTION: Do not change gear configuration until EGPWS warning exists. If flaps are in landing

configuration set flaps 15 [AT45 - 25]. Do not change flaps configuration in other case until EGPWS warning exists.

Perform following Pull Up procedure immediately. PF SIMULTANEOUSLY: - Call out "PULL UP"

- Disconnect autopilot - Advance PLs to the wall - Rotate to initial pitch 10° nose up and disregard FD bars - Order "MAX RPM" [AT45 – "HUNDRED OVRD"].

Flaps in landing configuration Order "FLAPS FIFTEEN" [AT45 - "FLAPS TWENTY FIVE"]

If EGPWS warning continues Pitch attitude shall be smoothly increased up to 20° nose up.

- Monitor radio altimeter for sustained or increasing terrain separation

PNF Set CLs to MAX RPM [AT45 – 100 OVRD], check the TQ and call out "POWER SET". Flaps in landing configuration

Select FLAP lever to 15 [AT45 - 25] and report "FLAPS FIFTEEN SET" [AT45 - "FLAPS TWENTY FIVE SET"] when indicated.

Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude).

Call out any trend toward terrain contact. When the warning conditions no longer exist, adjust normal climb in accordance with Climb sequence after GA and level off. Check minimum safe altitude. ATC shall be informed as soon as possible.

EGPWS ALERT "DON’T SINK" PF rotates the nose up to maintain V2 and applies RTO POWER. If descent cannot be broken both PLs shall be advanced to the wall. The nose shall be rotated up until intermittent stick shaker is actuated and positive climb is attained.

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PROCEDURES AND TECHNIQUES 2.02.16

P 3 OK

F.C.O.M. EGPWS JAN 07

ATR 42-500

EGPWS ALERT “TOO LOW TERRAIN”

Gear up

If there is a previously known and specified position where EGPWS alert is expected on approach path to a runway, the alert may be disregarded also in IMC or at night. Both crew members must verify position and terrain clearance, but if the slightest doubt exists, the GA procedure must be performed immediately.

Gear down, flaps not in landing configuraiton

In IMC or at night

GA must be performed

In day visual conditions with adequate ground reference

Flaps shall be extended to correct the configuration. If below 500 ft AAL GA must be performed.

EGPWS ALERT "TOO LOW GEAR"

In IMC or at night GA must be performed

In day visual conditions with adequate ground reference Landing gear shall be extended to correct the configuration. If below 500 ft AAL GA must be performed. EGPWS ALERT "TOO LOW FLAP" GA must be performed, taking flaps position into account.

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PROCEDURES AND TECHNIQUES 2.02.16

P 4 OK

F.C.O.M. EGPWS JAN 07

ATR 42-500

EGPWS ALERT “GLIDE SLOPE”

In IMC or at night Recapture shall be attempted and GS shall be followed. If unsuccessful or below 500 ft AAL a GA must be performed.

In day visual conditions with adequate ground reference

"GLIDE SLOPE" EGPWS alert may be silenced by depressing once EGPWS / GS push button and visual descent may be performed.

Note: For normal stabilized approach the threshold is crossed at 50 ft height. EGPWS ALERT "MINIMUMS, MINIMUMS"

With adequate visual reference approach may be continued to land. Otherwise GA must be performed. Note: DH refers to RA only for CAT II approaches. For CAT I and non precision approaches

DA / MDA refers exclusively to BARO ALT and it is not permitted to use the “Minimums” call feature of the EGPWS for their determination.

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PROCEDURES AND TECHNIQUES 2.02.18

P 1 OK

F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

ATR 42-500

GENERAL Evacuation procedures published in this chapter are prepared for situations stated below. In case that the actual conditions for emergency evacuation are different from the conditions of the emergency evacuation procedures stated below, the Commander shall decide about the actual method of evacuation so that it could be executed with all possible expedition. The importance of the highest possible safety for the passengers must be taken into consideration. During test, training, technical or ferry flights, the cabin attendants do not have to be on board necessarily. In this case the Commander shall perform the pre-flight briefing concerning emergency evacuation and delegate responsibility accordingly. If there are ground engineers or any other extra crew on board, the Commander will manage any possible emergency evacuation. INITIAL CONDITIONS TO APPLY THE PROCEDURES a) The Commander and the F/O are at their work stations b) Cabin attendants occupying their seats. c) The aircraft stopped with landing gear extended d) There is no fire on board e) All emergency exits are operative

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PROCEDURES AND TECHNIQUES 2.02.18

P 2 OK

F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

ATR 42-500

CONDITIONS WHICH MAY SIGNIFICANTLY INFLUENCE SAFE USE OF EMERGENCY EXITS

CONDITIONS BASEC PRINCPLES OF EMERGENCY EVACUATION

Engine fire If possible, do not execute emergency evacuation towards the burning engine

Landing gear destruction (unusual position of the aircraft)

Evacuation through the lowest usable emergency exits over ground surface.

Ditching Evacuate through the highest usable emergency exits over water line

Before the crew decides to use the emergency exits, the following conditions must be taken into account:

1) Emergency exits/ways could be blocked.

2) Engine still running.

3) Possibility of fire in the vicinity of the aircraft.

EVACUATION PROCEDURES UNPREPARED AND PREPARED EMERGENCY SITUATION Commander: Initiates, and commands the evacuation. He will leave the aircraft as the last one,

after passing through the passenger cabin, depending on the situation he will vacate through one of the aft exits.

F/O: Exits accordingly through the one of the front emergency exits, or if necessary through the emergency escape hatch, he will instruct passengers at the front emergency exits to vacate the aircraft and maintain a safe distance from the aircraft.

Procedures for 2 CA CCA (2L): - Instructs a proper passenger (preselected PAX) to detain the other passengers

in the aisle during emergency exits opening, then to exit the aircraft first, and give assistance to other passengers outside the aircraft.

- Opens the passenger and service doors, commands the passenger evacuation from the aft section of the passenger cabin.

- After completion of the evacuation passengers from rows 9-16 [AT43/45 – rows 7-11] performs check of allocated rows, the toilet and will evacuate through one of the rear exits.

- 2L will take along the first aid kit, flash light, and the megaphone. 1L: - Instructs two proper passenger (preselected PAX) to detain the other passengers in

the aisle during emergency exits opening, then to exit the aircraft first, and give assistance to other passengers outside the aircraft.

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PROCEDURES AND TECHNIQUES 2.02.18

P 3 OK

F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

ATR 42-500

- 1L will open both front emergency exits, and will command the evacuation in the front part of the aircraft.

- After completion of the evacuation passengers rows 1-9 [AT43/45 - rows 1-6] performs check of allocated rows, cockpit area and will then evacuate the aircraft from one of the front emergency exits.

- 1L will take along the first aid kit and a flash light. Note: The preselected passengers are not turned into account during unprepared emergency

situation. Procedures for 3 CA

CCA (2L): - Instructs a proper passenger (preselected PAX) to detain the other passengers in the aisle during emergency exits opening, then to exit the aircraft first, and give assistance to other passengers outside the aircraft.

- Opens the passenger and service doors, commands the passenger evacuation from the aft section of the passenger cabin.

- After completion of the evacuation passengers from rows 9-16 [AT43/45 - rows 7-11] performs check of allocated rows, the toilet and will evacuate through one of the rear exits.

- 2L will take along the first aid kit, flash light, and the megaphone. 1L: - Instructs two proper passenger (preselected PAX) to detain the other passengers in the

aisle during emergency exits opening, then to exit the aircraft first, and give assistance to other passengers outside the aircraft.

- 1L will open both front emergency exits, and will command the evacuation in the front part of the aircraft.

- After completion of the evacuation passengers rows 1-9 [AT43/45 - rows 1-6] performs check of allocated rows, cockpit area and will then evacuate the aircraft from one of the front emergency exits.

- 1L will take along the first aid kit and a flash light. 2R: - Substitutes function of preselected PAX, so until the emergency exits are opened, will

detain the other passengers in the aisle, then he/she will be the first to evacuate, and will give assistance to other passengers outside the aircraft.

Note: 1) In case that the third cabin attendant occupies the jump seat in the cockpit, the

evacuation is performed as if there were two cabin attendants on board. 2) The preselected passengers are not turned into account during unprepared

emergency situation.

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PROCEDURES AND TECHNIQUES 2.02.18

P 4 OK

F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

ATR 42-500

Procedures for 1 CA CCA (2L): - Instructs a proper passenger (preselected PAX) to detain the other passengers in the

aisle during front emergency exits opening, then to command evacuation in the front part of the aircraft

- Instructs PAX seating at the front emergency exits to open these exits on the command "PASSENGER EVACUATION" then to evacuate first, and give assistance to other passengers outside the aircraft.

- Opens the passenger and service doors, commands the passenger evacuation from the aft section of the passenger cabin.

- After completion of the evacuation performs check of toilet, passenger cabin, cockpit area and will evacuate through one of the front emergency exits.

- 2L will take along the first aid kit, flash light, and the megaphone. Note: The preselected passengers are not turned into account during unprepared emergency

situation.

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ATR 42 Model : 400/500

HIGH LATITUDE OPERATIONS

PROCEDURES AND TECHNIQUES

P 1

DEC 06

001

2.02.19

CONDITIONS

Anomalous heading errors may occur on aircraft equipped with the Honeywell AH--600AHRS during high latitude operations, where the earth’s magnetic lines of force haveinclinations of greater than 75 degrees.

PROCEDURES

-- Take special care to keep the slip indicator centered in order to minimize headingerrors.

-- Crosscheck AHRS heading information with that of standby compass and/orGPS/GNSS.

-- Continous turn of more than 360�must be avoided; for holding, it is recommended tofly racetrack patterns with straight flight legs of at least one minute between the Uturns.

AA

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PROCEDURES AND TECHNIQUES 2.02.20

P 1 OK

F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

CM ENGINE FAILURE AT V1+ CONDITION Rapid decrease of engine parameters, primarily ITT and NH, no PL response, DC GEN FAULT, ENG OIL LO PRESS warning after 30 seconds. PROCEDURES AT V1

PNF .........Call out "V ONE".

ENGINE FLAME OUT PF............CONTROL THE AIRCRAFT!

AT VR

PNF .........Call out "ROTATE". PF............Rotate to approximately 7° pitch and maintain speed at least V2 but not above V2+10 kt.

As soon as aircraft becomes airborne, aileron input to stabilize heading with about 2° of bank toward the operating engine is highly recommended in order to decrease rudder deflection thence improve climb performance.

Note: During initial climb out before stabilizing the aircraft attitude, the vertical FD bar

may not be suitable for speed control. The basic instrument to control the speed is the ASI.

POSITIVE RATE OF CLIMB

PNF .........When positive climb is observed on VSI/BARO ALTM and RA call out "POSITIVE CLIMB". PF............Check positive climb and order "GEAR UP". Follow the FD bars, maintain speed V2 + 5 kt

and climb to determined single engine acceleration altitude. PNF .........Select L/G lever UP.

Identify failed engine and call it out e.g. "RIGHT ENGINE FAILURE". Check UP TRIM and AUTOFEATHER. [AT72, AT43] Set ENG START rotary selector to CONT RELIGHT.

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F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

CM

ATPCS works properly (during engine flame out) PNF ................Report "UPTRIM, AUTOFEATHER".

ATPCS doesn’t work properly (during engine flame out)

PNF ................Report "NO UPTRIM, NO AUTOFEATHER".

PF...................Order e.g. "LEFT POWER LEVER RTO".

PNF ................Adjust PL of running engine to the ramp [AT43 – to match FDAU bug].

PF...................Order “MEMORY ITEMS” ( as further described “AT 400 FT RA”)

Note: Single engine performance computation assumes that ATPCS is working properly

PNF ................Check lights on L/G position indicator extinguished and report "GEAR IS UP".

Note: If the aircraft is unable to reach the height 400 ft check the following: - GEAR maybe the gear is still down - POWER check proper power setting as described above - SPEED maybe speed exceeds V2+5 kt

AT 400 FT RA

PNF .........Call out "FOUR HUNDRED"

PF............Order "MEMORY ITEMS"

PNF .........Put the hand on PL of failed engine and call out e.g. "RIGHT POWER LEVER FLIGHT IDLE".

PF............Visually check the proper PL and call out "CHECK".

PNF .........Retard the PL of failed engine to FI.

Put the hand on CL of failed engine and call out e.g. "RIGHT CONDITION LEVER FEATHER THEN FUEL SHUT OFF".

PF............Visually check the proper CL and call out "CHECK".

PNF .........Retard the CL of failed engine to FTR then FUEL S/O.

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F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

REACHING DETERMINATED SINGLE ENGINE ACCELERATION ALTITUDE – MIN 800 FT AGL

PNF .........Call out "ACCELERATION ALTITUDE". PF............Order "ALTITUDE" PNF .........Select ALT mode on AFCS control panel. PF............Follow the FD bars.

WHEN REACHING SPEED MARKED BY WHITE BUG PNF .........Call out "WHITE BUG". PF............Order "IAS, MCT, FLAPS ZERO [in icing conditions - FLAPS REMAIN FIFTEEN]". PNF .........Select IAS mode on AFCS control panel. Check speed value displayed on ADU. If

deviation from white bug speed exists, set correct speed by PTW. PF............Follow the FD bars and continue climb. PNF .........Set PWR MGT to MCT.

Retard the PL of running engine to the notch [AT43 - adjust PL to match FDAU bug]. [In normal conditions] Select FLAPS lever to 0. Observe moving on the flaps position indicator and when it indicates 0 report "FLAPS ZERO SET". Note: When both flight path and speed are stabilized, AP engagement is recommended.

PF............Order "ENGINE FLAME OUT AT TAKE OFF CHECK LIST". PNF .........Perform the check list and report "ENGINE FLAME OUT AT TAKE OFF CHECK LIST

COMPLETED" when the check list is completed. PF............Order "AFTER TAKE OFF CHECK LIST". PNF .........Perform the check list - PWR MGT remain at MCT, in icing condition FLAPS remain at 15°,

affected BLEED illuminates FAULT and report "AFTER TAKE OFF CHECK LIST COMPLETED" when the check list is completed.

PF............Order "SINGLE ENGINE OPERATION CHECK LIST". PNF .........Perform the check list, report "SINGLE ENGINE OPERATION CHECK LIST

COMPLETED" when the check list is completed and clear the CAP.

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P 4 OK

F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

CM

ENGINE FIRE (OR SEVERE DAMAGE) AT V1+ AT V1

PNF .........Call out "V ONE".

ENGINE FIRE or SEVERE DAMAGE PF............CONTROL THE AIRCRAFT!

AT VR PNF .........Call out "ROTATE". PF............Rotate to approximately 9° [AT43/45 - 12°] pitch and maintain speed at least V2 but not

above V2+10 kt.

POSITIVE RATE OF CLIMB PNF .........When positive climb is observed on VSI/BARO ALTM and RA call out "POSITIVE CLIMB". PF............Check positive climb and order "GEAR UP". Follow the FD bars, maintain speed V2 + 5 kt

and climb to determined single engine acceleration altitude. PNF .........Select L/G lever UP.

Engage the YD on AFCS control panel. Identify affected engine and call it out e.g. "RIGHT ENGINE FIRE". Check lights on L/G position indicator extinguished and report "GEAR IS UP".

AT 400 FT RA

PNF .........Call out "FOUR HUNDRED". PF............Order e.g. "LEFT POWER LEVER RTO". PNF .........Adjust PL of non affected engine to the ramp [AT43 – to match FDAU bug]. PF............Order "MEMORY ITEMS". PNF .........Put the hand on PL of affected engine and call out e.g. "RIGHT POWER LEVER FLIGHT

IDLE". PF............Visually check the proper PL and call out "CHECK".

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F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

CM PNF .........Retard the PL of affected engine to FI.

Note: Retarding of PL should be performed slowly to get the time of PF for proper reaction of engine power asymmetry.

PF............Aileron input to stabilize heading with about 2° of bank toward the operating engine is

highly recommended in order to decrease rudder deflection thence improve climb performance.

PNF .........Put the hand on CL of affected engine and call out e.g. "RIGHT CONDITION LEVER

FEATHER THEN FUEL SHUT OFF". PF............Visually check the proper CL and call out "CHECK". PNF .........Retard the CL of affected engine to FTR then FUEL S/O.

Put the hand on the FIRE HANDLE of engine on fire and call out e.g. "RIGHT FIRE HANDLE PULL".

PF............Visually check the proper FIRE HANDLE and call out "CHECK". PNF .........Pull the FIRE HANDLE of engine on fire.

Start timing.

AFTER 10 SECONDS PNF .........Put the finger on first agent and call out "FIRST AGENT DISCHARGE". PF............Visually check the proper agent and call out "CHECK". PNF .........Discharge first agent of engine on fire. Check DISCH lights illuminated.

AFTER FIRST AGENT DISCHARGED PNF .........Start timing (to determine 30 second to continue the check list).

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F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

CM

REACHING DETERMINATED SINGLE ENGINE ACCELERATION ALTITUDE – MIN 800 FT AGL

PNF .........Call out "ACCELERATION ALTITUDE". PF............Order "ALTITUDE" PNF .........Select ALT mode on AFCS control panel. PF............Follow the FD bars.

WHEN REACHING SPEED MARKED BY WHITE BUG PNF .........Call out "WHITE BUG". PF............Order "IAS, MCT, FLAPS ZERO [in icing conditions - FLAPS REMAIN FIFTEEN]". PNF .........Select IAS mode on AFCS control panel. Check speed value displayed on ADU. If

deviation from white bug speed exists, set correct speed by PTW. PF............Follow the FD bars and continue climb. PNF .........Select PWR MGT to MCT. Retard the PL of running engine to the notch [AT43 – adjust PL to match FDAU bug].

[In normal conditions] Select FLAPS lever to 0. Observe moving on the flaps position indicator and when it indicates 0 report "FLAPS ZERO SET". Note: When both flight path and speed are stabilized, AP engagement is recommended.

PF............Order "IN FLIGHT ENGINE FIRE CHECK LIST". PNF .........Perform the check list and report "IN FLIGHT ENGINE FIRE CHECK LIST COMPLETED"

when the check list is completed. PF............Order "AFTER TAKE OFF CHECK LIST". PNF .........Perform the check list - PWR MGT remain at MCT, in icing condition FLAPS remain at 15°,

affected BLEED illuminates FAULT and report "AFTER TAKE OFF CHECK LIST COMPLETED" when the check list is completed.

PF............Order "SINGLE ENGINE OPERATION CHECK LIST". PNF Perform the check list, report "SINGLE ENGINE OPERATION CHECK LIST COMPLETED"

when the check list is completed and clear the CAP. CM

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P 7 OK

F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

ENGINE FLAME OUT (EXCEPT AT TAKE-OFF) CONDITION Rapid decrease of engine parameters, primarily ITT and NH, no PL response, DC GEN FAULT, ENG OIL LO PRESS warning after 30 seconds.

PROCEDURES

PF............CONTROL THE AIRCRAFT! PNF ......... Identify failed engine and call it out e.g. "LEFT ENGINE FLAME OUT". PF............Still concentrating on aircraft control verifies the identification by a quick crosscheck and

order "MEMORY ITEMS". PNF ......... [AT43/72] Set ENG START rotary selector to CONT RELIGHT. Put the hand on PL of failed engine and call out e.g. "LEFT POWER LEVER FLIGHT

IDLE". PF............Visually check the proper PL and call out "CHECK". PNF .........Retard the PL of failed engine to FI.

IF NH DROPS BELOW 30% (No immediate relight) PNF ................Check the actual value of NH of failed engine. When NH is below 30% put the hand on

CL of failed engine and call out e.g. "LEFT CONDITION LEVER FEATHER THEN FUEL SHUT OFF".

PF...................Visually check the proper CL and call out "CHECK". PNF ................Retard the CL of failed engine to FTR then FUEL S/O. [AT43/72] Advance CL of non affected engine to MAX RPM and call out e.g. "RIGHT

CONDITION LEVER MAX RPM". PF............Order "ENGINE FLAME OUT CHECK LIST". PNF .........Perform the check list, report "ENGINE FLAME OUT CHECK LIST COMPLETED" when

the check list is completed and clear the CAP.

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P 8 OK

F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

COMMENTS At low power settings during approach the arming conditions of the ATPCS are not met and there will be no autofeather available. On aircraft without PEC system the condition lever of the non effected engine may be not in the position for prop RPM to deliver RTO power. Additionally the aircraft configuration (gear down, flaps set for landing) can be such that single-engine climb or even a level off without exceeding the VMCL limits will become impossible. When a flame out occurs on final the flight crew has different options according to the progress of the approach and other facts like weather situation, runway dimensions and aircraft conditions. For instance it may be advisable to discontinue the approach, perform all relevant check lists and to execute a new stabilized single engine approach thereafter, but the situation could also permit continuation of the approach with an abbreviated abnormal procedure. A particular problem of the flame out on final event is the fact that the aircraft is on a flight path towards the ground and the obstacles. This creates time pressure and calls for quick evaluation and corrective actions. As a guidance for easier assessment of the situation and the selection of the most reasonable option the following procedures shall be considered: Flame out on long to intermediate final: In case of flame out on final with adequate time to perform the above mentioned memory items and to establish and maintain a stabilized flight path the approach may be continued omitting "Engine Flame Out" and "Single Engine Operation" check lists By application of the abbreviated procedure (above memory items only) it is assured that the condition lever of the failed engine is set to FTR then FUEL S/O. The CL of the non affected engine is at MAX RPM position [AT45 – AUTO position]. The aircraft is then prepared for continued approach or even go-around if this should become necessary. Flame out on short final - landing assured For continued approach after flame-out on very short final there will be no time for the flame out procedure, memory items or propeller feathering. To be able to maintain a stabilized flight path until touch down the PL of the non affected engine shall be set to approximately 50-60 % torque without delay, pitch shall be slightly increased and yaw forces should be trimmed out. If a stabilized approach can be maintained, the aircraft may be landed without any flame-out procedure action. A delayed power adjustment will normally require higher torque for the non affected engine thus creating a considerable yaw moment, which makes it difficult or even impossible to maintain a stabilized flight path.

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F.C.O.M. ENGINE FAILURES JAN 07

ATR 42-500

Go-around becomes necessary after flame out on final If the flight path becomes unstabilized after a flame out on final (above memory items already performed) and it is not obvious that this can be recovered in an acceptable time (latest until 500ft AGL), a go-around shall be initiated. If after flame out on short final (above memo items not yet performed) a stabilized approach cannot be established or maintained a go-around from low altitude in a very disadvantageous configuration becomes necessary. Therefor first the go-around commands shall be given and the go-around be initiated. This immediately breaks the descending flight path, reduces flaps setting and brings the gear up, thus eliminating considerable drag. After gear retraction "Engine Flame Out" check list shall be started with the above said memory items to take care of the unfeathered propeller. This may become even necessary below 400ft AGL to permit climb. After completion of a single engine go-around the procedure continues with "Engine Flame Out" check list. Single engine landing Basically for all single engine landings the following items of the single engine operation procedure shall be kept in mind:

- PL do not reduce below Fl before the nose wheel is on the ground - Single engine approach speed is equal to VAPP or 1,1 VMCA whichever is higher until committed to

land. Note: In case of loss of the directional controllability during landing, CM1 must take over control of

the aircraft, report "MY STEERING" or "MY CONTROLS" and regain directional control primarily using the rudder pedals, reduce reverse power to reach GI (if reverse selected) to increase rudder authority, release brakes (if brakes used) and use asymmetrical braking if necessary – then use nose wheel steering.

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CONTENT

1 -- GENERAL 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 -- AFDAU PART DESCRIPTION 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.1 -- FDAU FUNCTION 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2 -- APM FUNCTION DESCRIPTION 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1 -- APIU 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2.2 -- APM LIGHTS ON 13 VU 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2.3 -- APM FAULT/OFF LIGHT ON 5 VU 6. . . . . . . . . . . . . . . . . . . . . . .2.2.4 -- APM TEST PUSHBUTTON ON 5 VU 7. . . . . . . . . . . . . . . . . . . . .2.2.5 -- APM WEIGHT ROTARY SELECTOR ON 5 VU 7. . . . . . . . . . . . . .2.2.6 -- CIRCUIT BREAKERS 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2.7 -- ASSOCIATED CAUTION ALARMS 7. . . . . . . . . . . . . . . . . . . . . . .2.2.8 -- APM ARCHITECTURE 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2.9 -- COCKPIT APM INTEGRATION 9. . . . . . . . . . . . . . . . . . . . . . . . .

2.3 -- APM FUNCTION LIMITATIONS/PROCEDURES 10. . . . . . . . . . . . . . . .2.3.1 -- LIMITATIONS 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3.2 -- OPERATIONS AND TECHNIQUES 10. . . . . . . . . . . . . . . . . . . . .2.3.2.1 -- APM PRINCIPLE 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3.2.2 -- APM INTERFACES 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3.2.3 -- APM TEST 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3.3 -- NORMAL PROCEDURES 11. . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3.3.1 -- WEIGHT SELECTION AND COMPUTATION 11. . . . . . . . . . . .2.3.3.2 -- CRUISE SPEED LOW PROCEDURE 12. . . . . . . . . . . . . . . . .

2.3.4 -- EMERGENCY PROCEDURES 12. . . . . . . . . . . . . . . . . . . . . . . . .2.3.5 -- ABNORMAL AND FOLLOWING FAILURES PROCEDURES 12. . .2.3.5.1 -- APM FAULT PROCEDURE 12. . . . . . . . . . . . . . . . . . . . . . . . .2.3.5.2 -- DEGRADED PERF PROCEDURE 13. . . . . . . . . . . . . . . . . . . .2.3.5.3 -- INCREASE SPEED PROCEDURE 13. . . . . . . . . . . . . . . . . . .

2.4 -- EHS FUNCTION 14--15--16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 -- DMU PART 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 -- ABBREVIATIONS 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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LEFT INTENTIONALY BLANK

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1- GENERAL

The scope of this section is to describe the MPC (Multi Purpose Computer) functions.TheMPC is composed of two independent parts, which are AFDAU part and DMU part.

-- AFDAU part performs the following functions (developed in software level ”C”regarding DO178B requirements) :

-- FDAU to transmit data to the FDR-- APM to monitor aircraft drag in icing conditions,-- EHS to transmit to the Ground via ATC, aircraft data.

--DMU part performs the following functions (developed in software level ”D” regardingDO178B requirements) :

-- Record on PCMCIA a copy of the FDR data frame for QAR function,-- Drive the 2 APM level discrete outputs,-- Manage a G--Meter report,-- Manage themaintenance of AFCS,MFC, TCAS*, PEC/EEC*, RadioCOM--NAV,-- Replacement of FDEP,-- Provide ACMS capacity, for customisation through a GSE

For more information, in particular regarding DMU part, please consult DO AMM.

You will find a list of abbreviations at the end of this section.

* : depending on version

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2 - AFDAU (AUXILIARY FLIGHT DATA ACQUISITION UNIT) PART DESCRIPTION

2- 1 FDAU FUNCTION

Its main functions are :

-- Aircraft configuration identification through a dedicated pin--programming,-- Acquisition of anArinc 573 data stream from anotherdata acquisitionunit at differentinput speed rate (64w/s, 128w/s),

-- Acquisition of a secondArinc 573 data stream from aircraft SSFDR, for playback andSSFDR monitoring function,

-- Acquisition of new data and parameters through analog ports, discrete ports, Arinc429 ports, CSDB & ASCB ports,

-- Generation and transmission of a new data stream) to the aircraft FDR andQAR if installed.-- Transmission of data to the DMU via two internal lines,-- Transmission of a GMT signal on the Synchro CVR output..

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2- 2 APM (AIRCRAFT PERFORMANCE MONITORING) FUNCTION DESCRIPTION

TheAPM function is tomonitor the aircraft drag in icing conditions in order to alert the crewof a risk of severe icing conditions. The speed in cruise will be also monitored to alert thecrew of an abnormal speed decrease in icing conditions. The APMwill check also that theMSIS (Minimum Severe Icing Speed) is respected.

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2.2 APM FUNCTION DESCRIPTION (cont’d)

2.2.1 -- APIU (AIRCRAFT PERFORMANCE INTERFACE UNIT)

The APIU is an electronic equipment installed in the cockpit, on the floor left side nearflight control Captain pedals.The function of this equipment is to realize interface between MPC and cockpitindicator lights and caution. It receives 2 information fromMPC (APM level 1 and APMlevel 2) and following dedicated logic manages cockpit signalisation by illuminatingthe corresponding indicator lights and cockpit caution signalisation (Caution light andSingle Chime).

2.2.2 -- APM LIGHTS ON FRONT INSTRUMENT PANEL (13 VU)

-- CRUISE SPEED LOW blue light-- DEGRADED PERF amber light-- INCREASE SPEED amber flashing lightThere are 2 groups of these 3 indicator lights, one on Captain side and one on FirstOfficer side.

2.2.3 -- APM FAULT/OFF LIGHT ON CM2 INSTRUMENT PANEL (5 VU)

This indicator light installed on the 5 VU panel is used to inform crew of a failure in theAPM function computation. In case of a FAULT indication, the APM shall be selectedOFF through this pushbutton, and in this case the OFF indication shall be illuminated.In normal utilization, without FAULT indication, theAPM function shall always be inONposition.

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2.2 APM FUNCTION DESCRIPTION (Cont’d)

2.2.4 -- APM TEST PUSHBUTTON ON CM2 INSTRUMENT PANEL (5 VU)

This test pushbutton, shall be used to test the APM function.This test shall be performed daily by the crew, to determine whether the APMcomponents are operational.

2.2.5 -- APM WEIGHT ROTARY SELECTOR ON CM2 INSTRUMENT PANEL (5 VU)

The WEIGHT rotary selector is installed on the 5 VU panel, and is used by the crew toselect the aircraft weight. This weight information is used in the MPC for the APMperformance computation.This rotary switch has 12 positions to select the TO weight (depending on weight unit):-- In Tons : 15/16/17/18/19/19.5/20/20.5/21/21.5/22/22.5-- In pounds : 33.1/35.3/37.5/39.7/41.9/43/44.1/45.2/46.3/47.4/48.5/49.6

Note :To take into account the new value, position has to be changed (even ifactual weight is the same as precedent flight one).

2.2.6 -- CIRCUIT BREAKERS

The MPC and the APIU are powered in parallel through circuit breakers 4 TU and 159TU installed on 21 VU.TheAPMFAULT light is powered througha dedicatedcircuit breaker214TU, in order tohave APM FAULT signalisation in case of MPC and/or APIU power supply loss.

2.2.7 -- ASSOCIATED CAUTION ALARMSCRUISE SPEED LOW : blue lightDEGRADED PERF : amber light with CAUTION light + SCIINCREASE SPEED : amber flashing light with CAUTION light + SCFAULT : amber light with CAUTION light +SC +ANTI--ICING onCAPOFF : white light(SC = Single Chime)Note : The WEIGHT rotary selector position, the status of CRUISE SPEED LOW /

DEGRADEDPERF / INCREASESPEED indicator lights, and the OFFpositionof the APM pushbutton are recorded in the SSFDR.

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2.2 APM FUNCTION DESCRIPTION (cont’d)

2.2.8 -- APM ARCHITECTURE

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2.2 APM FUNCTION DESCRIPTION (cont’d)

2.2.9 -- COCKPIT APM INTEGRATION

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2.3 - APM FUNCTION LIMITATIONS/PROCEDURES

2.3.1 -- LIMITATIONSAPM does not induce any specific limitation.

2.3.2 -- OPERATIONS AND TECHNIQUES2.3.2.1 -- APM principleTheAPManalysis is conducted if the aircraft is in icing conditions, that is tosay if theICINGAOA is illuminated and/or if the airframede--icing is selected ONand/or if iceaccretion has been detected at least once during the flight.The APM analysis principle is to compare the aircraft theoretical drag with an”in--flight drag” computed with measured parameters available.Measured parameters used by the APM are acquired each second and aresmoothed over a rolling average of 30 seconds to limit noise and errormeasurements. Then, the drag is calculated over a rolling average of 60 seconds.This means that the drag analysis alert would start after at least 90 seconds ofparameter acquisition.The drag analysis starts as soon as the aircraft entered in icing conditions withlanding gears and flaps retracted. The APM analysis will only be done with bothengines operating.A cruise speedmonitoringwill also be conducted by comparing themeasured IAS tothe theoretical maximum cruise IASth.Different alarm messages will be delivered to the crew depending on the dragdifference between computed drag and theoretical drag, and the speed differencebetween measured IAS and theoretical IASth.The alarm messages will not be delivered if the static air temperature is above 10Celsius degree.2.3.2.2. -- APM InterfacesThe APM electrical input / output interface is made of :-- one ASCB bus input-- one PCM FDAU input-- four discrete inputs for weight rotary selector positions-- one discrete output for alarm message : level 1-- one discrete output for alarm message : level 2-- one discrete input to monitor discrete output level 1-- one discrete input to monitor discrete output level 2-- one discrete output for APM FAULT-- one discrete input for APM TEST

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2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)

2.3.2.3 -- APM testTheAPM test is activated by the crew daily, to check if all theAPMcomponentsworkproperly.When the crew activated APM test, 2 discrete signals are sent, one to the MPC andone to the APIU, to test the APM functions and its interfaces.The APM test shall be performed by pushing and maintaining, for all test duration(maximum 5 seconds), the APM PTT TEST pushbutton on the 5 VU and the testresult shall be as follows :-- CRUISE SPEED LOW lights on 13 VU (both sides) illuminate-- over 1 second later, DEGRADED PERF lights on 13 VU (both sides) illuminate,with CAUTION light and SC, with CRUISE SPEED LOW lights still illuminated

-- over 1 second later, INCREASE SPEED lights on 13 VU (both sides) illuminateflashing, with CAUTION light and SC, with CRUISE SPEED LOW andDEGRADED PERF lights still illuminated

-- over 1 second later, FAULT light on the 5VU illuminates, with CAUTION light,SC and ANTI--ICING (on CAP), with CRUISE SPEED LOW, DEGRADEDPERF and INCREASE SPEED lights still illuminated

-- end of test, the crew stop action on APM PTT TEST pushbutton, all lights shallextinguish.

2.3.3 -- NORMAL PROCEDURES2.3.3.1 -- Weight Selection and ComputationSelectionTo determine the aircraft theoretical and ”in--flight” performances the aircraft weightmust be known.As the weight is not available, the crew must enter the take off weight value in thesystem with a twelve--position rotary selector.On ground just before flight and as soon as the crew has computed the take offweight on the load sheet, the crewmust select the corresponding weight bymovingthe rotary selector.Before take off, weight rotary selector should be set tominimumweight then to takeoff weight. The take off weight will be taken into account by the system only if rotaryselector has been changed.

Note : Any change of rotary selector in flight will have no effect.

ComputationTo validate the take off weight entered by the crew with the rotary selector, the APMshall perform a take off weight computation at the beginning of the flight. Thiscomputation is performed during the first minutes of the flight and before the APMstarts the drag analysis.The actual weight is then updated in flight by internal computation.

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2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)

2.3.3.2 -- CRUISE SPEED LOW PROCEDURE

CRUISE SPEED LOW light illuminated-- Appears in cruise only, to inform the crew that an abnormal drag increase inducesa speed decrease of more than 10kt compared with the expected speed.

ICING CONDITIONS and SPEED MONITOR. . . . . . . . . . . . . . . . . . . . .

2.3.4 -- EMERGENCY PROCEDURESNo specific Emergency Procedures when APM installed.

2.3.5 -- ABNORMAL AND FOLLOWING FAILURE PROCEDURES

2.3.5.1 -- APM FAULT PROCEDUREThe APM FAULT light function (5 VU) is to inform the crew that there is a problem inthe APM computation, either in the MPC or in the APIU or in the aircraft wiring.The FAULT can be triggered by :-- MPC in the following conditions :-- loss of ASCB acquisition-- loss of PCM acquisition-- MPC internal failure-- disagree between outputs level 1 and level 2 status and control

-- APIU in the following conditions :-- fault coming from MPC-- APIU internal failure-- disagree between outputs status and control

For trouble shooting aid associated to the APM FAULT light, it is necessary tomonitor the ”system” light on FDAU :-- if FDAU light is extinguished, the problem is on APIU side-- if FDAU light is illuminated flashing, the problem is on MPC side

In case of APM FAULT light illumination, the crew has to select the APM OFF bypushing on the FAULT light button on the 5 VU.

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2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)

2.3.5.2 -- DEGRADED PERF PROCEDURE

DEGRADED PERF light illuminated with CAUTION light and Single Chime

-- Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform thecrew that an abnormal drag increase induces a speed decrease or a loss of rate ofclimb.

-- The most probable reason is an abnormal ice accretion

AIRFRAME DE--ICING ON CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . .IAS > RED BUG + 10 KT MONITOR. . . . . . . . . . . . . . . . . . . . . . . .AP (if engaged) FIRMLY HOLD CONTROL WHEEL and DISENGAGE. . . . . .

H SEVERE ICING Conditions confirmed(unexpected decrease in speed or rate of climb, visual cues)OrH Impossibility to maintain IAS > RED BUG + 10 KT in level flightOrH Abnormal aircraft handling feelingSEVERE ICING procedure (2.04.05) APPLY. . . . . . . . . . . . . . . . . . . .H If notSCHEDULED FLIGHT. CONTINUE. . . . . . . . . . . . . . . . . . . . . . . . . . . .ICING CONDITIONS and SPEED. MONITOR. . . . . . . . . . . . . . . . . . .

2.3.5.3 -- INCREASE SPEED PROCEDURE

INCREASE SPEED light illuminated flashing with CAUTION and Single chime-- Appears after DEGRADED PERF to inform the crew that the drag is abnormallyhigh and IAS is lower than RED BUG + 10 KT

H If abnormal conditions confirmedIMMEDIATELY PUSH THE STICK TO INCREASE SPEEDTO RECOVER MINIMUM IAS = RED BUG + 10 KTSEVERE ICING procedure (2.04.05) APPLY. . . . . . . . . . . . . . . . . . . .

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2.4 - EHS (ENHANCED SURVEILLANCE) FUNCTION

In accordance with the European Air Traffic Management Plan, the implementation ofEHS requires aircraft to have capability to downlink aircraft derived data via a mode Stransponder.

This function allows to answer European regulation : NPA 20--12a.

The EHS function of MPC, allows acquiring flight parameters from aircraft computers, todownlink these data to Air Traffic Control through aircraft Transponder Mode S.

The flight parameters are acquired from different aircraft computers (ADC1/2, AHRS1/2,GNSS), in different acquisition format (ASCB, ARINC 429). They are computed in MPCand send to aircraft transponders through a dedicated ARINC 429 output.

Parameter Aircraft computer Acquisition format

Magnetic heading AHRS 1 or 2 ASCB

Indicated airspeed ADC 1 or 2 ASCB

True airspeed ADC 1 or 2 ASCB

Mach number ADC 1 or 2 ASCB

Vertical rate ADC 1 or 2 ASCB

Selected altitude AFCS ASCB

Roll angle AHRS 1 or 2 ASCB

True track angle GNSS ARINC 429

Ground speed GNSS ARINC 429

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2.4 - EHS FUNCTION (cond’t)The EHS aircraft architecture is as follows :

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2.4 - EHS FUNCTION (cond’t)In addition to theEHS, theMPC has capability provision to acquire, compute and transmitto aircraft transponders, following the same above architecture, parameters for ADS--B(Automatic Dependent Surveillance -- Broadcast) purpose.

The flight parameters acquired from aircraft computers are :

Parameter Aircraft computer Acquisition format

Latitude GNSS ARINC 429

Longitude GNSS ARINC 429

Baro--altitude GNSS ARINC 429

HIL GNSS ARINC 429

HFOM GNSS ARINC 429

HIL : Horizontal Integrity Limit

HFOM : Horizontal Figure Of Merit

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3 - DMU (DATA MANAGEMENT UNIT) PART

The DMU system is dedicated to the aircraft maintenance.

The DMU has been designed to allow the user to customize the system according to hisspecific application, requirements, operating environment and logistics. Programmingcapabilities are provided, to allowmodification of monitoring functions or implementationof additional monitoring functions.

Most of the functions are configurable or programmable by an ”on--ground” equipmentcalled Ground Support Equipment (GSE), based on a Laptop. The GSE generates acustomized DMU database, which determines the detailed functions of the DMU and issupplied to the DMU system via a PCMCIA interface.

The DMU definition will be able to include two different ”customizations”:

1 -- the customization basically performed by the supplier for answering ATRspecification.

2 -- the customization developped by the user through the GSE.

The customization that are basically performed for ATR aircraft, activates the followingfunctions:

-- ARINC 429 aircraft parameters acquisition.-- Operational software and database upload from the PCMCIA interface.-- Management of two APM discrete.-- Management of PCMCIA QAR/DAR recording on a PCMCIA card.-- Dialogue with a MCDU.-- Management of a G--Meter report.-- Management of maintenance functions for various aircraft equipment.

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3 - DMU PART(cond’t)

MPC MAIN MENU

After an MPC selection on the MCDU, the following initial menu is displayed.

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LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) :

AFDAU Auxiliary Flight Data Acquisition UnitAPIU Aircraft Performance Interface UnitAPM :Aircraft Performance MonitoringARINC Aeronautical Radio IncASCB Avionics Standard Communication BusCSDB Commercial Standard Digital BusDAR Digital ACMS RecorderDMU Data Management UnitEHS Enhanced SurveillanceGSE Ground Support EquipmentMPC Multi Purpose ComputerMSIS Minimum Severe Icing SpeedPCMCIA Personal Computer Memory Card International AssociationQAR Quick Access Recorder(SS)FDR (Solid State) Flight Data Recorder

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F.C.O.M. BRIEFINGS JAN 07

ATR72-202

DEPARTURE BRIEFING Is performed in due time - preferably before engine start. CONTENTS The commander: 1) determines who will be the pilot flying 2) determines the single engine acceleration altitude and acceleration altitude 3) determines take-off speeds which will be used, Normal or Icing, depending on the atmospheric

conditions 4) reminds that BLEEDS will be OFF regarding engines lifetime saving 5) determines how the anti icing equipment will be used depending on the atmospheric conditions:

a) full use of ANTI ICINING PROPELLERS HORNS SIDE WINDOWS

b) partial use of ANTI ICING, GROUND ICING COND. PROPELLERS + CON. RELIGHT c) off

6) determines what actions will be performed in case of an aborted take off 7) determines the procedures to be used in case of the critical engine failure after V1:

a) call outs to be used by PNF in case of an engine failure b) actions, performed by PNF, in case of improper function of the ATPCS or LOW PITCH in flight c) the acceleration altitude used in case of an engine failure climb out d) actions to be performed at the acceleration altitude e) actions to be performed when reaching VmLB (WHITE BUG), navigation on route to be flown,

and which altitude will be used as final f) which runway will be used for landing, or in case of take-off from an airport where landing is

not possible, determine the airport used as alternate for take-off (take-off alternate)

Note: When selecting an alternate for take-off, in addition to the fact that the airport can be no further away than 60 minutes of flight time, it is imperative to take into consideration the altitude the aircraft on one engine is able to attain in accordance with it’s actual TOW. With these facts in mind one must choose both a take off alternate and it’s routing.

8) will brief on expected taxi routing, including special procedures, if any 9) reads the departure routing

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F.C.O.M. BRIEFINGS JAN 07

ATR72-202

ORGANIZATION An example of a departure briefing - you will be the pilot flying - the single engine acceleration altitude is 2 100 ft, acceleration altitude is 2 800 ft - normal speeds will be used, BLEEDS will be on, ANTI ICING will be off - V1 will be 100 kt, in case of a fire or an engine failure before V1, I will call "STOP" and take the

controls, - after V1 - you are the pilot flying, I will call:

- LEFT (RIGHT) ENGINE FAILURE - UPTRIM / AUTOFEATHER or

- LEFT (RIGHT) ENGINE FAILURE - NO UPTRIM/NO AUTOFEATHER or

- LEFT (RIGHT) ENGINE - LOW PITCH - in case the UP TRIM/AUTOFEATHER system does not work, or if there is the LOW PITCH

indication and aircraft is unable to reach the height 400 feet, after your cross check, I will increase the operating engine’s power to RTO, I will reduce the PL of the failed engine to FI before reaching 400 feet and move the CL of the failed engine into feather then fuel shut off

- in all other cases after reaching 400 feet radio altitude I will call “FOUR HUNDRED”, you will order “LEFT (RIGHT) POWER LEVER RTO” and “MEMORY ITEMS”

- after reaching singe engine acceleration altitude I will call “ACCELERATION ALTITUDE”, you will order “ALTITUDE”

- after reaching VmLB 0 ( WHITE BUG) I will call “WHITE BUG” you will order “IAS, MCT, FLAPS 0” - special procedure is “Allowable takeoff weights for RWY 24 based on a 15 degree banked

climbing – right – turn, commenced at D 2,0 OKL VOR to RAK NDB. Hold west on the 267 mag bearing from RAK NDB, inbound course 087, left turn”.

- during the climb out I will perform the relevant EMERGENCY C/L, AFTER TAKE OFF C/L, and I will request radar vectors to the ILS of runway 24

- will brief on expected taxi routing: we expect RWY 24 for departure from intersection B, taxi via taxiways H, J and B. TWY A is closed, CAT II / III holding positions are in use

- will read the departure routing. Note: In case that the commander is PF the feathering and shutting down an engine prior to

reaching the acceleration altitude will be performed only on his command.

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F.C.O.M. BRIEFINGS JAN 07

ATR 42-500

APPROACH BRIEFING Shall be performed preferably before commencing a descent from the cruising level.

CONTENTS PF: 1) will determine the runway in use, type of approach to be used (ILS, VOR/DME, NDB), the final

approach course and navigation instruments setting. 2) determines the category of approach to be used 3) will brief on the Special procedures, if any, altimeters setting, units of measurement, conversion

tables use, etc. 4) will brief on the MINIMUM SECTOR ALTITUDE (MSA) 5) will brief on the INITIAL APPROACH ALTITUDE and the identification of FAF 6) will brief on the altitude over the OM 7) will brief on the DH/DA or the MDA 8) will brief on the MAP (time, distance etc.) if applicable 9) will brief on the missed approach procedure (courses, altitudes, and nav equipment to be used) +

GA speed, and the acceleration altitude for performing the "CLIMB SEQ" during the GA 10)will brief on runway vacating and taxi procedures after landing, including special procedure, if

any

The Commander will determine ice protection to be used a) full use b) partial use c) none

ORGANIZATION An example of a approach briefing PF: - approach chart page number and issue date - we will perform an ILS APP to RWY 24 - the ILS frequency is 109,1, RWY heading is 243°, final

approach course is the same - it will be a CAT I approach, the MSA is 3100 ft, the IAA is 4000 ft, and the FAF is 8,7 DME from

the PR ILS/DME - the altitude over the OM is 2 500 ft - the DA/DH is 1 358 / 200 ft - missed approach procedure is climb strait ahead, when reaching the 4 DME fix from the PR

ILS/DME, make a right turn to the NER VOR, and climb to 4000 ft - the acceleration altitude is 2100 ft, and the GA speed is 115 kt - after landing we will vacate to the left on TWY C or D. We than expect taxiing via F and H. Our

usual stand is 35 or 38A.

The commander adds: - anti icing will be off - normal landing speeds will be used

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F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

ATR 42-500

GENERAL THE FLIGHT CREW - both pilots must be certified to perform flights under LVO conditions - the pilot at the left pilot seat (CM1) is always the pilot flying (PF) - the pilot at the right pilot seat (CM2) is always the pilot not flying (PNF) AIRCRAFT STATUS The commander shall verify that the actual aircraft and system status is appropriate for intended LVO in accordance with MEL and the appropriate paragraphs in this Chapter. TAKE-OFF AND LANDING MINIMA

Type of operation DH RVR LVTO - 125 m CAT II 100 ft 300 m

Note: Decision height (DH) must be set and read on the radio altimeter indicators of both pilots.

WIND LIMITS

ATR 42-320 ATR 42-500 ATR 72 Headwind 25 kt 30 kt 30 kt Crosswind 20 kt 25 kt 15 kt Tailwind 10 kt 13 kt 10 kt

AUTOPILOT

ATR 42 ATR 72 Minimum height for autopilot disconnection 80 ft 50 ft

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F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

ATR 42-500

LOW VISIBILITY TAKE-OFF (LVTO) MINIMUM EQUIPMENT REQUIRED Following equipment must be capable for LVTO operations: FD 1 (on both sides) ADU 1 AHRS 2 STBY HORIZON 1 CRT 4 SGU 2 ADC 2 AIR SPEED INDICATOR 3 RMI 2 WIPER 2 YAW DAMPER 1 CAP 1 GPWS 1 [AT45/72] EEC 2 [AT43] ECU 2 ATPCS 1 [AT45] PEC CHANNELS 4 [AT45] PEC SGL CH LT 2 HYDRAULIC SYSTEM Blue + Green (all pumps) ELECTRICAL SYSTEM 2 DC GEN + 2 ACW GEN INVERTERS 2 BATTERY CHARGERS 2 [AT45/72] MFC MODULES 4 [AT43]CCAS CAC must be operative ANTISKID SYSTEM 1 (all parts) NOSEWHEEL STEERING 1 TAXI AND TO LT 2 (at night only) LDG LT 2 (at night only)

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F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

ATR 42-500

STANDARD OPERATION PROCEDURES FOR TAKE-OFF LVTO may be performed if: - low visibility procedures are in force at the airport

Note: For such airport, where the LVP have not been established so far, the LVTO may be conducted if the commander has satisfied himself with Air Traffic Services or Airport Operator that only one aircraft at a time is allowed on the manoeuvring area, and that vehicle traffic on the manoeuvring area is controlled and is restricted to the absolute minimum.

- the status of visual aids is sufficient for take-off Task sharing The task sharing philosophy (crew member team work) is based on the following: 1) The principal task for CM1 is to control the aircraft, making decisions and maintaining visual

reference until reaching VR. R

2) Taxi, take-off and aborted take-off (if applicable) is performed by CM1. 3) The principal task for CM2 is to monitor the taxi route and the instruments during take-off

continuously. 4) During aircraft movement, the crew´s actions must be limited to the minimum required, so as to

prevent a decreased awareness of the flight crew and to do so: - take-off briefing is performed prior to commencing taxi - taxi on both engines - take-off is performed from full stop on the runway

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F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

ATR 42-500

Detailed task allocation CM1 - PF performs - aircraft control - calls for configuration changes - calls for check list reading - standard call-outs monitors - aircraft flight path - performance of the engine and aircraft systems CM2 - PNF performs - radio communications - changes of aircraft configuration - check lists reading - standard call-outs - announces deviation and/or problems of engine parameters monitors - engine parameters - aircraft systems through CCAS - ADU - basic flight parameters

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F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

ATR 42-500

CREW ACTIONS

Conditions CM 1 - PF CM 2 - PNF Take off clearance Select LANDING LTS ON.

Ask CM 2 "ARE YOU READY?" Announce "TAKE OFF". Start timing. Control nose wheel steering tiller, rudder and PLs.

Acknowledge "READY". Start timing.

Note: 1. Use of nose wheel steering guidance is only recommended for the very first portion of the take-off run as a rudder becomes very rapidly efficient when airspeed increases.

2. Rudder must not by cycled during take-off. Release the brakes, if standing

T/O is performed. [AT45/72] Advance both PLs to power lever notch. [AT43] Advance both PLs to white band.

Hold control column: in pitch - fully nose down, then slowly relaxed as speed increases, in roll - neutral or deflected toward the wind in case of cross-wind component, as appropriate to maintain wings essentially level. Keep feet on pedals with heels on the floor. Check ATPCS ARM light illuminates and call out "ATPCS ARM". [AT45/72] Check that actual TQ matches T/O TQ (manual bug). If necessary CM2 moves PLs out of notch to adjust TQ as required. [AT43] Adjust PLs to match T/O TQ. Check 100% NP (+0,8%, -0,6%) upon reaching 60 kt. Check FDAU bugs display RTO value.

If engine parameters are OK

Call out "POWER SET".

Scan the airspeed on STBY ASI and his own ASI and engine instruments throughout take-off.

CONTINUED

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CONTINUED

Conditions CM 1 - PF CM 2 - PNF Passing 70 kt

Check speed reading on his own ASI and STBY ASI and acknowledge "CHECK". Release the nose wheel steering tiller, take over the control column and order "MY CONTROLS".

Call out "SEVENTY" read on ASI and cross-check reading on STBY ASI. Report "YOUR CONTROLS" and release the control column.

At V1 Announce: "V ONE" At VR

Rotate smoothly to approximately 9° [AT43/45 - 12°] pitch or as limited by the horizontal FD bar if it shows to fly with lower pitch attitude.

Announce: "ROTATE"

Positive rate of climb Check positive climb and order "GEAR UP". Follow the FD bars and maintain V2+5 kt until passing acceleration altitude. Do not exceed 15 degrees pitch angle.

When positive climb is observed on VSI/BARO ALTM and RA call out "POSITIVE CLIMB". Select L/G lever UP. Engage YD on AFCS control panel. Switch VHF1 to departure frequency. Check lights on L/G position indicator extinguished and report "GEAR IS UP".

At 400 ft RA or above Call out "FOUR HUNDRED" CONTINUED

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF Passing acceleration altitude (min 1 500 ft AGL)

Order "CLIMB SEQUENCE". Progressively accelerate to the standard climb speed. Maintain positive rate of climb during acceleration.

Call out "ACCELERATION ALTITUDE". [AT43] Retard slightly PLs (4° to 5° PLA). [AT45/72] Check PLs in the notch. Adjust the standard climb speed on AFCS: 170 kt [AT43/45 - 160 kt] or VmHB 0 (for the appropriate flight conditions) whichever is higher. Set PWR MGT to CLB. [AT43/72] Retard CLs to 86% NP. [AT45] Check both CLs in AUTO and 82% NP. Select both BLEED VALVES ON.

Note: Pack 2 valve FAULT will illuminate during 10 s. (A ten seconds delay is used for Pack valve 2 to avoid pressure shocks).

[AT43/72] Set ENG START rotary selector OFF or CONT RELIGHT, as required. Select TAXI & TO LTS OFF. Set manual TQ targets to the maximum climb torque ([AT72 - 101,2%], [AT43 - 85,7%], [AT45 - 109,8%]). Check FDAU bugs. [AT45/72] Check that actual TQ matches climb TQ, adjust if necessary. [AT43] Adjust both PLs to match FDAU bugs.

CONTINUED

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF Passing VmLB 0 (but not before retarding CLs)

Check the speed on ASI above VmLB 0. Order "FLAPS ZERO".

Call out "WHITE BUG" - normal conditions "RED BUG" - icing conditions. Select FLAP lever to 0. Observe moving on the flaps position indicator.

When flaps position indicator indicates 0

Report "FLAPS ZERO SET".

Stabilized standard climb speed

When the speed on ASI is equal to the standard climb speed order "ENGAGE AUTOPILOT". Set internal bug on ASI to the value of the standard climb speed.

Switch on AP pb on AFCS control panel, read AP ENG on EADI and report "AUTOPILOT ENGAGED". Set internal bug on ASI to the value of the standard climb speed.

Note: It is recommended to contact ATC when climb sequence is completed and autopilot engaged, unless otherwise instructed by ATC.

CONTINUED

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF Passing transition altitude

Order "ALTIMETERS STANDARD" Set 1013,25 hPa on ALTM and STBY ALTM. Check the altitude indication(s), acknowledge "CHECK" if indication is within allowable tolerances, or report ("MINUS/PLUS ..... ) if not. Order "AFTER TAKE OFF CHECK LIST".

Call out "TRANSITION ALTITUDE". Set 1013,25 hPa on ALTM. Report "ALTIMETERS SET". Cross-check the altimeter settings. Report altitude indicated on ALTM in hundreds of feet, e.g. " FIVE THOUSAND ONE HUNDRED FEET". Read the check list.

When the check list is completed

Report: "AFTER TAKE OFF CHECK LIST COMPLETED".

Note: If cruising altitude is below transition altitude, AFTER TAKE OFF CHECK LIST will be initiated after level-off.

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CATEGORY II APPROACHES AIRCRAFT CONFIGURATION AND EQUIPMENT STATUS - approach is performed in AP + FD mode - CAT II capability must be displayed on ADU - both engine must be operative Following equipment must be capable for CAT II approaches: AUTOPILOT 1 FD BARS SW 1 (on CM1 side) AP QUICK DISCONNECT 1 (on CM1 side) ADU 1 ILS RECEIVER 2 [AT43] EXCESSIVE DEVIATION ALERT 2 ON EFIS AHRS 2 STBY HORIZON 1 CRT 3 SGU 2 RADIO ALTIMETER 1 (with two indications) DH INDICATION 2 [AT43] AP DISCONNECT ALERT 1 (AURAL + VISUAL) GA PUSH BUTTON 1 (on CM1 side) WIPER 1 (on CM1 side) YAW DAMPER 1 AIR SPEED INDICATOR 2 (ADC 1 and ADC 2 must be operative) HYDRAULIC SYSTEM Blue + Green ELECTRICAL SYSTEM 1 DC GEN + 1 ACW GEN [AT45/72] MFC MODULES 3 [AT43] CCAS CAC must be operative

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ATR 42-500

METHODOLOGY OF PERFORMING CAT II APPROACHES AND LANDINGS Approach CAT II may be performed if: - low visibility procedures are in force at the airport - LOC capture is achieved at the distance not less than 6 NM from RWY threshold - LOC capture angle is 90° or less - GS capture is achieved not lower than 1500 ft above RWY threshold - it is allowed to decrease speed below 180 kt before commencing of descent from height 1500 ft

AGL - "DUAL CPL" function must be displayed before reaching 1000 ft RA Task sharing The task sharing philosophy (crew member team work) is based on the following: 1) The principal task for CM1 is to control the aircraft, making correct decisions at DH with particular

emphasis on acquisition of sufficient visual references. 2) Approach and critical maneuvers (landing or go around) are performed by CM1. 3) The principal task for CM2 is monitoring the approach and permanent instrument monitoring. 4) CM1 operates the PL and maintains requested approach speed. 5) Failures occurring during approach should always lead to a missed approach procedure unless:

- sufficient visual reference is achieved and there is not any doubt about correct position and flight path of the aircraft or

- relevant procedure has been fully applied and new appropriate DH has been set at or above 1000 ft AGL.

Note: In case of engine failure, if aircraft is correctly trimmed before reaching 1000 ft RA, approach

may be continued with autopilot engaged, using CAT I minima.

WARNING: Bellow 1000 ft RA, no reconfiguration is allowed to continue a precision approach down to CAT II minima.

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Detailed task allocation CM1 - PF performs - aircraft control (with AP, including modes and parameters

changes) - maintains correct speed - calls for configuration changes - calls commands for check lists - standard call-outs monitors - aircraft flight path - aircraft systems and equipment CM2 - PNF performs - radio communications - changes of aircraft configuration - check lists - standard call-outs - announces flight parameters deviation monitors - engine parameters - aircraft systems through CCAS - ADU

- basic flight parameters Scanning HD - "Head down" - instruments monitoring only HD/U - primarily instrument monitoring with brief looks outside between HD scanning HU - "Head up" - primarily looking outside to establish visual references. Crew decision making CM1: - monitors instruments only to the height 100 ft above DH - looks for external visual reference from the height 100 ft above DH - at DH if visual reference is sufficient and he has not doubt about correct position and aircraft flight

path continues approach and calls "LANDING". In the other case, CM1 must immediately initiate go around procedure calls "GO AROUND"

- during loss of visual reference or unsatisfactory flight path bellow DH CM1 must initiate go around procedures immediately

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CM2: - monitors instruments only during approach. - If CM1 does not make a decision (does not call "LANDING" or "GO AROUND") after call-out

"MINIMUM", CM2 initiates a go around procedure immediately. Visual reference A pilot may not continue an approach below the CAT II decision height unless visual reference containing a segment of at least 3 consecutive lights of: - the centre line of the approach lights or - touchdown zone lights or - runway centre line lights or - runway edge lights or - combination of these possibilities has been attained and can be maintained. The visual reference must include a lateral element of the ground pattern, i.e.: - an approach lighting crossbar or - landing threshold or - barette of the touchdown zone lighting.

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ATR 42-500

Fig.No.1: Theoretical minimum visual segment during CAT II condition at DH 100 ft during

RVR 300m which is determined in accordance with U.K. model of relation between SVR/RVR with 90% probability.

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ATR 42-500

Flight parameters deviation call-out If flight parameters are exceeding CM2 performs call-outs in accordance with the following table:

FLIGHT PARAMETERS DEVIETION CALL-OUTS PARAMETER IF DEVIATION EXCEEDS CALL-OUTS

IAS VAPP + 10 kt VAPP - 5 kt

"SPEED"

Rate of descent 1000 ft/min "SINK RATE" Pitch attitude ± 4° "PITCH" Bank angle 10° "BANK" Localizer 1/3 dot "LOCALIZER"

Glide slope 1 dot "GLIDE SLOPE " If IAS deviation exists bellow 500 ft RA, CM1 must immediately: - switch off the autopilot - initiate a go around procedure If other parameter deviation exists bellow 1000 ft RA CM1 must immediately: - switch off the autopilot - initiate a go around procedure except in case when a sufficient visual reference has been achieved

and there is no doubt about correct position and flight path of the aircraft. In case of GUIDANCE indication (amber indicator illuminates in front of CM1) CM2 performs call-outs in accordance with the following table:

GUIDANCE WARNING CALL-OUTS CAUSE ALERT CALL-OUTS

EADI ADU VISUAL/AURAL CAT II capability

lost AP MSG CAT II INVALID GUIDANCE Triple click "CAT II INVALID"

LOC deviation more than 1/3

dot RA < 500 ft

AP MSG LOC scale and

index flash amber EXCESS DEV GUIDANCE "LOCALIZER"

GS deviation more than 1 dot

500 ft > RA > 100 ft

AP MSG GS scale and

index flash amber EXCESS DEV GUIDANCE "GLIDE SLOPE"

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ATR 42-500

In case of "GUIDANCE" indication CM1must immediately: - switch off the autopilot - initiate a go around procedure except in case when a sufficient visual reference has been achieved

and there is no doubt about correct position and flight path of the aircraft. Note : Some internal failures causing either "DEVIATION" or "GUIDANCE" indication, may be

related to AHRS failure. In order to perform a safe go around, CM1 must systematically monitors the standby horizon as a reference to rotate to the standard missed approach pitch attitude of 10°.

CREW ACTION Before commencing of descent from cruising level Before commencing of descent from cruising level the crew performs preparation for approach and landing which contains the following actions (performed by both pilots): - verify last weather information from destination and alternate airport - check the crew CAT II qualification - check that LVO is in force at the destination airport - check the aircraft minimum equipment required for CAT II operations - determine actual landing mass - determine and set landing speeds accordingly - determine and set GA TQ values - determine and set decision height : radio altimeter - set DH - perform check of radio altimeter baro altimeter - set DA/H for CAT I approach. CM1 performs the approach briefing, with emphasis on specific items of CAT II approach. The briefing must contain: - number and date of issue of APP chart - runway in use, type and approach procedure - minimum sector altitude - airport altitude and "Landing Elevation" setting - ILS frequency and final approach course - initial approach altitude - altitude over OM - approach minima (DH and RVR) and minima in case of CAT II approach degradation - go around procedure and acceleration altitude - use of brakes and reverse in relation to runway conditions, runway length and landing mass - runway vacation procedure - utilization of ice protection systems - navigation instruments setting - fuel required for flight to alternate - extra fuel available for holding above destination

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ATR 42-500

Before approach The PF is CM1. The PNF is CM2. The crew shall perform the following actions before approach: CM1 - select AP/FD coupling on the left CM2 - check actual RVR value and surface wind CM2 - check LVO in force Note: If ATC clearance or ATIS information does not explicitly mention that LVO is in force, then

the crew must request CAT II approach clearance CM1/2 - check speed bugs setting CM1/2 - check DH/DA set CM1/2 - set "Marker" receiver volume as required CM1/2 - adjust optimum seat position Note: Optimum seat position must be set according the pilot eye height indicator. CM1 - will brief on - use of strobe and landing lights - cockpit illumination - wipers - IAS speed for intermediate approach phase - altitude and/or DME distance to commence deceleration Note: Generally the use of landing lights is not recommended during CAT II approach. The

possibility to attain a visual reference is significantly decreased by precipitations droplets dispersing the light.

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ATR 42-500

Before LOC interception The crew shall perform the following actions before LOC interception: CM1 - set DME1 to HLD position (if applicable) - set ILS frequency on NAV1 and final approach course on CRS1

- select APP mode (aircraft flies on LOC interception course and crew obtained approach clearance)

- hold flight controls by left hand - controls PL by right hand Note:: 1) If approach mode is selected and ILS frequency is not properly tune on PF side, the

message "CHECK NAV SOURCE" will appear on ADU. To readjust: - cancel the message - tune ILS frequency - select APP mode 2) If APP mode is selected, approach capability (CAT I or CAT II) will appear on ADU. 3) Full LOC/GS tracking (indicated by green symbols LOC a GS) is reached below 1 500 ft

RA solely, anyway it must be fully established and ILS frequency tune on both NAV sets until passing 800 ft RA. Otherwise "CAT II INVALID" message will appear on ADU. CAT II approach must be interrupted and new ILS interception is required.

CM2 - set ADF1/2, VOR2, DME2 as required - set final approach course on CRS2 - check ILS identification Note: There is no published IAS limit for localizer interception. The standard CAT II approach is

based on an initially decelerated approach for which following IAS limitation apply at 1500 ft AGL established on GS:

- GS ≤ 3° (no tailwind) IAS ≤ 180 kt - GS > 3° or tailwind IAS ≤ 160 kt

In all cases deceleration towards VAPP must commence not lower than 1 500 ft AGL established on GS both PL at FI.

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ATR 42-500

From LOC capture

Conditions CM 1 - PF CM 2 - PNF Approximately 10 NM before intercepting final track

Tune ILS frequency on PF’s NAV and call out e.g. "ILS ON MY SIDE". Check/set HDG bug on aircraft present heading. Select/check HDG mode, HI BANK on AFCS. Select V/L source and ARC mode on EFIS control panel. (See note on page 21.) Check/set approach course on CRS selector. Select bearing selectors on EFIS control panel, as required.

Check ILS identification of the PF’s tuned frequency and report: "ILS IDENTIFIED".

Heading to intercept LOC and cleared for ILS approach

Select APP mode on AFCS and call out "APPROACH MODE". Check white LOC and white GS on EADI.

Check white LOC and white GS on EADI. Call out "LOCALIZER, GLIDE SLOPE ARMED".

LOC capture Set HDG selector to RWY heading and call out e.g. "RUNWAY HEADING TWO FOUR THREE SET". Check position with other means of navigation (e.g. GPS, NDB, VOR). Order "DUAL ILS".

Verify capture phase and call out "LOCALIZER CAPTURE". Check HDG bug on EHSI and acknowledge "CHECK". Check position with other means of navigation (e.g. GPS, NDB, VOR). Tune ILS frequency to PNF’S NAV. Select V/L source and ARC mode on EFIS control panel. (See note on page 21.) Set/check approach course on CRS selector. Select bearing selectors on EFIS control panel, as required.

CONTINUED

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF When GS moves Call out "GLIDE SLOPE

ALIVE". When GS indicates one dot deviation

Call out "GLIDE SLOPE ONE DOT".

GS capture Check/set GA altitude on AFCS and call out e.g. "GO AROUND ALTITUDE FOUR THOUSAND FEET SET".

Verify capture phase and call out "GLIDE SLOPE CAPTURE". Check GA altitude on ADU and acknowledge "CHECK".

Passing deceleration altitude Cross-check altitude. Retard both PLs down to FI and reduce airspeed.

Cross-check altitude.

Order by PA "CABIN CREW, ARRIVAL POSITION, PLEASE".

Passing IAS 180 kt [AT43 - 170 kt

Order "FLAPS FIFTEEN". Check IAS is 180 kt [AT43 - 170 kt] or less and call out "SPEED CHECKED". Select FLAP lever to 15. Observe the moving on the flaps position indicator.

When flaps position indicator shows 15

Check EXT flag disappeared. Report "FLAPS FIFTEEN SET".

Passing IAS 170 kt [AT43 - 160 kt]

Order "GEAR DOWN". Check IAS is 170 kt [AT43 - 160 kt] or less and call out "SPEED CHECKED". Select L/G lever DOWN. Set PWR MGT to TO.

When L/G position indicator shows three greens

Report "GEAR IS DOWN". [AT72] Check TLU LO SPD light illuminated.

When landing clearance from ATC has been received

Select TAXI & TO lts ON.

CONTINUED

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF Outer marker

Check altitude over OM on BARO ALTM and acknowledge "CHECK" if indication is within allowable tolerances, or report ("MINUS/PLUS ..... ) if not.

Shortly before OM call out "OUTER MARKER" and verify published altitude over OM e.g. "ALTITUDE TWO THOUSAND FIVE HUNDRED FEET".

Note: The crew shall take into account the altitude corrections for a low temperature. [AT45] Passing IAS 160 kt Order "FLAPS TWENTY FIVE".

Check IAS is 160 kt or less and call out "SPEED CHECKED". Select FLAP lever to 25. Observe the moving on the flaps position indicator.

[AT45] When flaps position indicator shows 25

Check EXT flag disappeared. Report "FLAPS TWENTY FIVE SET".

Passing IAS 150 kt Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"].

Check IAS is 150 kt or less and call out "SPEED CHECKED". Select FLAP lever to 30 [AT45 - 35]. Observe the moving on the flaps position indicator.

When flaps position indicator shows 30 [AT45 - 35]

Check EXT flag disappeared. Report "FLAPS THIRTY SET" [AT45 - "FLAPS THIRTY FIVE SET"].

Note: Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar is

going to be used, on PF decision one CM will select TERR, the other one will select RDR.

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF [AT72] Order " CONDITION

LEVERS EIGHTY SIX", if CLs have not been already set to 86%NP. [AT43] Order "CONDITION LEVERS MAX RPM". Adjust PLs to maintain VAPP. Order "LANDING CHECK LIST".

[AT72] If CLs have not been already set to 86%NP advance CLs smoothly to adjust 86%NP and report "CONDITION LEVERS EIGHTY SIX SET". [AT43] Advance CLs smoothly to MAX RPM and report "MAX RPM SET". Read the check list.

When the checklist is completed

Report "LANDING CHECK LIST COMPLETED".

Note: CAT II APP - Landing configuration and stabilized flight path with the speed not exceeding VAPP + 20 kt shall be established and the LANDING CHECK LIST shall be completed not later than 1000 ft RA. If not, go around shall be initiated. The VAPP shall be maintained between 500 ft RA and 20 ft RA.

1000 ft RA

Verify and acknowledge "CHECK".

Check CAT II and DUAL CPL on ADU and call out "ONE THOUSAND, CAT TWO, DUAL COUPLING". Select FD BARS SW to OFF.

Failures occurring during approach should always lead to a missed approach procedure unless : - visual conditions are achieved, or - relevant procedure has been fully applied and a new appropriate DH has been set at or above

1000 ft RA. BELOW 1000 FT RA NO RECONFIGURATION IS ALLOWED TO CONTINUE A PRECISION APPROACH DOWN TO CAT II MINIMA.

CONTINUED

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ATR 42-500

CONTINUED

Conditions CM 1 - PF CM 2 - PNF 500 RA Call out "FIVE HUNDRED" If landing configuration and stabilised flight path with the speed not exceeding VAPP + 10 kt is established and the LANDING CHECK LIST is completed

Acknowledge "CHECK"

Call out "STABILIZED"

If landing configuration and stabilised flight path with the speed not exceeding VAPP + 20 kt is not established and the LANDING CHECK LIST is not completed

Call out "GO AROUND" and initiate Go around procedure

Call out "NOT STABILIZED"

DH + 100 ft Monitor outside visual references (head up/head down scanning).

Verify RA and call out "APPROACHING MINIMUM".

DH Check if visual conditions are sufficient and the aircraft position suitable to continue for landing. Call out a decision to continue for landing or to go around, as appropriate.

Verify RA and call out "MINIMUM".

• VISUAL REFERENCE AT DH AND FLIGHT PATH OK Call out: "LANDING" RA 90 - 30 ft Disconnect AP

[AT43/45 - not below 80 ft] [ATR 72 - not below 50 ft]

Call out RA: "EIGHTY, FIFTY" Scanning HD

RA 20 - 0 ft Retard PL and flare Call out RA: "TWENTY, TEN" • NO VISUAL REFERENCE AT DH OR FLIGHT PATH NOT OK INITIATE GA PROCEDURE

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ATR 42-500

List of failures - crew action

FAILURE ACTION H > 1000 ft RA ACTION H < 1000 ft RA COMMENTS

Flap failure, jammed above 15 [AT45 - 25] position

continue the approach increase VAPP (flaps 30 [AT45 – flaps 35]) by 10 kt apply associated PROCEDURES FOLLOWING FAILURES

not applicable

[AT45/72] first MFC module

apply associated PROCEDURES FOLLOWING FAILURES continue the approach

DC generator apply associated PROCEDURES FOLLOWING FAILURES continue the approach

missed approach procedure

ACW generator apply associated PROCEDURES FOLLOWING FAILURES continue the approach

loss of one CRT apply associated PROCEDURES FOLLOWING FAILURES continue the approach

LOC/GS excess deviation

not applicable H<500 ft RA missed approach

procedure

hydraulic failure apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima if necessary

missed approach procedure

CONTINUED

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CONTINUED

FAILURE ACTION H > 1000 ft RA ACTION H < 1000 ft RA COMMENTS

Flaps failure, jammed between 0 and 15 [AT45 – 0 and 25] position

apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

not applicable

[AT45/72] second MFC module

apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

engine failure apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

Standby horizon flag revert to CAT I minima radio altimeter warning apply associated

PROCEDURES FOLLOWING FAILURES revert to CAT I minima

missed approach procedure

ATT/PIT/ROLL warning on any EFIS

apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

First action before switching AHRS is to refer to "STBY HORIZON" to determine the wrong AHRS

HDG warning on any EFIS

apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

First action before switching AHRS is to refer to "STBY COMPASS" to determine the wrong AHRS

LOC/GS/ILS warning on any EFIS

apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

CONTINUED

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CONTINUED

FAILURE ACTION H > 1000 ft RA ACTION H < 1000 ft RA COMMENTS

loss both CRT on one side

apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

* loss of any ADC apply associated PROCEDURES FOLLOWING FAILURES revert to CAT I minima

AP disengage try to recover, if impossible revert to CAT I minima

missed approach procedure

loss of ADU apply associated PROCEDURES FOLLOWING FAILURES perform a CAT I minima manual approach

loss of CAT II capability (triple click)

try to recover, if impossible revert to CAT I minima

* Note: If only one ADC is lost, message "CAT II INVALID" will be not displayed on ADU.

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CAT II CAT I NON - PRECISION PROCEDURES AND TECHNIQUES 2.02.23 ILS Stand-by transmitter NO EFFECT NO EFFECT NO EFFECT P 27 OK Outer Marker NO EFFECT if replaced by published equivalent position Not applicable

F.C.O.M LOW VISIBILITY OPERATIONS JAN 07 Middle Marker NO EFFECT NO EFFECT NO EFFECT unless used as MAPT TD-Zone RVR ass.-system May be replaced by mid RVR1)

NO EFFECT NO EFFECT Midpoint and Stopend RVR NO EFFECT NO EFFECT NO EFFECT CATEGORY I MINIMA Anemometer for RWY in use NO EFFECT if other ground source is available DH FULL INTER BASIC NIL Ceilometer NO EFFECT NO EFFECT NO EFFECT 200 ft 550 m 700 m 800 m 1 000 m Approach lights NOT ALLOWED Minima as for NIL facilities Minima as for NIL facilities 201 – 250 ft 600 m 700 m 800 m 1 000 m APP lights except last 210 m NOT ALLOWED Minima as for BASIC facilities Minima as for BASIC facilities 251 – 300 ft 650 m 800 m 900 m 1 200 m APP lights except last 420 m NO EFFECT Minima as for INTER facilities Minima as for INTER facilities > 300 ft 800 m 900 m 1 000 m 1 200 m Stand-by Power for APP-lights RVR as for CAT I BASIC facilities RVR as for CAT I BASIC facilities NO EFFECT NON-PRECISION APP MINIMA Whole RWY lights system NOT ALLOWED Minima as for basic facilities, Day only MDH FULL INTER BASIC NIL Edge lights Day only! Day only! Day only! 250 – 299 ft 800 m 1 100 m 1 300 m 1 500 m Centerline lights RVR 300 m day, RVR 550 m night! NO EFFECT NO EFFECT 300 – 449 ft 1 000 m 1 300 m 1 400 m 1 500 m CL spacing increased to 30 m NO EFFECT NO EFFECT NO EFFECT 450 – 649 ft 1 200 m 1 500 m 1 500 m 1 500 m TD-zone lights RVR 300 m day, RVR 550 m night! NO EFFECT NO EFFECT > 650 ft 1 400 m 1 500 m 1 500 m 1 500 m Stand-by Power: RWY lights NOT ALLOWED NO EFFECT NO EFFECT Circling Approach TWY-lights NO EFFECT, except delays due to reduced movement rate MDH: 500 ft Vis: 1 600 m 1) If approved by State of the Aerodrome, RVR may be reported by human observation. Visual Approach

TAKE-OFF RVR / VISIBILITY MINIMUM EQUIPMENT LIST CAT II APPROACH Visibility ≥ 1 500 m and reported RVR / VIS ≥ 800 m Facilities RVR / Visibility (Note 1) AUTOPILOT 1 DEFINITION

NIL (Day only) 500 m FD BARS SW 1 (on CM1 side) AP QUICK DISCONNECT 1 (on CM1 side)

FULL: HI / MIALS 720 m or more, THR Lights, RWY edge lights, RWY end lights and RWY Markings. Lights must be on. RWY Edge lighting and / or centerline

marking 250 / 300 m (Note 3) ADU 1

RWY Edge and CL lighting 200 / 250 m ILS RECEIVER 2 INTER: HI / MIALS 420 – 719 m, THR lights, RWY edge lights, RWY end

lights and RWY Markings. Lights must be on. [AT43] EXCESS. DEVIATION ALERT

ON EFIS 2 RWY Edge and CL lighting and multiple RVR information 150 / 200 m (Note 2)

AHRS 2 STBY HORIZON 1

BASIC: HI / MIALS 419 m or less or any length of ALS, THR lights, RWY edge lights, RWY end lights and RWY Markings. Lights must be on.

CRT 3 SGU 2

RADIO ALTIMETER 1 (with 2 indications) DH INDICATION 2

NIL: THR lights, RWY edge lights, RWY end lights, RWY Markings or no lights at all.

Required lights must be on for night operations at least THR lights, RWY edge lights and RWY end lights.

ALTERNATE MINIMA PLANNING

HIRCL lights spaced 15 m or less, HIRL spaced 60 m or less, 90 m visual segment, required RVR achieved for all relevant reporting points, both CMs qualified.

125 m. ALL sectors. Low Visibility Procedures must be in

force AP DISCONNECT ALERT (AURAL +

VISUAL) 1 CAT II CAT I (RVR)

GA – PUSH BUTTON 1 (on CM1 side) CAT I Non-precision approach (RVR). Ceiling at or above MDH WIPER 1 (on CM1 side)

YAW DAMPER 1 NON-PRECISION Non precision approach (RVR + 1 000 m). Ceiling at or above MDH + 200 ft

AIR SPEED INDICATOR 2 (ADC 1 + 2 MUST BE OPERATIVE) Circling Circling minima HYDRAULIC SYSTEM Blue + Green RVR Conversion ELECTRICAL SYSTEM 1 DC GEN + 1 ACW GEN

Notes: 1) The reported RVR / Visibility value representative or the initial part of the take-off run can be replaced by pilot assessment.

2) The required RVR value must be achieved for all of the relevant RVR reporting points with the exception given in Note 1).

3) For night operations at least runway edge and runway end lights are required [AT43] CCAS CAC must be operative

Lighting elements in operations Day Night

[AT45/72] MFC MODULES 3 HIALS / HIRL 1,5 2 Low visibility procedures must be in force and transmitted by ATC for Take-off below 400 m RVR or see OM-A, Chapter 8.1.3.5 Lighting other than above 1 1,5 Minimum Equipment Required for LVTO No lighting 1 N/A

No conversion for CAT II, TO

and LVTO

DECISION HEIGHT CAT II MINIMA CAT II

100 – 120 ft 300 m 121 – 140 ft 400 m

Following equipment must be operative for LVTO operations: FD (on both sides), ADU, AHRS 2, STBY HORIZON, CRT 4, SGU 2, ADC 2, ASI 3, RMI 2, WIPERS 2, YD, CAP, GPWS, EEC or ECU 2, ATPCS, [AT45] PEC CHANNELS 2, [AT 45] PEC SGL CH LT 2, Hydraulic System all pumps, DC and ACW 2, INVERTERS 2, BATTERY CHARGERS 2, MFC 4 or CCAS (CAC), ANTI SKID all parts, NOSEWHEEL STEERING, LDG and TAXI T/O Lights 2 (for night operation)

450 m

Tailwind 10 kt [AT45 - 13 kt] Crosswind 15 kt [AT43 – 20 kt] [AT45 - 25 kt] Headwind: [AT43 - 25 kt], [AT45/72 – 30 kt] 141 ft and >

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P 1 OK

F.C.O.M. EMERGENCY DESCENT JAN 07

ATR 42-500

CM CONDITIONS Unable to control cabin pressure with airplane above 14 000 ft MSL or conditions require a rapid descent. Note: An emergency descent may also become necessary for other reasons then pressurization problems. (E.g. fire or smoke inside the aircraft). Under such circumstances it may become necessary to modify the following procedure. PROCEDURES

PNF (PF)..Call out e.g. "RAPID DECOMPRESSION" CM1 .........Check indication on Cabin Press Indicator and order "EMERGENCY DESCENT, MEMORY

ITEMS".

PF/PNF ....Put on oxygen mask. Establish crew communication.

PF ............Retard both PLs to FI. PNF..........Call out "POWER LEVERS FLIGHT IDLE" and check PLs position. PNF..........Put hand on CLs, call out "CONDITION LEVERS MAX RPM" and advance both CLs to MAX

RPM [AT45 - 100 OVRD]. PNF..........Select all exterior lights ON. PNF.......... [AT43/72] Set ENG START rotary selector to CONT. RELIGHT. PNF..........Select signs ON.

PNF..........Advise ATC about emergency descent e.g.: "MAY DAY, MAY DAY, MAY DAY, CSA FIVE

SEVEN SEVEN EMERGENCY DESCENT". Advise cabin crew on the PA of impending rapid descent.

PF ............Set FL100 or MEA whichever is higher.

Initiate emergency descent by IAS mode with AP engaged and selecting an appropriate speed. Order "EMERGENCY DESCENT CHECK LIST".

PNF..........Perform the check list, report "EMERGENCY CHECK LIST COMPLETED" when the check

list is completed and clear the CAP.

Page 723: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES AND TECHNIQUES 2.02.24

P 2 OK

F.C.O.M. EMERGENCY DESCENT JAN 07

ATR 42-500

COMMENTS

Both pilots shall decide if oxygen is required, taking into consideration the present aircraft altitude and time required to descent below 10 000 ft cabin altitude.

Above level 20 000 ft oxygen must be used with N / 100% rocker in 100% position. N position may be used below 20 000 ft if air in the cabin is not contaminated. Put off oxygen mask when they are no longer required and resume normal communication.

Maximum airspeed is MMO / VMO.

If structural damage is suspected, use the flight controls with care and reduce speed as appropriate. Landing gear may be extended in order to increase the rate of descent.

If turbulent air is encountered or expected, reduce speed to VRA.

Notify ATC of the nature of the emergency encountered and state intentions. In the event ATC cannot be contacted, select code 7700 or transmit the distress message on 121,5 MHz. Only VHF 1 is available on battery.

CL are selected MAX RPM [AT45 – 100 OVRD] to increase drag and consequently to increase the rate of descent.

Page 724: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.00

P 1 OK

F.C.O.M. CONTENTS JAN 07

ATR 42-500

2.03.00 ........... CONTENTS

2.03.01 ........... FOREWORD

2.03.02 ........... PRELIMINARY

2.03.03 ........... PANEL SCAN SEQUENCE

2.03.04 ........... FLIGHT PREPARATION

2.03.05 ........... EXTERIOR INSPECTION

2.03.06 ........... PRELIMINARY COCKPIT PREPARATION

2.03.07 ........... COCKPIT PREPARATION

2.03.08 ........... FINAL COCKPIT PREPARATION

2.03.09 ........... BEFORE START

2.03.10 ........... ENGINE START

2.03.11 ........... TAXI

2.03.12 ........... BEFORE TAKE OFF

2.03.13 ........... TAKE OFF

2.03.14 ........... AFTER TAKE OFF

2.03.15 ........... CLIMB

2.03.16 ........... CRUISE

2.03.17 ........... DESCENT

2.03.18 ........... INITIAL APPROACH

2.03.19 ........... ILS APPROACH

2.03.20 ........... VOR/LOC/BC APPROACH

2.03.21 ........... NDB APPROACH

2.03.22 ........... GO AROUND

2.03.23 ........... LANDING

2.03.24 ........... AFTER LANDING

2.03.25 ........... PARKING

2.03.26 ........... LEAVING THE AIRCRAFT

2.03.27 ........... EXTERIOR LIGHTS

2.03.28 ........... CHECKLISTS

Page 725: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.01

P 1 OK

F.C.O.M. FOREWORD JAN 07

ATR 42-500

This Chapter is composed to be valid for the entire ATR fleet. The version differences are distinguished according to the following: [ATxx] this symbol means that the following paragraph refers only to the version written

in parentheses value [ATxx - value] the value in front of the parentheses is valid for the entire ATR fleet except the

version written in parentheses. ATxx means: AT43 - ATR 42-320

AT45 - ATR 42-500 AT72 - ATR 72-202

Some specific conditions (RNAV, CAT II) may be also written in parentheses. In these cases, the philosophy of the parentheses use is identical with the aircraft version marking.

Page 726: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.02

P 1 OK

F.C.O.M. PRELIMINARY JAN 07

ATR 42-500

Following sections provide expanded information related to normal procedures. Normal procedures consist of inspections, preparations and normal check lists. All items are listed in a sequence following a standardized scan of the cockpit panels except when required by the logic of actions priority, to ensure that all actions are performed the most efficient way. Normal procedures are divided into phases of flight and accomplished by recall. In the following assignations: - 1 refers to the crew member in the left hand seat - 2 refers to the crew member in the right hand seat - PF refers to pilot flying - PNF refers to the pilot non flying - PF+PNF (1+2) item is performed by both pilots - 1/2 item is performed by CM 1 or CM 2. After completion of a given procedure, the related normal check-list is used. The normal check-list developed by the manufacturers includes only the items that may have a direct impact on safety and efficiency if not correctly accomplished. All normal check-lists are initiated at the pilot’s flying (or CM1 during ground operation) command. Some normal procedures which are non routine will be found in chapters 2.02 «PROCEDURES AND TECHNIQUES» and 3.11 «SPECIAL OPERATIONS». All steps have to be performed before the first flight of the day or following a crew change or maintenance action. Transit steps are the only ones to be completed after a transit stop. They are grouped in the FINAL COCKPIT PREPARATION. If there is any doubt as to whether the application of transit procedures covers all safety aspects, the complete preparation must be accomplished. For all the procedures described in this part, standard operation is basically assumed, i.e. ENG 2 starting in Hotel mode. However, the procedures also include the use of GPU.

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Page 729: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 730: 210769303 Flight Crew Operating Manual Atr42 500 CSA

-- The crew will verify the technical status of the aircraft in respect to airworthinessacceptability of malfunction and influence on the flight plan, using all necessaryoperator’s documents, in particular MEL (Minimum Equipment List).

R

DEC 05

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Page 736: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 737: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 738: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.06

P 1 OK

F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

ATR 42-500

The following procedure will be performed prior to the powering of the aircraft either by maintenance or the F / O as appropriate. Completion ensures there will be no danger to A / C and personnel when powering the systems. [AT72] DOORS - In cooperation with Cabin Crew check function of the Cockpit Door Locking system. - Cockpit communication hatch maintained opened. [AT43/45] DOORS - In cooperation with Cabin Crew check function of the lock on the door separated the forward cargo

compartment and passenger compartment. - Cockpit communication hatch maintained opened. [AT45/72] CARGO DOOR CONTROL PANEL COVER MFC 1A and 2A are directly supplied if the cargo door control panel cover is not closed and auto-check has been performed when voltage applied. Therefore full MFC check as described here after, could not be visually observed. In this case, reset MFC 1A and 2A. [AT45/72] BATTERIES - Set BAT toggle sw to ON - Check MFC 1A and 2A FAULT lights flash - Check MFC 1A and 2A FAULT lights extinguish and MFC 1B and 2B FAULT light flash - Check MFC 1B and 2B FAULT lights extinguish - Check EMER BUS and ESS BUS supply ind.: arrows illuminated - Check UNDV lt extinguished [AT43] BATTERIES - Set BAT toggle sw to ON

• Check EMER BUS and ESS BUS supply ind.: arrows illuminated • Check UNDV It extinguished Note: When waiting for start up clearance on batteries only, it is recommended to switch OFF:

- HF (if applicable) - Navigation instruments (VOR 1, ADF 1, ATC 1 and if applicable: OMEGA 1) - Fuel pumps - Minimum cabin lights (if possible)

LATERAL AND OVERHEAD C / B PANELS - Check that all C / Bs are set, reset as applicable.

Page 739: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.06

P 2 OK

F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

ATR 42-500

EMERGENCY EQUIPMENT - Check:

• exit hatch close, handle locked and safetied, escape rope stowed • life jackets stowed (if installed) • axe stowed • flashlights stowed • smoke goggles stowed • portable fire extinguisher safetied, and pressure within the green area • oxygen masks stowed • L/ G emergency extension handle stowed, cover closed • Protective glove

PARKING BRAKE - Check BRAKE ACCU pressure - Use HYD AUX PUMP pb if necessary - Set handle to PARKING ENGINE - Both PL on GI. - Both CL on FUEL SO. - Both EEC [AT43 - ECU] selected ON. - [AT45] Both PEC selected ON. - ATPCS TEST

- Turn ATPCS to the left and select ARM. - Check ATPCS ARM green light illuminates. - Set ATPCS selector to ENG 1 position. - CHECK ENG 2 UPTRIM light illuminates. - 2 sec later check ATPCS ARM light extinguishes. - Apply same procedure for ENG 2.

FLIGHT CONTROLS - Check GUST LOCK engaged - Check / Set FLAPS control lever position to agree with actual flaps position LANDING GEAR - Check control lever DOWN. PROPELLER BRAKE (Hotel mode only) - Check ON lt illuminated, UNLK lt extinguished. - Check PROP BRK lt illuminated on MEMO panel.

Page 740: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.06

P 3 OK

F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

ATR 42-500

WIPERS - Check both WIPER rotary selectors at OFF position. ENG 2 FIRE PROTECTION (only without use of GPU) - Check ENG 2 fire handle IN and latched. - Extinguish any white It. - Depress SQUIB TEST pb and check both AGENT SQUIB It illuminate. - Select TEST sw on FIRE and check:

• ENG FIRE red It illuminates into associated fire handle • CCAS is activated (CRC + MW It flashing red + ENG 2 FIRE red It on CAP) • FUEL SO red light illuminates in CL 2 if temporarily selected out of FUEL SO.

[AT43] Note: On BAT only the LH loudspeaker will generate aural alerts.

- Select TEST sw on FAULT and check:

• both LOOP A and LOOP B FAULT It illuminate. COM - Set VHF 1 to ON. BEACON (Before propeller running) - Set BEACON switch to BEACON.

Page 741: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.06

P 4 OK

F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

ATR 42-500

ENGINE 2 START IN HOTEL MODE (only without use of GPU) Note: 1. Do not start engine 2 in Hotel mode if tail wind component exceeds 10 kt. 2. Prior to starting engine 2 in Hotel mode, the service door should be closed to avoid

penetration of exhaust gas into the cabin. 3. Oil pressure indication is not available during start up form battery. - Select ENG 2 fuel PUMP ON. Check RUN light illuminates, FEED LO PR light extinguished,

LP VALVE in line and X FEED VALVE X line. - Check EEC FAULT light extinguished [AT43 - Check ECU FAULT light illuminates]. - Set ENG START rotary selector to START A or START B or START A+B (as appropriate). - Announce "ENGINE NUMBER TWO IN HOTEL MODE", depress START 2 pb. - Check START 2 pb ON light illuminates. - Call out "NH" when NH increase. - Advance CL to FTR between 15% and 20% NH.

Note: However the minimum NH is 10% the higher value causes the lowering of the ITT peak during engine start sequence.

- Start timing. - Call out "FEATHER". - Monitor light up within 10 seconds and within ITT limits for starting. - Call out "ITT" when ITT increases. Stop and reset clock. - [AT43] Monitor ECU fault light extinguishes when NH passing 25% and call out "ECU". Reset, if

ECU fault light still lit. - Call out "FORTY FIVE" when NH passing 45%. - Check START 2 pb ON light extinguish and call out "STARTER OFF". - Call out "OIL PRESSURE" when oil pressure passing 40 PSI.

Note: Positive oil pressure should be observed after DC generator is connected to the DC BUS1 (61,5% NH).

- Check engine parameters stabilised at idle value at ISA, sea level - ITT about 380°C ± 50°C - NH about 67% [AT43 - 66%] - FF about 110 kg/h [AT43 - 80 kg/h]

- Report "PARAMETERS STABILISED". - Set ENG START rotary selector to OFF-START ABORT. Note: If any malfunction during engine start is observed (such as NO ITT, NO NH, ITT tends to

exceed limits, etc.) abort engine start up immediately. Set CL to FUEL SO and set ENG START rotary selector to OFF-START ABORT. Then apply a relevant check list.

Page 742: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.06

P 5 OK

F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

ATR 42-500

CAUTION: DO NOT USE ENG 2 in HOTEL MODE:

- without a qualified person (flight crew or maintenance) in the cockpit. - when tail wind component exceeds 10 kt (gust included). In this case, propeller must

be unfeathered rapidly to take advantage of the air flow created by the propeller rotation and consequently to avoid exhaust gas return flow in the nacelle.

- Do not unfeather right propeller until it is visually confirmed that the prop brake red UNLK light extinguishes.

MAIN ELEC PWR - If GPU not used:

• Scan MAIN ELEC PWR panel: no amber It illuminated except DC GEN 1 FAULT It.

- If GPU used: • Check DC EXT PWR AVAIL light illuminated. • Select DC EXT PWR ON. • Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN FAULT lights.

FUEL - Check FUEL QTY ind. operative. - Reset Fuel used.

ANN LT - Set ANN LT switch to TEST and, check that all lights illuminate; then return to BRT or DIM as

required.

AIR BLEED / COMPT TEMP Scan AIR BLEED / COMPT TEMP panel:

- In Hotel mode • No amber or white light illuminated and X VALVE OPEN.

- If GPU used • Extinguish any white light except ENG 1 BLEED FAULT and ENG 2 BLEED FAULT.

- If neither GPU nor propeller brake used: • No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT.

[AT43] Note: 1) In order to improve air conditioning, and provided PROP BRK is removed, PROP BRK switch may be set to ON (but ON light will not illuminate). It will open the X FEED and supply the PACK 1.

2) Before taxi, release PROP BRK switch and check that AIR BLEED X FEED OPEN light extinguishes and advance RH CL to MAX RPM

AVIONICS VENT - Check OVBD VALVE CTL switch guarded in AUTO position. - Check no amber or white light.

Page 743: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 745: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.07

P 3 OK

F.C.O.M. COCKPIT PREPARATION JAN 07

ATR 42-500

EMER LOC XMTR (when installed) - Check sw to AUTO, guarded and Iockwired. SELCAL CODE SELECTION PANEL (when installed) - As required. AIR BLEED/COMPT TEMP - If GPU not used

. Check COMPT and DUCT ind. show realistic values with COMPT SEL on FLT COMPT and CABIN.

- IF GPU used . Extinguish any white light. . COMP TEMP selectors as required.

OXYGEN - Check oxygen high pressure indication. - Check oxygen duration chart in the 2.01.05 to determine that quantity is sufficient for the scheduled

flight. - Select MAIN SUPPLY ON check pb It extinguished. - Check FAX SUPPLY OFF. COMPT SMK Depress SMK TEST pb to check smoke detectors. When the test is finished, reset AVIONICS VENT EXHAUST MODE ph to restart extract fan.

Page 746: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.07

P 4 OK

F.C.O.M. COCKPIT PREPARATION JAN 07

ATR 42-500

PEDESTAL FDEP (if installed) - Check FDAU time base, adjust if necessary. - Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available).

TRIMS DAILY CHECK, FOR THE FIRST FLIGHT OF THE DAY - Check PITCH, ROLL and YAW TRIM operation as follows:

- Check the normal TRIM activation in both directions by depressing simultaneously both control rocker switches

- For few seconds depress independently each single control rocker switch and check the non-activation of the corresponding TRIM in both possible directions

- Reset TRIMS as required for take off

BEFORE EACH FLIGHT - Check PITCH, ROLL and YAW TRIM operation. - Check STBY PITCH TRIM operation, check sw guarded in OFF position.

COMMUNICATION - Check transmission and reception of radio communication - In cooperation with CC check quality of passenger address and interphone system transmission.

ADF - Select ADF.

XPDR - Select FID and insert Flight ID. - Select STBY.

IDLE GATE - Check It extinguished and amber band visible on the lever.

EMER AUDIO CANCEL - Check sw guarded and lockwired.

RADAR - Select STBY mode.

EFIS CONTROL PANELS - Select EADI ON - check composite mode. - Select EHSI ON - check normal display. - Select EADI and EHSI brightness as necessary. - Select BRG’s as required.

ATC - Select STBY on proper ATC:

odd days: ATC 1 even days: ATC 2

Page 747: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.07

P 5 OK

F.C.O.M. COCKPIT PREPARATION JAN 07

ATR 42-500

TCAS - STBY/TEST.

CTR INSTRUMENT PANEL (CAPT) TAT-SAT / TAS - Select proper ADC:

odd days: ADC 1 even days: ADC 2 Cross check TAT value with control tower information.

STBY INSTRUMENTS - Check no flags. - Pull knob to erect standby horizon if necessary. PWR MGT - Check rotary selector on T/O. - Check SYNPHR ON (OFF Lt extinguished). ENG 1 INSTRUMENTS - Check

OIL PRESS: 0 OIL TEMP: realistic indications FUEL TEMP: realistic indications FF: O / FU: 0 NH: 0 ITT: realistic indications NP: 0 TQ : 0, target bug: realistic indication (crosscheck with ENG 2).

ENGINE CONTROLS - Extinguish any white Lt.

Page 748: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 750: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 751: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.07

P 9 OK

F.C.O.M. COCKPIT PREPARATION JAN 07

ATR 42-500

F/O INSTRUMENT PANEL

VSI - Check no flag and pointer indicates zero. EHSI / RMI - Crosscheck heading information. ALTIMETER - Check no flag EADI -Check no flag ASI - Check no:

No flag Airspeed pointer indicates 0. VMO pointer indicates 250 kt.

APM Test P/B - Push and hold as long as the test continues (max. 5 sec.) CLOCK - Check time, adjust if necessary.

Page 752: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.08

P 1 OK

F.C.O.M. FINAL COCKPIT PREPARATION JAN 07

ATR 42-500

CM ENGINE 2 START IN HOTEL MODE Note: 1. Do not start engine 2 in Hotel mode if tail wind component exceeds 10 kt. 2. Prior to starting engine 2 in Hotel mode, the service door should be closed to

avoid penetration of exhaust gas into the cabin.

1/2 ...........Select ENG 2 fuel PUMP ON. Check RUN light illuminates, FEED LO PR light extinguished, LP VALVE in line and X FEED VALVE X line.

1/2 ...........Check EEC FAULT light extinguished [AT43 - Check ECU FAULT light illuminates]. 1/2 ...........Set ENG START rotary selector to START A or START B or START A+B (as appropriate). 1/2 ...........Announce "ENGINE NUMBER TWO IN HOTEL MODE", depress START 2 pb. 1/2 ...........Check START 2 pb ON light illuminates. 1/2 ...........Call out "NH" when NH increase. 1/2 ...........Advance CL to FTR between 15% and 20% NH.

Note: However the minimum NH is 10% the higher value causes the lowering of the ITT peak during engine start sequence.

1/2 ...........Start timing. 1/2 ...........Call out "FEATHER". 1/2 ...........Monitor light up within 10 seconds and within ITT limits for starting. 1/2 ...........Call out "ITT" when ITT increases. Stop and reset clock. 1/2 ........... [AT43] Monitor ECU fault light extinguishes when NH passing 25% and call out "ECU".

Reset, if ECU fault light still lit. 1/2 ...........Call out "OIL PRESSURE" when oil pressure passing 40 PSI. 1/2 ...........Call out "FORTY FIVE" when NH passing 45%. 1/2 ...........Check START 2 pb ON light extinguish and call out "STARTER OFF". 1/2 ...........Check engine parameters stabilised at idle value at ISA, sea level

- ITT about 380°C ± 50°C - NH about 67% [AT43 - 66%] - FF about 110 kg/h [AT43 - 80 kg/h] 1/2 ...........Report "PARAMETERS STABILISED". 1/2 ...........Set ENG START rotary selector to OFF-START ABORT. 1/2 ...........Disconnect GPU.

Note: If any malfunction during engine start is observed (such as NO ITT, NO NH, ITT tends to exceed limits, etc.) abort engine start up immediately. Set CL to FUEL SO and set ENG START rotary selector to OFF-START ABORT. Then apply a relevant check list.

Page 753: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.08

P 2 OK

F.C.O.M. FINAL COCKPIT PREPARATION JAN 07

ATR 42-500

CM 1/2 ...........Select EMER EXT LTS sw to ARM. 1/2 ...........Select ENG 2 bleed ON. Check ENG 2 BLEED FAULT light extinguishes. FINAL COCKPIT PREPARATION 1 ..............SIGNS

- Select NO SMOKING and SEAT BELTS - Check MEMO panel. 2 ..............LANDING ELEVATION - If QNH is used, set landing field elevation. - If OFE is used, set 0. 2 ..............ATIS - Obtain ATIS information 1-2 ...........ALTIMETERS

- Set baro reference - Check indications - Set white bugs to single engine acceleration altitude and acceleration altitude.

2 ..............COM / NAV - Set COM / NAV frequencies. 1 ..............FUEL QUANTITY

- Test FUEL QTY and check LO LVL. - Check both tanks are loaded symmetrically and total corresponds to requested fuel.

1-2 ...........SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS - Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals

(should be performed when rudder is in neutral position). 1 ..............Order "FINAL COCKPIT PREPARATION CHECK LIST". 2 ..............Read the check list and report "FINAL COCKPIT PREPARATION CHECK LIST

COMPLETED" when the check list is completed.

Page 754: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.09

P 1 OK

F.C.O.M. BEFORE START JAN 07

ATR 42-500

CM 1 ..............Receive chief cabin attendant report (number of PAX, doors closure, [AT72 - tail prop

removal]) and check the number of PAX corresponds to the Load Sheet figures. 1 ..............Order "REQUEST START UP". 2 ..............Request and receive start up/departure (if available) clearance from ATC.

Note: On some aerodromes the clearance may be requested several minutes (according to the local procedures) prior to start up.

1-2 ...........BUGS - ASI BUGS: - Set external bugs as follows:

Yellow bug V1 White bug VmLB 0 for normal condition VmLB 15 for icing condition Red bug VmLB 0 for icing condition Green bug VmHB 0 for icing condition

- Set inner bug to V2.

1 .............. - TQ BUGS Set manual bugs to TO value Note: As a crosscheck procedure, TO torques should be computed, by using power

setting torque tables with a temperature not measured through aircraft systems.

2 ..............MPC Weight rotary selector - Set minimum weight on the rotary selector Note: To take into account the new value, position has to be changed (even if actual

weight is the same as one on previous flight)

- Set actual T/O weight

1 ..............TRIMS - Reset ROLL and YAW trims to zero. - Set PITCH trim for take off.

1 ..............Check that all lights are extinguished on the doors panel.

1 ..............Select BEACON and WING LTS ON.

2 ..............Set XPDR ALT.

1 ..............Order "BEFORE START CHECK LIST".

2 ..............Read the check list and report "BEFORE START CHECK LIST COMPLETED" when the check list is completed.

Page 755: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.09

P 2 OK

F.C.O.M. BEFORE START JAN 07

ATR 42-500

CM WHEN PUSH BACK IS REQUIRED 1 ..............Check that nose wheel steering switch is OFF.

1 ..............Check GPU disconnection.

1 ..............Give signal or verbal order to the ground crew for chocks removal.

1 ..............Order "REQUEST PUSH BACK".

2 ..............Request and receive push back clearance from ATC.

1 ..............Report to the ground crew that the aircraft is ready for push back. On request of the ground crew, release the parking brake and order to commence the push back.

1 ..............When the push back is completed, set parking brake handle to PARK.

1 ..............Check that tow bar is removed. Set the nose wheel steering switch to ON.

Page 756: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.10

P 1 OK

F.C.O.M. ENGINE START JAN 07

ATR 42-500

CM Procedure with ENG 2 running in H-mode.

1 ..............Check GPU disconnection (omit this item if push back has been completed). 1 ..............Receive clear signal from the ground crew.

PROPELLER BRAKE RELEASE 1 ..............Push the AUX HYD PUMP pb. 1 ..............Retard PL down to GI (if applicable) and announce "PROP BRAKE RELEASE". 2 ..............Verify engine 2 and propeller area clear and report "RIGHT SIDE CLEAR". 1 ..............Check READY light illuminates on PROP BRAKE and call out "READY". 1 ..............Switch PROP BRAKE OFF and call out "PROP BRAKE OFF". 1 ..............Check UNLK light illuminates and call out "UNLOCK". 1 ..............Check UNLK light and prop brake blue light extinguish on prop brake control panel and on

memo panel and call out :"PROPELLER BRAKE RELEASED".

1 ..............Monitor NP increase and call out "NP".

1 ..............Report "PARAMETERS STABILISED" when NP stabilized (15%) and advance CL to MAX RPM [AT45 - AUTO]. Call out "MAX RPM" [AT45 - "AUTO"].

1 .............. [AT45] Check single channel light illuminates then extinguishes and call out "SINGLE CHANNEL".

1 ..............Check low pitch light illuminates and call out "LOW PITCH". Check NP is stabilised at 70,8% [AT45 - 71%].

1 ..............Check all lights on ACW ELEC PWR overhead panel extinguished except ACW GEN 1 FAULT.

1 ..............Check all lights on HYD PWR overhead panel extinguished.

2 ..............Select FLAP lever to 15. Observe moving on the flaps position indicator and when indicating 15 check EXT flag disappeared.

2 ..............Perform ANTI SKID test: press test pb, four F lights illuminate. Check all F lights are extinguished after test sequence (approx. 6 sec).

2 ..............Set ANTI ICING as required, check ICING AOA light.

2 ..............Set PROBE and WINDSHIELD HTG ON.

2 ..............Check no OFF (except ENG 1 BLEED and fuel PUMP) or fault lights (except DC GEN 1 and ACW GEN 1) on OVHD PANEL.

1 ..............Check no warning or caution lights on the CAP except PRKG BRK, ELEC, FUEL and AIR.

2 ..............Record ENG 2 start up time.

Page 757: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.10

P 2 OK

F.C.O.M. ENGINE START JAN 07

ATR 42-500

CM ENGINE 1 START

1 ..............Receive clear signal from the ground crew.

1 ..............Verify engine 1 and propeller area clear and report "LEFT SIDE CLEAR".

1 ..............Order (if engine 1 start up is to be performed by CM2) "START ENGINE NUMBER ONE" and monitor starting.

1/2 ...........Select ENG 1 fuel PUMP ON. Check RUN light illuminates, FEED LO PR light extinguished, LP VALVE in line and X FEED VALVE X line.

1/2 ...........Check EEC FAULT light extinguished [AT43 - Check ECU FAULT light illuminates].

1/2 ...........Set ENG START rotary selector to START A or START B or START A+B (as appropriate).

1/2 ...........Announce "ENGINE NUMBER ONE", depress START 1 pb.

1/2 ...........Check START 1 pb ON light illuminates.

1/2 ...........Call out "NH" when NH increase.

1/2 ...........Advance CL to FTR between 15% and 20% NH. Note: However the minimum NH is 10% the higher value causes the lowering of the ITT

peak during engine start sequence.

1/2 ...........Start timing.

1/2 ...........Call out "FEATHER".

1/2 ...........Monitor light up within 10 seconds and within ITT limits for starting.

1/2 ...........Call out "ITT" when ITT increases. Stop and reset clock.

1/2 ........... [AT43] Monitor ECU fault light extinguishes when NH passing 25% and call out "ECU". Reset, if ECU fault light still lit.

1/2 ...........Call out "OIL PRESSURE" when oil pressure passing 40 PSI.

1/2 ...........Call out "FORTY FIVE" when NH passing 45%.

1/2 ...........Check START 1 pb ON light extinguish and call out "STARTER OFF".

1/2 ...........On passing 61,5 % NH, monitor GEN 1 FAULT light and BTC flow bar light extinguished.

1/2 ...........Monitor NP increase and call out "NP".

1/2 ...........When NP stabilized (15%) check engine parameters stabilized at idle value at ISA, sea level

- ITT about 380°C ± 50°C - NH about 67% [AT43 - 66%] - FF about 110 kg/h [AT43 - 80 kg/h]

Page 758: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.10

P 3 OK

F.C.O.M. ENGINE START JAN 07

ATR 42-500

CM

1/2 ...........Report "PARAMETERS STABILISED" and advance CL to MAX RPM [AT45 - AUTO]. Call out "MAX RPM" [AT45 - "AUTO"]. [AT45] Note: During cold weather operations, if engine oil temperature is not in the green

area, it may not be possible to unfeather the propeller thus leading to a PEC Fault. To avoid such a situation, do not unfeather the propeller before the engine oil temperature is in the green area.

1/2 ........... [AT45] Check single channel light illuminates then extinguishes and call out "SINGLE CHANNEL".

1/2 ...........Check low pitch light illuminates and call out "LOW PITCH". Check NP is stabilised at 70,8% [AT45 – 71%].

1/2 ...........Check all lights extinguished on ACW ELEC PWR overhead panel. 1/2 ...........Set ENG START rotary selector to OFF-START ABORT. 2 ..............Record ENG 1 start up time.

Note: If any malfunction during engine start is observed (such as NO ITT, NO NH, ITT tends to exceed limits, etc.) abort engine start up immediately. Set CL to FUEL SO and set ENG START rotary selector to OFF-START ABORT. Then apply a relevant check list.

1/2 ...........Select ENG 1 bleed ON. Check ENG 1 BLEED FAULT light extinguishes. 1/2 ...........Set COMPT TEMP SELECTORS to FULL COLD position. 1 ..............Close the cockpit communication hatch. 1/2 ...........Check no warning or caution lights on the CAP except PRKG BRK and AIR. 1/2 ...........Check no OFF or fault lights (except avionics ventilation mode) on OVHD PANEL.

Note: The AIR light on CAP and the local fault may still be on due to 2 minutes avionics system delay after engine start.

2 ..............Select on AFCS: - assigned (first cleared) altitude - HDG and LO BANK with runway heading - IAS with V2 +5 kt - CPL on PF side. 1+2 ..........Check or set RNAV or V/L source and MAP or ARC mode (as appropriate) on EFIS control

panel. 2 ..............Select 10 NM range on WX control panel. 1+2 ..........Select bearing selectors on EFIS control panel, as required.

Page 759: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.10

P 4 OK

F.C.O.M. ENGINE START JAN 07

ATR 42-500

CM WHEN ENGINES START UP IS COMPLETED 1 ..............Request from the ground crew: chocks removal (omit this item if push back has been

completed), hand signal display on the LH side, inter-phone disconnection. 1/2 ...........Check / set OVBD VALVE AUTO position. 1 ..............Order "AFTER START CHECK LIST". 2 ..............Read the check list and report "AFTER START CHECK LIST COMPLETED" when the

check list is completed.

IF POWER BACK IS REQUIRED 1 ..............Check that nose wheel steering switch is ON and order "REQUEST POWER BACK". 2 ..............Request and receive power back clearance from ATC. 1 ..............Perform power back in accordance with instructions from the ground crew.

CAUTION: The brakes must not be applied during the power back procedure. Use the forward thrust to stop the airplane.

Note: 1. The normal procedure is to start up both engines before taxi. Single engine taxi out is approved only when taxi out time is expected to be longer than normal.

2. Both engines shall be started before taxi if any of the following conditions is met: - first flight of the day or extended parking period (to get a sufficient oil temperature); - if a sharp turn out of parking position is required; - taxiing on slippery aprons or taxiways is expected; - BA 3 or worse are reported; - LVTO is in force.

3. If the ENG 1 is started during taxi, the start up will be initiated on the CM1’s order when the aircraft is clear of parking area and all ground equipment and personnel. The ENG 1 start is performed by the CM 2. All relevant tasks shall have been completed by the CM 1 or CM 2, as appropriate.

Page 760: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.11

P 1 OK

F.C.O.M. TAXI APR 05

ATR 42-500

CM

Note: • Crew must maintain adequate look out, position and traffic awareness and avoid non-pertinent activities during taxi. • Crew must use standard ICAO phraseology, especially call sign, read back, cross

check and clearance limit during taxi. • PF (taxiing pilot) must read back taxi route and taxi clearance limit to PNF (to the

other pilot) before the aircraft begins or continues taxi. 1 ..............Order "REQUEST TAXI".

2 ..............Request and receive taxi clearance from ATC.

1 ..............Read back taxi clearance to CM2.

1 ..............Receive all clear hand signal from the ground crew.

1 ..............Select TAXI & TO LTS ON.

1 ..............Check left side clear and report: "LEFT SIDE CLEAR".

2 ..............Check right side clear and report "RIGHT SIDE CLEAR".

1 ..............Release parking brake and start taxi according to the taxi clearance. Control nose wheel steering tiller. Maintain a proper taxi speed, advance PLs or use normal brakes/reverse, if necessary.

2 ..............Record departure block time and monitor taxi routing.

1 ..............Perform check of NORMAL and EMER BRAKES, report "MY BRAKES CHECKED" and order "CHECK YOUR BRAKES".

2 ..............Perform check of NORMAL BRAKES and report "MY BRAKES CHECKED".

2 ..............Set gradually COMPT TEMP SELECTORS to 12 o’clock position. Check DUCT and COMPT temperatures. Adjust, if necessary.

1+2 ..........Check flight instruments: scan instruments panels including stand by instruments, check no unnecessary flag on instruments, check instruments during turn, compare heading indications, check that HDG bug is set for RWY HDG, check or select 6 NM range on TCAS VSI display range selector, check that EHSI are in required mode with proper navigation source selected according to the intended means of navigation during departure. Check bearing selectors are in required position.

1+2 ..........Unless radar is expected to be used for T/O, select TERR on DSP SEL pb in order to get terrain awareness during climb out. If radar is going to be used, on PF decision one CM will select TERR, the other one will select RDR.

1 ..............Review or complete T/O briefing.

Page 761: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.11

P 2 OK

F.C.O.M. TAXI APR 05

ATR 42-500

CM

1+2 ..........Check that frequencies, course and LNAV route are set according to cleared SID or departure route.

1 ..............Order "TAXI CHECK LIST".

2 ..............Read the check list and report "TAXI CHECK LIST COMPLETED" when the check list is completed.

Page 762: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.12

P 1 OK

F.C.O.M. BEFORE TAKE OFF JAN 07

ATR 42-500

CM

WHEN AVAILABLE 1 ..............Receive Cabin Crew report. 2 ..............Receive line up and take off clearance from ATC. APPROACHING HOLDING POINT OR WHEN LINE UP OR TAKE OFF CLEARANCE IS

RECEIVED 1 ..............Order "RELEASE GUST LOCK". 2 ..............Release the GUST LOCK. 2 ..............Check full travel and freedom of movement in PITCH. 2 ..............Check full travel and freedom of movement in ROLL accompanied with SPOILER light

illumination and call out "LEFT/RIGHT - BLUE LIGHT". 1 ..............Check full travel and freedom of movement in YAW (rudder) and call out: "RUDDER

CHECK". 1 ..............Check rudder releasable unit is centred (pedals centred, brief action on rudder trim

switches). BEFORE ENTERING THE RUNWAY (LINE UP CLEARANCE HAS BEEN RECEIVED) 1 ..............Order by PA "CABIN CREW, DEPARTURE POSITION, PLEASE".

Note: 1. If the cabin crew report was not received before entering the runway, the ATC should be informed that the aircraft is not ready for departure. 2. Delay the order to the cabin until the cabin crew report is received.

1 ..............Select STROBE LTS ON when cleared to line up. 1 ..............Check all CAUTION lts on CAP extinguished and select TO INHI on CCAS. 1 ..............Check left side clear and report: "LEFT SIDE CLEAR". 2 ..............Check right side clear and report "RIGHT SIDE CLEAR".

Page 763: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.12

P 2 OK

F.C.O.M. BEFORE TAKE OFF JAN 07

ATR 42-500

CM

ENTERING THE RUNWAY 2 ..............Select both BLEEDS VALVES OFF.

2 .............. [AT43/72] Set ENG START rotary selector to CONT RELIGHT in cases of contaminated runway, icing conditions, heavy precipitation, turbulence or wind gusts.

2 ..............Set TCAS AUTO

2 ..............Set radar as required.

1 ..............Order "BEFORE TAKE OFF CHECK LIST".

2 ..............Read the check list and report "BEFORE TAKE OFF CHECK LIST COMPLETED" when the check list is completed.

1+2 ..........Check lateral FD BAR indication corresponds to the runway heading.

2 ..............Centre lateral FD BAR by recycling of HDG p/b, if necessary, and call out "BAR CHECKED".

1+2 ..........When aircraft is lined up, check heading indication correspond to runway heading

2 .............. [RNAV] Adjust range on WX control panel if necessary (at least the active waypoint must be visible).

1+2 .......... [RNAV] Check that the active waypoint is the first SID waypoint.

2 .............. [RNAV] If RWY THR designator is not included in the active flight plan and if the first waypoint is straight ahead, press D→ first SID waypoint and ENTER to create actual first SID leg.

1+2 .......... [RNAV] Check the cross-track deviation is 0.0L/R on the EHSI, if appropriate.

Page 764: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.13

P 1 OK

F.C.O.M. TAKE OFF JAN 07

ATR 42-500

CM

WHEN TAKE OFF CLEARANCE HAS BEEN RECEIVED 1 ..............Select LANDING LTS ON. TAKE OFF 1 ..............Ask CM 2 "ARE YOU READY?". 2 ..............Acknowledge "READY". 1 ..............Announce "TAKE OFF". 1+2 ..........Start timing. 1 ..............Control nose wheel steering tiller, rudder and PLs.

Note: 1. Use of nose wheel steering guidance is only recommended for the very first part of the take-off run as a rudder becomes very rapidly efficient when airspeed increases. 2. Rudder must not by cycled during take-off.

2 ..............Hold control column: in pitch - fully nose down, then slowly relaxed as speed increases, in roll - neutral or deflected toward the wind in case of cross-wind component, as appropriate to maintain wings essentially level. Keep feet on pedals with heels on the floor.

1 ..............Release the brakes, if standing T/O is performed. 1 .............. [AT45/72] Advance both PLs to power lever notch. ................ [AT43] Advance both PLs to white band. 2 ..............Check ATPCS ARM light illuminates and call out "ATPCS ARM". 2 .............. [AT45/72] Check that actual TQ matches T/O TQ (manual bug). If necessary CM2 moves

PLs out of notch to adjust TQ as required. [AT43] Adjust PLs to match T/O TQ. Check 100% NP (+0,8%, -0,6%) upon reaching 60 kt. Check FDAU bugs display RTO value. Call out "POWER SET". 2 ..............Scan the airspeed on STBY ASI and his own ASI and engine instruments throughout

take-off. PASSING 70 KT 2 ..............Call out "SEVENTY" read on ASI and cross-check reading on STBY ASI. 1 ..............Check speed reading on his own ASI and STBY ASI and acknowledge "CHECK".

Page 765: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.13

P 2 OK

F.C.O.M. TAKE OFF JAN 07

ATR 42-500

CM

PF CM1: 1 ..............Release the nose wheel steering tiller, take over the control column and order "MY

CONTROLS". 2 ..............Report "YOUR CONTROLS" and release the control column.

PF CM2: 1 ..............Order "YOUR CONTROLS" and release the nose wheel steering tiller. 2 ..............Hold the control column, control rudder and report "MY CONTROLS". AT V1 PNF .........Call out "V ONE". AT VR PNF .........Call out "ROTATE" . PF............Rotate smoothly to approximately 9° [AT43/45 - 12°] pitch or as limited by the horizontal

FD bar if it shows to fly with lower pitch attitude. POSITIVE RATE OF CLIMB PNF .........When positive climb is observed on VSI/BARO ALTM and RA call out "POSITIVE CLIMB". PF............Check positive climb and order "GEAR UP". Follow the FD bars and maintain V2+5 kt until

passing acceleration altitude. Do not exceed 15 degrees pitch angle. PNF .........Select L/G lever UP. PNF .........Engage YD on AFCS control panel. PNF .........Switch VHF1 to departure frequency. PNF .........Check lights on L/G position indicator extinguished and report "GEAR IS UP". AT 400 FT RA OR ABOVE PNF .........Call out " FOUR HUNDRED".

Page 766: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.14

P 1 OK

F.C.O.M. AFTER TAKE OF JAN 07

ATR 42-500

CM PASSING ACCELERATION ALTITUDE (MIN 1 500 ft AGL)

PNF .........Call out "ACCELERATION ALTITUDE". PF............Order "CLIMB SEQUENCE". PNF ......... [AT43] Retard slightly PLs (4° to 5° PLA). [AT45/72] Check PLs in the notch. PNF .........Adjust the standard climb speed on AFCS: 170 kt [AT43/45 - 160 kt] or VmHB 0 (for the

appropriate flight conditions) whichever is higher. PF............Progressively accelerate to the standard climb speed. Maintain positive rate of climb during

acceleration. PNF .........Set PWR MGT to CLB. PNF ......... [AT43/72] Retard CLs to 86% NP. [AT45] Check both CLs in AUTO and 82% NP. PNF .........Select both BLEED VALVES ON.

Note: Pack 2 valve FAULT will illuminate during 10 s. (A ten seconds delay is used for Pack valve 2 to avoid pressure shocks).

PNF ......... [AT43/72] Set ENG START rotary selector OFF or CONT RELIGHT, as required. PNF .........Select TAXI & TO LTS OFF. PNF .........Set manual TQ targets to the maximum climb torque ([AT72 - 101,2%], [AT43 - 85,7%],

[AT45 - 109,8%]). Check FDAU bugs. PNF ......... [AT45/72] Check that actual TQ matches climb TQ, adjust if necessary.

[AT43] Adjust both PLs to match FDAU bugs. PASSING VmLB 0 (but not before retarding CLs) PNF .........Call out "WHITE BUG" - normal conditions "RED BUG" - icing conditions. PF............Check the speed on ASI above VmLB 0. PF............Order "FLAPS ZERO". PNF ........Select FLAP lever to 0. Observe moving on the flaps position indicator and when it

indicates 0 report "FLAPS ZERO SET".

Page 767: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.14

P 2 OK

F.C.O.M. AFTER TAKE OFF JAN 07

ATR 42-500

CM STABILISED STANDARD CLIMB SPEED PF............When the speed on ASI is equal to the standard climb speed order "ENGAGE

AUTOPILOT". PNF .........Switch on AP pb on AFCS control panel, read AP ENG on EADI and report "AUTOPILOT

ENGAGED". PF+PNF ..Set internal bug on ASI to the value of the standard climb speed.

Note: It is recommended to contact ATC when climb sequence is completed and autopilot engaged, unless otherwise instructed by ATC.

PASSING TRANSITION ALTITUDE PNF .........Call out "TRANSITION ALTITUDE". PF............Order "ALTIMETERS STANDARD" PF............Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PF). PNF .........Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PNF). PF+PNF ..Cross-check the altimeter settings. PNF .........Report "ALTIMETERS STANDARD" PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g.: " FIVE THOUSAND ONE

HUNDRED FEET". PF............Check the altitude indication(s), acknowledge "CHECK" if indication is within allowable

tolerances, or report ("MINUS / PLUS ..... ) if not. PF............Order "AFTER TAKE OFF CHECK LIST". PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED", when

the check list is completed. Note: If cruising altitude is below transition altitude, AFTER TAKE OFF CHECK LIST will

be initiated after level-off.

Page 768: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.15

P 1 OK

F.C.O.M. CLIMB JAN 07

ATR 42-500

CM

PASSING FL 100 OR ALT 10 000 FT PNF .........Call out "FLIGHT LEVEL ONE HUNDRED". PF............Verify the altimeter indication(s) and request "SEAT BELTS OFF / REMAIN ON" PNF .........Select SEAT BELTS sw as required.

Note: In smooth air SEAT BELT SIGN should be switched OFF. If the sign has to stay ON, the senior cabin attendant must be informed by the commander about the commencing of service duties.

PNF .........Select LANDING LTS and WING LTS OFF. PNF .........Check engine parameters. PNF .........Check cabin altitude and differential pressure are increasing on schedule. PNF .........Read lights which illuminate blue in the memo panel e.g. "MEMO PANEL - NO SMOKING

...". PF............ [AT43] Keep a maximum climb power by making appropriate corrections to PLs to match

the actual TQ to the values displayed by the FDAU bugs throughout the climb. PF............ [AT45/72] Keep a maximum climb power by setting PLs in the notch.

Note: 1) During climb IAS mode is standard climb AFCS mode. 2) With a respect to minimum speeds for actual flight conditions PF can use other

than standard climb speed (from VmHB 0 up to max climb speed of 190 kt).

PNF .........Determine and record take-off time. PNF .........Fill in the relevant data in OFP.

[AT43/72] IF FLIGHT CONDITIONS PERMIT AND CLIMB POWER [AT72 - 92 % TQ] [AT43 - 75 % OBJECTIVE TQ] OR LESS WAS REACHED

PF............Request "CONDITION LEVERS SEVENTY SEVEN". PNF .........Retard CLs to 77% NP and report "CONDITION LEVERS SEVENTY SEVEN SET".

Page 769: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.16

P 1 OK

F.C.O.M. CRUISE JAN 07

ATR 42-500

CM AFTER REACHING CRUISING LEVEL

PF............ [AT45] Request "POWER MANAGEMENT CRUISE". PNF ......... [AT45] Set the PWR MGT selector to the CRZ position. 1 ..............Read SAT from the TAT/SAT indicator. PNF .........Determine and report difference between SAT and ISA. PNF .........Determine maximum cruise TQ, IAS, FF and TAS for the actual conditions in accordance

with the QRH. PF+PNF ..Set the internal speed bugs to the cruise IAS.

[AT45] Note: Maximum recommended IAS is 230 kt.

PNF .........Set manual TQ targets to the maximum cruise TQ. PF............ [AT45] Check actual cruise torque matches FDAU cruise TQ, adjust if necessary. AFTER ACCELERATION TO DETERMINED CRUISE SPEED HAS BEEN PERFORMED

OR NO FURTHER IAS INCREASE HAS BEEN OBSERVED PNF .........Call out "CRUISE SPEED". PF............ [AT43/72] Request "POWER MANAGEMENT CRUISE". PNF ......... [AT43/72] Set the PWR MGT selector to the CRZ position. PF............ [AT/72] Check actual cruise torque matches FDAU cruise TQ, adjust if necessary. [AT43] Adjust TQ to the cruise TQ according FDAU bugs.

[AT43/72] IF FLIGHT CONDITIONS PERMIT AND THE FLIGHT IS BEING PERFORMED WITH 86% NP AND CLIMB POWER

PF............Request "CONDITION LEVERS SEVENTY SEVEN". PNF .........Retard CLs to 77% NP and report: "CONDITION LEVERS SEVENTY SEVEN SET". PF............ [AT72] Check the actual cruise TQ matches FDAU cruise TQ, adjust if necessary. [AT43] Adjust TQ to the cruise TQ according to the FDAU bugs. PF............Request "CHECK PARAMETERS". PNF .........Read actual TQ, FF and TAS and check that they correspond to the determined values. PNF .........Fill in the required data in OFP (ATO, FUEL consumption, etc.).

Page 770: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.16

P 2 OK

F.C.O.M. CRUISE JAN 07

ATR 42-500

CM

WHEN DEPARTING FROM PRG AND IF ESTIMATED FLIGHT TIME IS LONGER THAN 60 MINUTES OR IF NECESSARY

PNF ......... contact OPC CSA and state FLT No., REG, ATOT, ETA and a/c status.

WHEN ARRIVING TO PRG PNF ......... contact OPC CSA and state FLT No., REG, ETA and a/c status. PRIOR TO DESCENT PNF .........Record the appropriate ATIS or VOLMET information. PF............ [GPS] Prepare descent on GPS with desired target altitude, desired target position and

desired descent angle. 1 ..............Depress RCL pb and check aircraft status. PF............Perform an approach briefing for the expected kind of approach, determine landing data

(LW, configuration, speeds, GA TQ, minima). PF+PNF ..Set bugs (speed, altitude, TQ) according to determined landing data.

ASI BUGS: - Set external bugs as follows:

Green bug VmHB 30 Yellow bug VGA White bug VmLB 0 for normal condition VmLB 15 for icing condition Red bug VmLB 0 for icing condition - Set inner bug to VAPP.

ALTIMETERS BUGS Use one bug for 500 ft HAT and the other one for "MINIMUM". Note: When MINIMUM is higher than 500 ft HAT, set both bugs to "MINIMUM". TQ BUGS Set manual bugs to GA value Note: As a crosscheck procedure, GA torques should be computed, by using power

setting torque tables with a temperature not measured through aircraft systems.

Page 771: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.17

P 1 OK

F.C.O.M. DESCENT JAN 07

ATR 42-500

CM WHEN READY FOR DESCENT PF............Order "REQUEST DESCENT". PNF .........Request and receive descent clearance from ATC. ................LEAVING THE CRUISING LEVEL FOR ARRIVAL PF............Select assigned altitude on AFCS control panel. PF............Engage VS or IAS mode. PF............Use PTW and PLs as required for descent. Accelerate (if necessary) and maintain the

appropriate descent speed. Note: Recommended descent speed is 230 kt.

PF............Request: "SEAT BELTS ON". PNF .........Select SEAT BELTS sw ON. ................PASSING FL 100 OR ALT 10 000 ft PNF .........Call out "FLIGHT LEVEL ONE HUNDRED". PF............Request "LIGHTS ON". PNF .........Select LANDING LTS and WING LTS ON. PNF .........Check cabin altitude and differential pressure are decreasing on schedule. PNF .........Read lights illuminated blue in the memo panel e.g. "MEMO PANEL - NO SMOKING,

SEAT BELTS ...". 1 ..............Order by PA "CABIN CREW SERVICE CHECK".

Page 772: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.18

P 1 OK

F.C.O.M. INITIAL APPROACH JAN 07

ATR 42-500

CM WHEN CLEARED BELOW TRANSITION LEVEL PF............Select assigned altitude on AFCS control panel. PF............Engage VS or IAS mode. PF............Use PTW and PLs as required for descent. Accelerate (if necessary) and maintain the

appropriate descent speed. PF............Order e.g. "ALTIMETERS NINE NINE ONE". PF............Set QNH on ALTM (and STBY ALTM if CM1 is PF). PNF .........Set QNH on ALTM (and STBY ALTM if CM1 is PNF). PNF .........Report e.g. "ALTIMETERS NINE NINE ONE". PF+PNF ..Cross-check the altimeter settings. PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g. "SEVEN THOUSAND ONE

HUNDRED FEET". PF............Check the altitude indication(s), acknowledge "CHECK" if indication is within allowable

tolerances, or report ("MINUS/PLUS ..... ) if not. PF............Order "APPROACH CHECK LIST". PNF .........Read the check list and report "APPROACH CHECK LIST COMPLETED", when the

check list is completed. Note: If cruising altitude is below transition level, PF will request APPROACH CHECK

LIST, when vacating cruising altitude and/or after DESCENT PROCEDURE is completed.

WHEN AVAILABLE 1 ..............Receive Cabin Crew report.

Note: The cabin crew report should be received before commencing final approach.

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NORMAL PROCEDURES 2.03.19

P 1 OK

F.C.O.M. ILS APPROACH JAN 07

ATR 42-500

CM

Note: When conducting ILS CAT II approach, pilot flying must be always CM1.

APPROXIMATELY 10 NM BEFORE INTERCEPTING FINAL TRACK PF............Tune ILS frequency on PF’s NAV and call out e.g. "ILS ON MY SIDE". PF............Check/set HDG bug on aircraft present heading. Select/check HDG mode, HI BANK on

AFCS. PF............Select V/L source and ARC mode on EFIS control panel. PF............Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar

is going to be used, on PF decision one CM will select TERR, the other one will select RDR.

PF............Check/set approach course on CRS selector. PF............Select bearing selectors on EFIS control panel, as required. PNF .........Check ILS identification of the PF’s tuned frequency and report: "ILS IDENTIFIED".

HEADING TO INTERCEPT LOC AND CLEARED FOR ILS APPROACH PF............Select APP mode on AFCS and call out "APPROACH MODE". PF+PNF ..Check white LOC and white GS on EADI. PNF .........Call out "LOCALIZER, GLIDE SLOPE ARMED".

LOC CAPTURE PNF .........Verify capture phase and call out "LOCALIZER CAPTURE". PF............Set HDG selector to RWY heading and call out e.g. "RUNWAY HEADING TWO FOUR

THREE SET". PNF .........Check HDG bug on EHSI and acknowledge "CHECK". PF+PNF ..Check position with other means of navigation (e.g. GPS, NDB, VOR). PF............Order "DUAL ILS". PNF .........Tune ILS frequency to PNF’S NAV. PNF .........Select V/L source and ARC mode on EFIS control panel. Select TERR on DSP SEL pb.

Set / check approach course on CRS selector. PNF .........Select bearing selectors on EFIS control panel, as required.

WHEN GS MOVES PNF .........Call out "GLIDE SLOPE ALIVE".

WHEN GS INDICATES ONE DOT DEVIATION PNF .........Call out "GLIDE SLOPE ONE DOT".

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NORMAL PROCEDURES 2.03.19

P 2 OK

F.C.O.M. ILS APPROACH JAN 07

ATR 42-500

CM

GS CAPTURE PNF .........Verify capture phase and call out "GLIDE SLOPE CAPTURE". PF............Check/set GA altitude on AFCS and call out e.g. "GO AROUND ALTITUDE FOUR

THOUSAND FEET SET". PNF .........Check GA altitude on ADU and acknowledge "CHECK".

PASSING DECELERATION ALTITUDE PF+PNF ..Cross-check altitude. PF............Retard both PLs down to FI and reduce airspeed. 1 ..............Order by PA "CABIN CREW, ARRIVAL POSITION, PLEASE".

PASSING IAS 180 KT [AT43 - 170 KT] PF............Order "FLAPS FIFTEEN". PNF .........Check IAS is 180 kt [AT 43 - 170 kt] or less and call out "SPEED CHECK". Select FLAP

lever to 15. Observe the moving on the flaps position indicator and when indicating 15 check EXT flag disappeared. Report "FLAPS FIFTEEN SET".

PASSING IAS 170 KT [AT43 - 160 KT] PF............Order "GEAR DOWN". PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECK". Select L/G

lever DOWN. PNF .........Set PWR MGT to TO. PNF .........Report "GEAR IS DOWN" as soon as the three greens are illuminated. PNF ......... [AT45/72] Check TLU LO SPD light illuminated.

LANDING CLEARANCE PNF .........Select TAXI &TO LTS ON whenever landing clearance from ATC has been received.

OUTER MARKER PNF .........Shortly before OM call out "OUTER MARKER" and verify published altitude over OM

e.g. "ALTITUDE TWO THOUSAND FIVE HUNDRED FEET". PF............Check altitude over OM on BARO ALTM and acknowledge "CHECK" if indication is

within allowable tolerances, or report ("MINUS/PLUS ..... ) if not. Note: The crew shall take into account the altitude corrections for a low temperature.

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NORMAL PROCEDURES 2.03.19

P 3 OK

F.C.O.M. ILS APPROACH JAN 07

ATR 42-500

CM

[AT45] PASSING IAS 160 KT PF............Order "FLAPS TWENTY FIVE". PNF .........Check IAS is 160 kt or less and call out "SPEED CHECKED". Select FLAPS lever to 25.

Observe the moving on the flaps position indicator and when indicating 25 check EXT flag disappeared. Report "FLAPS TWENTY FIVE SET".

PASSING IAS 150 KT PF............Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"]. PNF .........Check IAS is 150 kt or less and call out "SPEED CHECKED". Select FLAPS lever to 30

[AT45 - 35]. Observe the moving on the flaps position indicator and when indicating 30 [AT45 - 35] check EXT flag disappeared. Report "FLAPS THIRTY SET" [AT45 - "FLAPS THIRTY FIVE SET"].

PF............ [AT72] Order " CONDITION LEVERS EIGHTY SIX", if CLs have not been already set to 86%NP.

PNF ......... [AT72] If CLs have not been already set to 86%NP advance CLs smoothly to adjust 86%NP and report "CONDITION LEVERS EIGHTY SIX SET".

PF............ [AT43] Order "CONDITION LEVERS MAX RPM". PNF ......... [AT43] Advance CLs smoothly to MAX RPM and report "MAX RPM SET". PF............Adjust PLs to maintain VAPP. PF............Order "LANDING CHECK LIST". PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the

checklist is completed. Note: 1. The LANDING CHECK LIST should be completed at 1000 ft HAT. If these

criteria are not met, consideration shall be given to discontinuing the approach.

2. CAT I APP - Landing configuration and stabilized flight path with the speed not exceeding VAPP + 20 kt shall be established and the LANDING CHECK LIST shall be completed not later than 500 ft HAT. If not, go around shall be initiated. The VAPP shall be maintained between 200 ft HAT and 20 ft HAT.

3. CAT II APP - Landing configuration and stabilized flight path with the speed not exceeding VAPP + 20 kt shall be established and the LANDING CHECK LIST shall be completed not later than 1000 ft RA. If not, go around shall be initiated. The VAPP shall be maintained between 500 ft RA and 20 ft RA.

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NORMAL PROCEDURES 2.03.19

P 4 OK

F.C.O.M. ILS APPROACH JAN 07

ATR 42-500

CM

[ ILS CAT I ]

PASSING 1 000 FT HAT (if at least 100 feet above DA) Meeting OM-A stabilized approach criteria? YES

PNF .......................Call out: “ONE THOUSAND” PF..........................Acknowledge: “CHECK”

NO PNF .......................Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation

(e.g. “FLAPS”, SPEED”, “CHECK LIST” …) PF..........................Call out: “CHECK”

PASSING 500 FT HAT (if at least 100 feet above DA) Meeting OM-A stabilized approach criteria? YES

PNF .......................Call out: “FIVE HUNDRED, STABILIZED” PF..........................Acknowledge: “CHECK”

NO PNF .......................Call out: “FIVE HUNDRED, NOT STABILIZED” PF.......................... Initiate GA procedure (see part 2.03.22)

PASSING DA + 100 FT PNF .........Verify BARO ALTM and call out “APPROACHING MINIMUM”. PF............Monitor outside visual references (head up/head down scanning).

AT DA PNF .........Verify BARO ALTM and call out “MINIMUM”. PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for

landing. Call out a decision to continue for landing or to go around, as appropriate.

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NORMAL PROCEDURES 2.03.19

P 5 OK

F.C.O.M. ILS APPROACH JAN 07

ATR 42-500

CM

[ ILS CAT II ]

PASSING 1 000 FT RA Meeting OM-A stabilized approach criteria? YES

PNF .........Check CAT II and DUAL CPL on ADU and call out: “ONE THOUSAND, CAT TWO, DUAL COUPLING”.

PF............Verify and acknowledge “CHECK”. PNF .........Select FD BARS SW to OFF.

NO PNF .........Call out “ONE THOUSAND, NOT STABILIZED” and announce deviation

(e.g. “FLAPS”, SPEED”, “CHECK LIST” …) PF............ Initiate GA procedure (see part 2.03.22)]

500 FT RA Meeting OM-A stabilized approach criteria? YES

PNF .........Call out: “FIVE HUNDRED, STABILIZED” PF............Acknowledge: “CHECK”

NO PNF .........Call out: “FIVE HUNDRED, NOT STABILIZED” PF............ Initiate GA procedure (see part 2.03.22)

PASSING DH + 100 FT PNF .........Verify RA and call out “APPROACHING MINIMUM”. PF............Monitor outside visual references (head up/head down scanning).

AT DH PNF .........Verify RA and call out “MINIMUM”. PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for

landing. Call out a decision to continue for landing or to go around, as appropriate.

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NORMAL PROCEDURES 2.03.20

P 1 OK

F.C.O.M. VOR/LOC/BC APPROACH JAN 07

ATR 42-500

CM

APPROXIMATELY 10 NM BEFORE INTERCEPTING FINAL TRACK PF............Tune LOC/VOR (as appropriate) frequency on PF’s NAV and call out e.g. "VOR ON MY

SIDE". Note: Tune other required / available navigation aids, if appropriate.

PF............Check/set HDG bug on aircraft present heading. Select/check HDG mode, HI BANK on AFCS.

PF............Select V/L source and ARC mode on EFIS control panel. PF............Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar is

going to be used, on PF’s decision on CM will select TERR, the other one will select RDR. PF............Check/set approach course on CRS selector (front course for BC approach). PF............Select bearing selectors on EFIS control panel as required. PF............Select bearing selectors on RMI as required. PNF .........Check identification of the PF’s tuned frequency and report e.g. "VOR IDENTIFIED".

MAINTAINING INTERMEDIATE APPROACH ALTITUDE [ALT HOLD MODE] PF............Set MDA on AFCS and call out e.g. "MDA ONE THOUSAND FEET SET". PNF .........Check MDA on ADU and acknowledge "CHECK".

HEADING TO INTERCEPT FINAL TRACK AND CLEARED FOR APPROACH PF............Select NAV/BC (as appropriate) mode on AFCS and call out e.g. "NAV MODE". PF+PNF ..Check white LOC/VOR/BC (as appropriate) on EADI. PNF .........Call out e.g. "VOR ARMED".

LOC/VOR/BC CAPTURE PNF .........Verify capture phase, call out e.g. "VOR CAPTURE" and check position with other means

of navigation (e.g. GPS, NDB, VOR). PF............Set HDG selector to RWY heading and call out e.g. "RUNWAY HEADING TWO FOUR

THREE SET". PNF .........Check HDG bug on EHSI and acknowledge "CHECK". PNF .........Monitor flight path along the final track and call out deviations. PNF .........Maintain RNAV source (VOR/LOC source may be selected for LOC/BC approach) and

MAP mode on EFIS control panel. Select TERR on DSP SEL pb. PNF .........Select bearing selectors on RMI as required.

INTERMEDIATE APPROACH PF............Retard both PLs to reduce airspeed. 1 ..............Order by PA "CABIN CREW, ARRIVAL POSITION, PLEASE".

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NORMAL PROCEDURES 2.03.20

P 2 OK

F.C.O.M. VOR/LOC/BC APPROACH JAN 07

ATR 42-500

CM

PASSING IAS 180 KT [AT43 - 170 KT] PF............Order "FLAPS FIFTEEN". PNF .........Check IAS is 180 kt [AT 43 - 170 kt] or less and call out "SPEED CHECKED". Select FLAP

lever to 15. Observe the moving on the flaps position indicator and when indicating 15 check EXT flag disappeared. Report "FLAPS FIFTEEN SET".

PASSING IAS 170 KT [AT43 - 160 KT] PF............Order "GEAR DOWN". PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECKED". Select L/G

lever DOWN. PNF .........Set PWR MGT to TO. PNF .........Report "GEAR IS DOWN" as soon as the three greens are illuminated. PNF ......... [AT45/72] Check TLU LO SPD light illuminated.

[AT 45] PASSING IAS 160 KT PF............Order "FLAPS TWENTY FIVE". PNF .........Check IAS is 160 kt or less and call out "SPEED CHECKED". Select FLAP lever to 25.

Observe the moving on the flaps position indicator and when indicating 25 check EXT flag disappeared. Report "FLAPS TWENTY FIVE SET".

PASSING IAS 150 KT PF............Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"]. PNF .........Check IAS is 150 kt or less and call out "SPEED CHECKED". Select FLAP lever to 30

[AT45 - 35]. Observe the moving on the flaps position indicator and when indicating 30 [AT45 - 35] check EXT flag disappeared. Report "FLAPS THIRTY SET" [AT45 - "FLAPS THIRTY FIVE SET"].

PF............ [AT72] Order "CONDITION LEVERS EIGHTY SIX", if CLs have not been already set to 86%NP.

PNF ......... [AT72] If CLs have not been already set to 86%NP advance CLs smoothly to adjust 86%NP and report "CONDITION LEVERS EIGHTY SIX SET".

PF............ [AT43] Order "CONDITION LEVERS MAX RPM". PNF ......... [AT43] Advance CLs smoothly to MAX RPM and report "CONDITION LEVERS MAX RPM

SET". PF............Adjust PLs to maintain speed not exceeding VAPP + 20 kt. PF............Order "LANDING CHECK LIST". PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the checklist

is completed.

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NORMAL PROCEDURES 2.03.20

P 3 OK

F.C.O.M. VOR/LOC/BC APPROACH JAN 07

ATR 42-500

CM

PASSING FAF PNF .........When passing FAF call out "FINAL APPROACH FIX". PF............Select VS mode and set appropriate rate of descent by PTW. PF............Retard PLs to maintain speed not exceeding VAPP + 20 kt.

IF THERE IS STEP DOWN FIX ON FINAL APPROACH PF...................Call out: e.g. "DESCENDING TWO THOUSAND FIVE HUNDRED FEET

TO DISTANCE FIVE MILES, VERTICAL SPEED MINUS SEVEN HUNDRED". PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge

"CHECK".

100 FT ABOVE STEP DOWN FIX ALTITUDE PNF ................Call out: e.g. "REACHING TWO THOUSAND FIVE HUNDRED FEET".

REACHING ALTITUDE LIMIT BEFORE PASSING STEP DOWN FIX PF...................Select ALT mode and announce "ALTITUDE". PF...................Advance PLs to maintain speed at least VAPP. PF+PNF .........Check green ALT on EADI.

PASSING STEP DOWN FIX PNF ................Call out: e.g. "DISTANCE FIVE MILES".

WHEN THERE IS NO FURTHER STEP DOWN FIX ON FINAL APPROACH PF...................Call out e.g. "DESCENDING MDA ONE THOUSAND SIX HUNDRED FEET,

VERTICAL SPEED MINUS SEVEN HUNDRED". PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge

"CHECK". PNF ................Perform altitude checks during descent. PF...................Adjust rate of descent by PTW, if necessary, to maintain approach slope.

Page 781: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.20

P 4 OK

F.C.O.M. VOR/LOC/BC APPROACH JAN 07

ATR 42-500

CM

LANDING CLEARANCE PNF .........Select TAXI &TO LTS ON whenever landing clearance from ATC has been received.

PASSING 1000 FT HAT (if at least 100 feet above MDA) Meeting OM-A stabilized approach criteria? YES

PNF .......................... Call out: “ONE THOUSAND, STABILIZED” PF............................. Acknowledge: “CHECK”

NO PNF .......................... Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation

(e.g. “FLAPS”, SPEED”, “CHECK LIST” …) PF............................. Call out: “CHECK”

PASSING 500 FT HAT (if at least 100 feet above MDA) Meeting OM-A stabilized approach criteria? YES

PNF .......................... Call out: “FIVE HUNDRED, STABILIZED” PF............................. Acknowledge: “CHECK”.

NO PNF .......................... Call out: “FIVE HUNDRED, NOT STABILIZED” PF............................. Initiate GA procedure (see part 2.03.22)

PASSING MDA + 100 FT PNF .........Verify BARO ALTM and call out “APPROACHING MINIMUM”. PF............Monitor outside visual references (head up/head down scanning). PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for

landing.

Page 782: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.20

P 5 OK

F.C.O.M. VOR/LOC/BC APPROACH JAN 07

ATR 42-500

CM

AT MDA

PNF .........Call out: “MINIMUM”

CONTINUE FOR LANDING PF...................Call out "LANDING". PF...................Press AP disconnect pb twice and call out "STAND BY MODE". PNF ................Set GA altitude on ADU and announce e.g. "GO AROUND ALTITUDE FOUR

THOUSAND FEET SET". PF...................Check GA altitude on ADU and announce "CHECK".

MAINTAINING MDA PF+PNF .........Check green ALT on EADI. PF...................Advance PL to maintain VAPP. PNF ................Announce "ATLITUDE HOLD".

Set GA altitude on ADU and announce e.g. "GO AROUND ALTITUDE FOUR THOUSAND FEET SET".

PF...................Check GA altitude on ADU and announce "CHECK". PF...................Scanning HU. PNF ................Scanning HD/U.

PASSING MAPt PNF .........Announce "MISSED APPROACH POINT". PF............ Initiate GA procedure (see part 2.03.22)

Note: 1. Stabilised landing configuration should be achieved before passing final approach fix. Setting of landing configuration may be delayed on commander decision.

2. The LANDING CHECK LIST should be completed before passing OM, or 1000 ft HAT. If these criteria are not met, consideration shall be given to discontinuing the approach.

3. Landing configuration and stabilised flight path with the speed not exceeding VAPP + 20 kt must be established and the LANDING CHECK LIST shall be completed not later than 500 ft HAT. If not, go around shall be initiated. The VAPP shall be maintained between 200 ft and 20 ft HAT.

Page 783: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.21

P 1 OK

F.C.O.M. NDB APPROACH

JAN 07

ATR 42-500

CM APPROXIMATELY 10 NM BEFORE INTERCEPTING FINAL TRACK PF............Tune NDB frequency on ADF control box and call out e.g. "NDB ON MY SIDE". Note: Tune other required / available navigation aids, if appropriate. PF............Check/set HDG bug on aircraft present heading. Select / check HDG mode, HI BANK

on AFCS. PF............Select RNAV source with final track on EFIS control panel. PF............Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar

is going to be used, on PF’s decision on CM will select TERR, the other one will select RDR.

PF............Select both bearing selectors on RMI to ADF PNF .........Check identification of the PF’s tuned frequency and report e.g. "NDB IDENTIFIED". MAINTAINING INTERMEDIATE APPROACH ALTITUDE [ALT HOLD MODE]

PF............Set MDA on AFCS and call out e.g. "MDA ONE THOUSAND FEET SET". PNF .........Check MDA on ADU and acknowledge: "CHECK". HEADING TO INTERCEPT FINAL TRACK AND CLEARED FOR APPROACH PF............ Intercept final track by selecting appropriate heading with HDG mode on AFCS and call

out e.g. "FINAL TRACK". PNF .........Check intercepting final track and report e.g. "CHECK". PNF .........Monitor flight path along the final track and call out deviations. PNF .........Maintain RNAV source and OBS or MAP mode on EFIS control panel. Select TERR on

DSP SEL pb. PNF .........Select both bearing selectors on RMI to ADF INTERMEDIATE APPROACH PF............Retard both PLs to reduce airspeed. 1 ..............Order by PA "CABIN CREW, ARRIVAL POSITION, PLEASE". PASSING IAS 180 KT [AT43 - 170 KT] PF............Order "FLAPS FIFTEEN". PNF .........Check IAS is 180 kt [AT 43 - 170 kt] or less and call out "SPEED CHECK". Select FLAP

lever to 15. Observe the moving on the flaps position indicator and when indicating 15 check EXT flag disappeared. Report "FLAPS FIFTEEN SET".

Page 784: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.21

P 2 OK

F.C.O.M. NDB APPROACH

JAN 07

ATR 42-500

CM

PASSING IAS 170 KT [AT43 - 160 KT] PF............Order "GEAR DOWN". PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECK". Select L/G

lever DOWN. PNF .........Set PWR MGT to TO. PNF .........Report "GEAR IS DOWN" as soon as the three greens are illuminated. PNF ......... [AT45/72] Check TLU LO SPD light illuminated. [AT 45] PASSING IAS 160 KT PF............Order "FLAPS TWENTY FIVE". PNF .........Check IAS is 160 kt or less and call out "SPEED CHECK". Select FLAP lever to 25.

Observe the moving on the flaps position indicator and when indicating 25 check EXT flag disappeared. Report "FLAPS TWENTY FIVE SET".

PASSING IAS 150 KT

PF............Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"]. PNF .........Check IAS is 150 kt or less and call out "SPEED CHECK". Select FLAP lever to 30

[AT45 - 35]. Observe the moving on the flaps position indicator and when indicating 30 [AT45 - 35] check EXT flag disappeared. Report "FLAPS THIRTY SET" [AT45 - "FLAPS THIRTY FIVE SET"].

PF............ [AT72] Order "CONDITION LEVERS EIGHTY SIX", if CLs have not been already set to 86%NP.

PNF ......... [AT72] If CLs have not been already set to 86%NP advance CLs smoothly to adjust 86%NP and report "CONDITION LEVERS EIGHTY SIX SET".

PF............ [AT43] Order "CONDITION LEVERS MAX RPM". PNF ......... [AT43] Advance CLs smoothly to MAX RPM and report "CONDITION LEVERS MAX

RPM SET". PF............Adjust PLs to maintain speed not exceeding VAPP + 20 kt. PF............Order "LANDING CHECK LIST". PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the

checklist is completed. PASSING FAF PNF .........When passing FAF call out "FINAL APPROACH FIX". PF............Select VS mode and set appropriate rate of descent by PTW. PF............Retard PLs to maintain speed not exceeding VAPP + 20 kt. PF............Maintain final track by selecting appropriate heading with HDG mode on AFCS.

Page 785: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.21

P 3 OK

F.C.O.M. NDB APPROACH

JAN 07

ATR 42-500

CM

IF THERE IS STEP DOWN FIX ON FINAL APPROACH PF...................Call out e.g. "DESCENDING TWO THOUSAND FIVE HUNDRED FEET TO

DISTANCE FIVE MILES, VERTICAL SPEED MINUS SEVEN HUNDRED". PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge:

"CHECK".

100 FT ABOVE STEP DOWN FIX ALTITUDE PNF ................Call out e.g. "REACHING TWO THOUSAND FIVE HUNDRED FEET".

REACHING ALTITUDE LIMIT BEFORE PASSING STEP DOWN FIX PF...................Select ALT mode and announce "ALTITUDE". PF...................Advance PLs to maintain speed at least VAPP. PF+PNF .........Check green ALT on EADI.

PASSING STEP DOWN FIX

PNF ................Call out: e.g. "DISTANCE FIVE MILES".

IF THERE IS NO FURTHER STEP DOWN FIX ON FINAL APPROACH PF...................Call out e.g. "DESCENDING MDA ONE THOUSAND SIX HUNDRED FEET,

VERTICAL SPEED MINUS SEVEN HUNDRED". PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge:

"CHECK". PNF ................Perform altitude checks during descent. PF...................Adjust rate of descent by PTW, if necessary, to maintain approach slope. LANDING CLEARANCE PNF .........Select TAXI & T/O LTS ON whenever landing clearance from ATC is being received.

Page 786: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.21

P 4 OK

F.C.O.M. NDB APPROACH

JAN 07

ATR 42-500

CM

PASSING 1 000 FT HAT (if at least 100 feet above MDA) Meeting OM-A stabilized approach criteria? YES

PNF .......................... Call out: “ONE THOUSAND, STABILIZED” PF............................. Acknowledge: “CHECK”

NO PNF .......................... Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation

(e.g. “FLAPS”, SPEED”, “CHECK LIST” …) PF............................. Acknowledge: “CHECK”

PASSING 500 FT HAT (if at least 100 feet above MDA) Meeting OM-A stabilized approach criteria? YES

PNF .......................... Call out: “FIVE HUNDRED, STABILIZED” PF............................. Acknowledge: “CHECK”

NO PNF .......................... Call out: “FIVE HUNDRED, NOT STABILIZED” PF............................. Initiate GA procedure (see part 2.03.22)

PASSING MDA + 100 FT PNF .........Check BARO ALTM and call out "APPROACHING MINIMUM". PF............Monitor outside visual references (head up/head down scanning). PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for

landing.

Page 787: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.21

P 5 OK

F.C.O.M. NDB APPROACH

JAN 07

ATR 42-500

CM

AT MDA

PNF .........Call out: “MINIMUM”

CONTINUE LANDING PF............Call out: "LANDING". PF............Press AP disconnect pb twice and call out: "STAND BY MODE". PNF .........Set STBY mode, select RWY heading and GA altitude on ADU and call out e.g.:

"RUNWAY HEADING TWO FOUR THREE SET, GO AROUND ALTITUDE FOUR THOUSAND FEET SET".

PF............Check GA altitude on ADU and selected RWY heading and announce: "CHECK".

MAINTAINING MDA PF+PNF ..Check green ALT on EADI. PF............Advance PL to maintain VAPP. PNF .........Announce: "ATLITUDE HOLD". Set GA altitude on ADU and announce e.g. "GO

AROUND ALTITUDE FOUR THOUSAND FEET SET". PF............Check GA altitude on ADU and announce "CHECK". PF............Scanning HU. PNF .........Scanning HD/U.

PASSING MAPt PNF .........Announce "MISSED APPROACH POINT" PF............ Initiate GA procedure (see part 2.03.22)

Note: 1. Stabilised landing configuration shall be achieved before passing final approach fix. Setting of landing configuration may be delayed on commander decision.

2. The LANDING CHECK LIST should be completed before passing OM, or 1000 ft HAT. If these criteria are not met, consideration shall be given to discontinuing the approach.

3. Landing configuration and stabilised flight path with the speed not exceeding VAPP + 20 kt shall be established and the LANDING CHECK LIST shall be completed not later than 500 ft HAT. If not, go around shall be initiated. The VAPP shall be maintained between 200 ft and 20 ft HAT.

Page 788: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.22

P 1 OK

F.C.O.M. GO AROUND JAN 07

ATR 42-500

CM

GO AROUND INITIATE PF Announce "GO AROUND, FLAPS FIFTEEN" [AT45 - "FLAPS TWENTY FIVE"] PF SIMULTANEOUSLY: - Depress GO AROUND pbs on PLs - Advance PLs to ramp [AT43 - toward white band] - Rotate to GO AROUND pitch attitude - Follow FD bars and cancel AP Disconnect Alarm - Accelerate to or maintain VGA. PNF Select FLAP lever to 15 [AT45 - 25]. PNF Check 100%NP and GA TQ, adjust if necessary and call out "POWER SET". PNF Check GA mode on ADU or depress GO AROUND pbs on PLs and call out "GO AROUND

MODE". POSITIVE RATE OF CLIMB PNF When positive rate of climb is achieved call out "POSITIVE CLIMB". PF Order "GEAR UP, HEADING, LOW BANK, IAS". Accelerate, if necessary, and maintain

VGA or higher speed until passing acceleration altitude. PNF Select L/G lever UP and select HDG, LO BANK, IAS on AFCS. Set IAS to VGA. PF Follow the FD bars. Do not exceed 15 degrees pitch angle. PNF Check/set GA altitude on ADU/AFCS and call out e.g. "GO AROUND ALTITUDE FOUR

THOUSAND FEET SET". PF Check GA altitude on ADU and acknowledge "CHECK". PNF [ILS CAT II APP] Set right side FD BARS SW to FD BARS. PNF Report "FLAPS FIFTEEN SET" [AT45 - "FLAPS TWENTY FIVE SET"] when indicated. PNF Check lights on L/G position indicator extinguished and report "GEAR IS UP". PNF Monitor pitch attitude, bank attitude, speed, flight path, engine parameters. AT 400 FT RA OR ABOVE PNF Call out " FOUR HUNDRED".

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NORMAL PROCEDURES 2.03.22

P 2 OK

F.C.O.M. GO AROUND JAN 07

ATR 42-500

CM PASSING ACCELERATION ALTITUDE (MIN 800 ft AGL) PNF .........Call out "ACCELERATION ALTITUDE". PF............Order "CLIMB SEQUENCE". PNF .........Retard PLs to notch [AT43 - 4° to 5° PLA below white band]. PNF .........Adjust the standard climb speed on AFCS: 170 kt [AT43/45 - 160 kt] or VmHB 0 (for the

appropriate flight conditions) whichever is higher. PF............Progressively accelerate to the standard climb speed. Maintain positive rate of climb during

acceleration. PNF .........Set PWR MGT to CLB. PNF ......... [AT43/72] Retard CLs to 86% NP. [AT45] Check both CLs in AUTO and 82% NP. PNF .........Select or check both BLEED VALVES ON. PNF ......... [AT43/72] Set ENG START rotary selector OFF or CONT RELIGHT, as required. PNF .........Select TAXI & TO LTS OFF. PNF ......... [AT45/72] Check that actual TQ matches climb TQ, adjust if necessary. [AT43] Adjust both PLs to match FDAU bugs. PNF .........Set manual TQ targets to the maximum climb torque ([AT72 - 101,2%], [AT43 - 85,7%],

[AT45 – 109,8%]). Check FDAU bugs.

[AT45] PASSING WHITE BUG ( normal cond. - VmLB0 / icing cond. - VmLB15) PNF .........Call out "WHITE BUG" PF............Order "FLAPS FIFTEEN". PNF .........Check the speed on ASI and select FLAPS lever to 15. Observe the moving of the flaps

position indicator and when indicating 15 report "FLAPS FIFTEEN SET".

NORMAL CONDITIONS: PF Order "FLAPS ZERO" PNF Select FLAPS lever to 0. Observe moving of the flaps position indicator and when indicating

0 report "FLAPS ZERO SET".

ICING CONDITIONS: PASSING RED BUG (VmLB0) PNF .........Call out "RED BUG" PF............Check the speed on ASI above VmLB 0. PF............Order "FLAPS ZERO". PNF ........Select FLAP lever to 0. Observe the moving on the flaps position indicator and when

indicating 0 report "FLAPS ZERO SET".

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NORMAL PROCEDURES 2.03.22

P 3 OK

F.C.O.M. GO AROUND JAN 07

ATR 42-500

CM STABILISED CLIMB SPEED PF............When the speed on ASI is equal to the standard climb speed order "ENGAGE

AUTOPILOT". PNF .........Switch on AP pb on AFCS control panel, read AP ENG on EADI and report "AUTOPILOT

ENGAGED". PF+PNF ..Set internal bug on ASI to the value of the standard climb speed.

Note: It is recommended to contact ATC when climb sequence is completed and autopilot engaged, unless otherwise instructed by ATC.

REACHING ASSIGNED ALTITUDE (WHEN BELOW TRANSITION ALTITUDE) PNF .........Verify capture phase on EADI and call out "ALTITUDE CAPTURE". PF............Acknowledge "CHECK". PNF .........Check ALT hold phase on EADI and call out "ALTITUDE HOLD". PNF .........Check altimeter indication and call out e.g. " FOUR THOUSAND FEET". PF............Acknowledge "CHECK". PF............Order "AFTER TAKE OFF CHECK LIST". PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED" when the

check list is completed.

PASSING TRANSITION ALTITUDE (WHEN BELOW ASSIGNED ALTITUDE) PNF .........Call out "TRANSITION ALTITUDE". PF............Order "ALTIMETERS ONE ZERO ONE THREE" PF............Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PF) PNF .........Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PNF) PNF .........Report "ALTIMETERS ONE ZERO ONE THREE" PF+PNF ..Cross-check the altimeter settings. PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g. " FIVE THOUSAND ONE

HUNDRED FEET". PF............Check the altitude indication(s), acknowledge "CHECK" if indication is within allowable

tolerances, or report ("MINUS/PLUS ..... ) if not. PF............Order "AFTER TAKE OFF CHECK LIST". PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED", when

the check list is completed.

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NORMAL PROCEDURES 2.03.23

P 1 OK

F.C.O.M. LANDING JAN 07

ATR 42-500

CM CONTINUE FOR LANDING PF............ [ILS approach] Call out "LANDING". PF............ [ILS approach] Press AP disconnect pb twice. PNF .........Check flight parameters. PNF .........Call out RA "HUNDRED", "EIGHTY", "FIFTY", "TWENTY", "TEN". PF............Maintain standard final approach slope and final VAPP until 20 ft is called on radioaltimeter. PF............At 20 ft reduce smoothly to FI and flare visually as required. PNF .........Check IDLE GATE automatic retraction at touchdown. PF............When touching down control the nose wheel impact and act on the PLs triggers to select

GI.

Note: In case of loss of the directional controllability during landing, CM1 must take over control of the aircraft, report "MY STEERING" or "MY CONTROLS" and regain directional control primarily using the rudder pedals, reduce reverse power to reach GI (if reverse selected) to increase rudder authority, release brakes (if brakes used) and use asymmetrical braking if necessary – then use nose wheel steering.

PNF .........Check both LOW PITCH lights illuminated and call out "BOTH LOW PITCH". PF............Use reverse as necessary.

CAUTION: Both LO PITCH lights must be illuminated before reverse application. If an unexpected dissymmetry occurs when reverses are selected, advance PLs to GI.

Note: In this case the propeller pitch change mechanism is probably locked at a positive blade angle, leading to a positive thrust for any PL position.

PF............Use normal brakes as required. PASSING 70 KT PNF .........Call out "SEVENTY". 1 ..............Take NWS control and both PLs and report "MY STEERING". 2 ..............Take over / hold the control wheel with deflection into the wind, if necessary, and

apply slight forward pressure. 1 ..............Decelerate to a proper taxi speed.

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NORMAL PROCEDURES 2.03.24

P 1 OK

F.C.O.M. AFTER LANDING JAN 07

ATR 42-500

CM

WHEN THE AIRCRAFT REACHES TAXI SPEED 1 ..............Order "FLAPS ZERO". 2 ..............Move FLAPS control lever to 0. 2 ..............Engage GUST LOCK and lock flight controls. 2 ..............Check both control columns locked. 2 ..............Check flaps position IND shows 0. 2 ..............Start timing for engine cooling period.

Note: Keep engines running at least three minutes or up to entering the stand, whichever is earlier, at GI power (CL between MAX and MIN RPM) before shut down to assist in reducing residual heat build up in the engine and nacelle.

WHEN THE AIRCRAFT VACATES THE RUNWAY 2 ..............Receive taxi clearance from ATC. 1 ..............Taxi according to the taxi clearance. Control nose wheel steering tiller. Maintain a proper

taxi speed, advance PLs or use normal brakes/reverse, if necessary. 2 ..............Monitor taxi routing. 2 ..............Select or check WX RADAR STBY. 2 ..............Set PROBE and WINDSHIELD HTG OFF. 2 ..............Set or check ANTI ICING and DE ICING OFF. 2 .............. [AT43/72] Set ENG START rotary selector OFF - START ABORT. 2 ..............Select STROBE and LANDING LTS OFF 2 ..............Select STBY and RESET on AFCS if necessary. 2 ..............Extinguish ICING AOA light if illuminates. 2 ..............Record landing time. 1 ..............Order "AFTER LANDING CHECK LIST". 2 ..............Read the check list and report "AFTER LANDING CHECK LIST COMPLETED" when the

check list is completed. IF ENGINE TEST IS REQUIRED (if daily check is required)

Note: Commencing engine test by ENG 2 is recommended. 2 ..............Condition: - [AT43/72] Both CLs between MAX and MIN RPM - [AT45] Both CLs AUTO

- Both PLs at GI - ATPCS pb depressed. OFF extinguished. - PWR MGT on TO position

Page 793: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.24

P 2 OK

F.C.O.M. AFTER LANDING JAN 07

ATR 42-500

CM 2 ..............ARM position: - check ARM light illuminates green and call out "ARM"

- Torque indications increase - NP and NH indications decrease

ENG position: - Selected engine torque decreases below 21% [AT45 - 18%] - Opposite engine:

torque does not change UP TRIM light illuminates, call out "UP TRIM" [AT45] appropriate BLEED FAULT light illuminates NP and NH increase slightly

- 2,15 seconds later: concerned propeller is automatically feathered, NP below 20%, call out "AUTOFEATHER"

release ATPCS TEST rotary selector ARM green light extinguishes

CAUTION: - When performing ENG TEST while taxiing, be aware that ACW may be temporarily lost and consequently, both main hydraulic pumps, as well.

- If braking is required during test it will be performed using EMER handle as required.

- Do not perform ENG TEST while taxiing if DC HYD pump is inoperative. Note: If test must be repeated, wait 10 minutes before setting ATPCS rotary selector in

ENG position in order not to damage feathering pump (winding heating). 1 ..............Request "CONDITION LEVER ONE FEATHER THEN FUEL SHUT OFF". 2 ..............Select ENG 1 bleed OFF. Check OFF light illuminates. 2 ..............Select engine 1 CL to FTR, on NP indicator check propeller is feathered, maintain feather

position for 20 sec then FUEL SO. (Required for oil capacity check.) 2 ..............Select ENG 1 fuel PUMP OFF when NH drops below 10%. Check OFF light illuminates. 2 ..............Record engine 1 shut down time.

Note: Both engines taxi shall be performed if any of the following conditions is met: - if a sharp turn into parking position is required; - taxiing on slippery aprons or taxiways is expected; - BA 3 or worse are reported.

Page 794: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.25

P 1 OK

F.C.O.M. PARKING JAN 07

ATR 42-500

CM

ENTERING PARKING POSITION

1 ..............Check left side clear, report: "LEFT SIDE CLEAR". 2 ..............Check right side clear and report "RIGHT SIDE CLEAR". 1 ..............Select TAXI & TO LTS OFF.

AT PARKING POSITION 1 ..............Use normal brakes to stop the aircraft. When aircraft is stopped, set parking brake handle

to PARK and check brake pressure. Give the brake set signal to the ground crew. 1 ..............Select engine 2 CL to FTR. Maintain feather position for 20 sec before selecting FUEL

S / O (required for oil capacity check). 1 ..............Check READY light illuminates on PROP BRAKE and call out "READY". 1 ..............Switch PROP BRAKE ON and call out "PROP BRAKE ON". 1 ..............Check UNLK light illuminates and call out "UNLOCK". 1 ..............Check UNLK light extinguishes and prop brake blue lights illuminate both on prop brake

control panel and on memo panel and call out "PROPELLER BRAKE SET" 1 ..............Select BEACON and WING LTS OFF. 1 ..............Select SEAT BELTS sw OFF. 1 ..............Receive chocks setting signal from the ground crew. 2 ..............Select WX RADAR OFF. 2 ..............Set XPDR STBY. 2 ..............Set TCAS STBY. 2 ..............Reset roll and yaw trims to 0 and pitch to 1° UP [AT43/45 - 0°] 1 ..............Order "PARKING CHECK LIST". 2 ..............Read the check list and report "PARKING CHECK LIST COMPLETED" when the check

list is completed. 2 ..............Record arrival block time and engine 2 shut down time.

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NORMAL PROCEDURES 2.03.25

P 2 OK

F.C.O.M. PARKING JAN 07

ATR 42-500

CM

DC EXTERNAL POWER AVAILABLE 1 ..............Check AVAIL light illuminated and GPU voltage on LH maintenance panel in green sector. 1 ..............Select ENG 2 bleed OFF. Check OFF light illuminates. 1 ..............Select EMER EXT LTS sw to DISARM. 1 ..............Switch EXT PWR pb ON. 1 ..............Select engine 2 CL to FUEL SO.

Note: Keep FEATHER position 20 seconds before selecting FUEL / SO (required for oil capacity check by maintenance).

1 ..............Select ENG 2 fuel PUMP OFF when NH drops below 10%. Check OFF light illuminates. 2 ..............Note amount of fuel used (both engines) and reset a FU counter.

IF DAILY CHECK IS REQUIRED 1 .............. - Release gust lock.

- Push control column in nose down position. - Refer to 1.02.10 for STICK PUSHER SHAKER -YES test procedure. - Engage gust lock and check PITCH and ROLL controls are locked.

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NORMAL PROCEDURES 2.03.26

P 1 OK

F.C.O.M. LEAVING THE AIRCRAFT JAN 07

ATR 42-500

CL 2 .............................................................................................................................. FUEL SO OXYGEN MAIN SUPPLY ...................................................................................................... OFF EMER EXIT LTS ............................................................................................................. DISARM EXTERNAL LTS .................................................................................................................... OFF FUEL PUMPS ........................................................................................................................ OFF COM, NAV ............................................................................................................................. OFF EFIS ....................................................................................................................................... OFF BATTERY .................................................................................................................. As required

Page 797: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.27

P 1 OK

F.C.O.M. EXTERIOR LIGHTS JAN 07

ATR 42-500

Conditions Type of light Switch position Set by

During cockpit preparation NAV LT ON CM1/2 Before push back / engines start BEACON

WING LT ON CM1

Before taxi out TAXI&TO LT ON CM1 When the aircraft is stopped during taxi TAXI&TO LT OFF CM1 When entering the runway in use STROBE LT ON CM1 When take-off clearance is received LAND LT L+R ON CM1 During "Climb sequence" TAXI&TO LT OFF PNF When passing FL 100 during climb LAND LT L+R

WING LT OFF PNF

When passing FL 100 during descent LAND LT L+R WING LT

ON PNF

When landing clearance is received TAXI&TO LT ON PNF When vacating the runway STROBE LT

LAND LT L+R OFF CM2

At the stand or if ground handling staff could be blinded during taxi to the stand TAXI&TO LT OFF CM1

When parked and engines are shut down BEACON WING LT

OFF CM1

Before leaving the aircraft NAV LT OFF CM1/2 Note: 1) During night switch on the LOGO LT together with NAV LT. 2) Any exterior light which could blind the flight crew or which could obstruct sufficient

cockpit view should be switched off at any time during the flight.

Page 798: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 1 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

NORMAL PROCEDURES AND CHECK LISTS

CHECK LIST PRESENTATION

General This chapter provides expanded information related to the normal procedures and on the use of Normal check lists. They have been developed by CSA to suite the Company’s operation and route network.

The normal procedures and Normal check lists are presented for each phase of flight in separate articles hereafter. Each article is divided into two parts. Part "Flow Pattern" presents expanded normal procedures, which must be accomplished before check list reading. Part "Check List" presents the explanation and expanded information for each item in the check list together with the proper response. Note: All items and responses in sections "Check List" must be read exactly as written in the

following chapters. However on the hard copy of the Normal check list some items may be written in abbreviations.

Check List Structure The following abbreviations are used to identify the crew member responsible for the appropriate check list response:

CM1 - the crew member in the left hand seat (designated 1 on C/L) CM2 - the crew member in the right hand seat (designated 2 on C/L) PF - pilot flying (designated F on C/L) PNF - pilot non flying (designated N on C/L)

Task Sharing For all procedures, the general task sharing stated bellow is applicable.

PF - pilot flying is responsible for: PL flight path and airspeed control aircraft configuration navigation

PNF - pilot non flying is responsible for: check list reading configuration setting and execution of required actions on PF’s request actions on OVHD panel CL communication, weather monitoring and navigation record keeping

The AFCS is always coupled to the PF side (CPL selection).

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NORMAL PROCEDURES 2.03.28

P 2 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

Check List Philosophy Normal procedures are divided into flight phases. After completion of a given, the related Normal check list must be performed to verify that the procedure is accomplished properly. The Normal check list only includes the items that may have direct impact on safety and efficiency in case of not being correctly accomplished. The Commander is responsible for ensuring each Normal check list is accomplished at the proper time. The crew shall carry out the appropriate check list in a challenge and response manner. Check List Initiation and Reading During ground operations the CM1 calls for a check list and the CM2 reads it. While airborne the PF calls for a check list and the PNF reads it. Reading of the check list from the hard copy is mandatory. It is not permissible to recite check lists from memory at any time. The crew member reading the check list begins with the check list title and then reads the check list items. The check list should be read slowly, loud enough and in a clear manner. The appropriate crew member responds to the challenge. When all items of the check list are completed and proper responses received the crew member reading the check list shall announce the check list completion by repeating its title and the word COMPLETED.

Example: CM1 orders: "BEFORE TAKE OFF CHECK LIST" CM2: "BEFORE TAKE OFF CHECK LIST" CM2 performs the C/L. CM2: "BEFORE TAKE OFF CHECK LIST COMPLETED"

The items prefixed "1/2" require responses from one of crew members. In these cases, the crew member performing the item replies. The items prefixed "1+2" require responses from both crew members. In these cases, the crew member non reading the check list replies first, followed by a reply of the crew member reading the check list. The crew member shall respond to the challenge only after having checked the current configuration or setting. If the configuration or setting is not in accordance with the required check list response, the corrective action must be done before the response is given. If a corrective action is not possible, the response must be modified to reflect the current status.

The other crew member shall visually verify that the current configuration or setting is in accordance with the response for each item of the check list. Strict adherence to the check list must be observed at all times. The crew member reading the check list must not call the next item until the item called is checked and the appropriate response is given. For some items the response "As required" is indicated on the check list. In these cases the actual status of the system must be stated. Check List Interruption Interruption to the check list increases the possibility of items being missed, which in turn may create hazards to flight operations. Any check list, which is interrupted before completion, should be started again from the beginning rather than at the place where the interruption took place.

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NORMAL PROCEDURES 2.03.28

P 3 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

FINAL COCKPIT PREPARATION C/L

Flow Pattern Both preliminary cockpit preparation and cockpit preparation, which consists of system preparation and final cockpit preparation, have been completed. CM1 requests: "FINAL COCKPIT PREPARATION CHECK LIST" CM2 reads the C/L. Check List

1+2 COCKPIT PREPARATION ............................................ COMPLETE

Self explanatory. CM1: "COMPLETE" CM2: "COMPLETE"

1+2 MOBILE PHONE ........................................................................ OFF

Self explanatory. CM1: "OFF" CM2: "OFF"

1/2 GEAR PINS, COVERS ................................................... REMOVED

Exterior inspection has been completed, no damage was found. All gear pins and covers are removed and gear pins are stowed in the cockpit. The response is given by the crew member who has performed the inspection. CM1/CM2: "REMOVED"

1 MEMO PANEL .............................................................................. __

CM1 reads the lights that are illuminated on the memo panel. CM1: "NO SMOKING, SEAT BELTS, PROPELLER BRAKE, ..."

1 FUEL QUANTITY ...................................................................... __ kg

CM1 reads the sum of fuel quantity from the fuel quantity indicator in kilograms, compares the value with the required fuel quantity given by OFP and checks that both fuel tanks are refueled symmetrically. CM1: "2350 kg"

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NORMAL PROCEDURES 2.03.28

P 4 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

2 RADAR ..................................................................................... STBY

Radar STBY mode is confirmed on EHSI. CM2: "STAND BY"

1+2 ALTIMETERS ................................................ __, SET, __ ft, CHECK

Each pilot cross-checks the altimeter setting and indication. The difference between indications must be within the allowable deviation.

Altitude [ft] NORM/NORM [ft] NORM/STBY [ft]

0 55 70 5 000 60 150

10 000 70 200 20 000 100 260 25 000 120 300

CM2: "1002" CM1: "SET" CM2: "1160 ft" CM1: "CHECK"

2 LANDING ELEVATION .............................................................. __ ft

Self explanatory. CM2: "800 ft"

1+2 COMMUNICATION, NAVIGATION ............................................ SET

Communication and navigation have been set for departure and checked by both pilots. CM1: "SET" CM2: "SET"

2 ENGINE TEST ............................................................ PERFORMED

Self explanatory. CM2: "PERFORMED"

1 PARKING BRAKE ...................................................................... SET

Brake accumulator pressure is at least 1600 psi and parking brake is set. CM1: "SET"

Page 802: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 5 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

BEFORE START C/L Flow Pattern

CM1 CM2 T/O DATA BUGS ................................... SET WT ROTARY SELECTOR ............... __ TONS TRIMS .............................................. 0, 0, __ CHIEF CA REPORT ..................... RECEIVE DOORS ............................ CHECK CLOSED COCKPIT DOORS ........... CHECK CLOSED BEACON ................................................ ON WING LIGHTS ....................................... ON BEFORE START C/L ...................... ORDER

T/O DATA BUGS ................................... SET ATC CLEARANCE ..................... RECEIVED TRANSPONDER .................................... ALT BEFORE START C/L .................. PERFORM

Check List

1+2 TAKE OFF DATA, BUGS ........................................................... SET

Take-off data (MTOW, TQ, wind limits) have been determined and bugs (speeds, acceleration altitudes, TQ) are set according to the actual environmental conditions and loading data. No limitations will be exceeded. Bug setting is cross-checked by both pilots. CM1: "SET" CM2: "SET"

2 WEIGHT ROTARY SELECTOR ........................................................ __TONS

Set minimum weight on the rotary selector, then self explanatory set actual T/O weight. CM2: " __ TONS"

1 TRIMS ................................................................................... 0, 0, __

Self explanatory. CM1: "0, 0, 1,5 UP / DOWN"

[AT72] 1 TAIL PROP ..................................................................... REMOVED

Tail prop removal was acknowledged by chief CA. CM1: "REMOVED"

1 DOORS ............................................................................... CLOSED

Doors closure was acknowledged by chief CA and all door panel lights are extinguished. CM1: "CLOSED"

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NORMAL PROCEDURES 2.03.28

P 6 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

1 COCKPIT DOORS .............................................................. CLOSED

[AT72] Cockpit door locking system switch is in the ON position, cockpit doors are closed, neither FAULT nor OPEN light illuminates. [AT43/45] The door separated the forward cargo compartment and the passenger compartment is closed and locked. CM1: "CLOSED"

1 BEACON, WING LIGHTS ............................................................ ON

Self explanatory. CM1: "ON"

2 XPDR .......................................................................................... ALT

Self explanatory. CM2: "ALTITUDE"

Page 804: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 7 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

AFTER START C/L Flow Pattern CM1 releases the propeller brake before taxi.

Engine 1 is started before or during taxi according to CM1’s decision.

If engine 1 is started when aircraft is at the stand, it may be performed by CM1 or CM2. If engine 1 is started during pushback or taxi, it shall be performed by CM2 at CM1’s command.

CM1 CM2 GPU AC/DC ........ CHECK DISCONNECTED GND CLEARANCE ....................... RECEIVE PROPELLER BRAKE ................... RELEASE CL 2 ........................... [AT43/72] MAX RPM [AT45] .......... AUTO OVBD VALVE ...................................... AUTO CAP ................................................. CHECK OVHD PANEL .................................. CHECK CHOCKS ....................... CHECK REMOVED AFTER START C/L ......................... ORDER

RIGHT SIDE ....................... CHECK CLEAR FLAPS .......................................... SET 15° ANTI SKID .......................................... TEST ANTI ICING ................................ As required HEATING ............................................... ON CAP ................................................. CHECK OVHD PANEL .................................. CHECK AFTER START C/L .................... PERFORM

If engine 1 is started at the stand or during pushback, the following items must be added before C/L request. LEFT SIDE .......................... CHECK CLEAR ENGINE 1 START ........................... ORDER CAP ................................................. CHECK OVHD PANEL .................................. CHECK COCKPIT COM HATCH ................... CLOSE

ENGINE 1 ........................................ START CL 1 ............................... [AT43/72] MAX RPM [AT45] ....... AUTO ENG START SELECTOR ...................... OFF CAP ................................................. CHECK OVHD PANEL .................................. CHECK AFCS .................................................... SET EFIS NAV SOURCE ..................CHECK/SET

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NORMAL PROCEDURES 2.03.28

P 8 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

Check List

1 PROPELLER BRAKE ..................................................... RELEASED

Propeller brake switch is OFF and guarded, UNLOCK light is extinguished. Propeller brake releasing sequence is completed, which is confirmed by both blue lights being extinguished. CM1: "RELEASED"

1 CONDITION LEVER 2 ................................ [AT43/72] ... MAX RPM [AT45] .............. AUTO

Self explanatory. [AT43/72] CM1: "MAX RPM" [AT45] CM1: "AUTO"

2 FLAPS ........................................................................................... 15

Flaps are set for take-off, which is confirmed by the flaps indicator reading and flaps control lever position. CM2: "15"

2 ANTI SKID ........................................................................... TESTED

No F light remains illuminated. CM2: "TESTED"

2 ANTI ICING ..................................................................... As required

Anti icing selection is performed according to the actual environmental conditions. CM2: "OFF" / "ON" / "PROPELLERS ON, HORNS AND SIDE WINDOWS OFF"

1 OVBD VALVE ........................................................................... AUTO

To ensure proper aircraft pressurization during flight. CM1: "AUTO"

Page 806: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 9 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

TAXI C/L Flow Pattern If engine 1 is started during taxi, it will be started at CM1’s discretion when the aircraft is clear of parking area, all ground equipment and personnel.

CM1 CM2 ALL CLEAR HAND SIGNAL ......... RECEIVE TAXI LIGHTS ......................................... ON LEFT SIDE .......................... CHECK CLEAR PARKING BRAKE ........................ RELEASE NORMAL AND EMER BRAKES ....... CHECK

ATC CLEARANCE ....................... RECEIVE TIME ............................................. RECORD RIGHT SIDE ....................... CHECK CLEAR NORMAL BRAKES ........................... CHECK

When aircraft is clear of parking area, all ground equipment and personnel. (ENGINE 1 START ......................... ORDER) (CAP .............................................. CHECK) (OVHD PANEL ............................... CHECK) (COCKPIT COM HATCH ................. CLOSE) FLIGHT INSTRUMENTS .................. CHECK T/O BRIEFING .......................... COMPLETE TAXI C/L ......................................... ORDER

(ENGINE 1 ...................................... START) (CL 1 .............................. [AT43/72] MAX RPM [AT45] ...... AUTO) (ENG START SELECTOR .................... OFF) (CAP .............................................. CHECK) (OVHD PANEL ............................... CHECK) (AFCS .................................................. SET) (EFIS NAV SOURCE ............... CHECK/SET) FLIGHT INSTRUMENTS .................. CHECK T/O BRIEFING .......................... COMPLETE TAXI C/L .................................... PERFORM T/O configuration test is a "read and do" item.

Check List

1+2 BRAKES ................................................................................ CHECK

Self explanatory. CM1: "CHECK" CM2: "CHECK"

1 CONDITION LEVER 1 ...................................... [AT43/72] ....... MAX RPM [AT45] ......... AUTO

Self explanatory. [AT43/72] CM1: "MAX RPM" [AT45] CM1: "AUTO"

Page 807: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 10 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

1 COCKPIT COMMUNICATION HATCH ............................... CLOSED

Self explanatory. CM1: "CLOSED"

1+2 FLIGHT INSTRUMENTS ....... CHECK, RWY HDG __ SET, CHECK

Both pilots scan their instrument panels including stand-by instruments, check for no unnecessary flags on instruments, check instruments during turn, compare heading indications, check that HDG bug is set for RWY HDG and check that EHSIs are in required mode with proper navigation source selected according to intended means of navigation during departure. Unless radar is expected to be used for T/O, select TERR on DSP SEL pb in order to get terrain awareness during climb out. If radar is going to be used, on PF decision one CM will select TERR, the other one will select RDR. CM1: "CHECK" CM2: "CHECK" CM2: "RUNWAY HEADING 243 SET" CM1: "CHECK"

1+2 AFCS ................................................. __ SET,CPL __ SIDE, CHECK

CM2 reads the AFCS setting on ADU and coupling. CM1 confirms the readings. CM2: "ALTITUDE 5000 ft / FLIGHT LEVEL 70, HEADING LOW BANK, IAS 110 SET, COUPLING MY / YOUR SIDE" CM1: "CHECK"

2 TAKE OFF CONFIGURATION ........................................... TESTED

CM2 presses the T/O CONFIG TEST pb and checks that no warning appears. If any warning appears, he calls it out and accounts for any illuminated lights on CAP. CM2: "TESTED"

1 BRIEFING ...................................................................... COMPLETE

Normal and emergency briefings for take-off have been completed and there is no change in environmental conditions for which the take-off data had been determined. This is a reminder for possible variations to be briefed. CM1: "COMPLETE"

Page 808: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 11 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

BEFORE TAKE OFF C/L Flow Pattern CM1 calls out for gust lock release at his discretion prior to line up. CM2 releases the gust lock and checks the full travel and freedom of movement in pitch and roll including spoiler activation. CM1 checks the full travel and movement of rudder. The other items and checks will be carried out once the aircraft is cleared to line up or to take-off.

When aircraft is lined up both pilots must check that the heading indications correspond to the runway heading, the lateral FD bar is centred and if appropriate that the cross-track deviation is 0.0L/R on the EHSIs.

Take-off must not be commenced until cabin ready report is received and the announcement to the cabin is given.

CM1 CM2 GUST LOCK RELEASE ................... ORDER FLIGHT CONTROLS ........................ CHECK CABIN CREW REPORT .................. OBTAIN LEFT SIDE ........................... CHECK CLEAR CABIN ...................................... ANNOUNCE STROBE LIGHTS ................................... ON LANDING LIGHTS ON (when cleared for T/O) CCAS .............................................. TO INHI RUDDER RCU .............................. CENTRE BEFORE TAKE OFF C/L ................. ORDER

GUST LOCK ................................ RELEASE FLIGHT CONTROLS ........................ CHECK ATC CLEARANCE ....................... RECEIVE RIGHT SIDE ....................... CHECK CLEAR [AT43/72] IGNITION ................... As required RADAR ...................................... As required BLEED VALVES .................................... OFF AIR FLOW ..................................... NORMAL TCAS ................................................... AUTO BEFORE TAKE OFF C/L ............ PERFORM

When aircraft is lined up. RUNWAY HDG ................................ CHECK LATERAL FD BAR ......... CHECK CENTRED

RUNWAY HDG ................................ CHECK LATERAL FD BAR ......... CHECK CENTRED

Page 809: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 12 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

Check List

1 CABIN CREW REPORT ................................................. OBTAINED

Cabin ready report is received and the announcement to the cabin that take-off is imminent is given. CM1: "OBTAINED"

1+2 FLIGHT CONTROLS ............................................................ CHECK

Gust lock is released, full travel and freedom of flight controls is checked and rudder releasable centering unit is centred. CM1: "CHECK" CM2: "CHECK"

1 CCAS ................................................................................... TO INHI

Self explanatory. CM1: "TAKE OFF INHIBIT"

2 BLEED VALVES ......................................................................... OFF

Self explanatory. CM2: "OFF"

2 TCAS ........................................................................................ AUTO

Self explanatory CM2:: "AUTO"

Page 810: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 13 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

AFTER TAKE OFF C/L Flow Pattern The After take-off C/L normally shall be read after take-off when climb sequence is completed, altimeters are reset and cross-checked, and workload permits.

After go around the After take-off C/L shall be read when climb sequence is completed, aircraft is levelled off and workload permits.

PF requests: "AFTER TAKE OFF CHECK LIST"

PNF reads the C/L. Check List

N LANDING GEAR .......................................................................... UP

L/G lever is in UP position and all gear lights are extinguished. PNF: "UP"

N POWER MANAGEMENT ........................................................... CLB

Self explanatory. PNF: "CLIMB"

[AT43/72] N CONDITION LEVERS ................................................................... 86

The actual TQ matches climb TQ (FDAU bugs) and CLs are set for 86% NP. PNF: "86"

N FLAPS ............................................................................................. 0

Flaps are set 0°, which is confirmed by the flaps indicator reading and flaps control lever position. PNF: "0"

N BLEED VALVES .......................................................................... ON

Self explanatory. PNF: "ON"

F+N ALTIMETERS ....................................................................... __, SET

The altimeters are reset and their setting and indication have been cross-checked. PNF: "STANDARD" PF: "SET"

Page 811: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 14 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

CLIMB PROCEDURES Flown Pattern When passing FL 100 the following procedures and checks shall accomplished.

PF PNF MEMO PANEL ................................. CHECK

FL 100 ..................................... ANNOUNCE SEAT BELTS ............................. As required LANDING LIGHTS ................................ OFF WING LIGHTS ...................................... OFF ENGINE PARAMETERS .................. CHECK PRESSURIZATION .......................... CHECK MEMO PANEL ................................. CHECK

Check List There is no check list during this phase of flight.

Page 812: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 15 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

CRUISE PROCEDURES Flow Pattern After reaching cruising level the following procedures and checks shall accomplished.

PF PNF [AT45] POWER MANAGEMENT ........... CRZ

CM1 CM2 SAT .................................................... READ

PF PNF BUGS .................................................... SET PL ........................... [AT45/72] ....... CHECK [AT43] .......... ADJUST MEMO PANEL ................................. CHECK

CRUISE PARAMETERS .......... DETERMINE BUGS .................................................... SET CRUISE SPEED ....................... ANNOUNCE [AT43/72] POWER MANAGEMENT ....... CRZ [AT43/72] CL .............................. As required CRUISE PARAMETERS ................... CHECK MEMO PANEL ................................. CHECK

Check List There is no check list during this phase of flight

Page 813: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 16 OK

F.C.O.M. CHECK LISTS JAN 07

ATR 42-500

PRIOR TO DESCENT PROCEDURES Flow Pattern The approach briefing, landing data determination, and bugs setting is normally performed during cruise before the beginning of descent. At top of the descent CM1 recalls the CCAS and PNF switches on the SEAT BELTS sign on PF's command. Switching the SEAT BELTS sign at this moment is recommended but at commander's discretion may be delayed no further than to FL 100. During cruise before the beginning of descent the following procedures and checks shall accomplished.

PF PNF APPROACH BRIEFING .............. PERFORM BUGS .................................................... SET

ATIS/VOLMET ............................. RECEIVE LANDING DATA ...................... DETERMINE BUGS .................................................... SET SEAT BELTS ............................. As required

CM1 CM2 CCAS .................................................... RCL

PF PNF MEMO PANEL ................................. CHECK MEMO PANEL ................................. CHECK

Check List There is no check list during this phase of flight.

Page 814: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 17 OK

F.C.O.M. CHECK LISTS JAN 07

ATR 42-500

DESCENT PROCEDURES Flow Pattern When passing FL 100 the following procedures and checks shall accomplished.

PF PNF MEMO PANEL ................................. CHECK

FL 100 ..................................... ANNOUNCE SEAT BELTS ......................................... ON LANDING LIGHTS ................................. ON WING LIGHTS ....................................... ON ENGINE PARAMETERS .................. CHECK PRESSURIZATION .......................... CHECK MEMO PANEL ................................. CHECK

Check List There is no check list during this phase of flight.

Page 815: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 18 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

APPROACH C/L Flow Pattern The Approach C/L shall be read after altimeters are reset and cross-checked and workload permits. PF requests: "APPROACH CHECK LIST" PNF reads the C/L. Check List

1 CCAS ......................................................................................... RCL

Self explanatory. CM1: "RECALL"

F BRIEFING ...................................................................... COMPLETE

Approach briefing has been completed. This is a reminder for possible variations to be briefed. PF: "COMPLETE"

F+N LANDING DATA, BUGS ............................................................ SET

Landing data (MLW, TQ, wind limits, minima) have been determined and bugs (speed, altitude, RA, TQ) are set according to actual conditions and weight. Bug settings were cross-checked by both pilots. No limitation will be exceeded. PF: "SET" PNF: "SET"

F+N ALTIMETERS ....................................................................... __, SET

The altimeters are reset and their setting and indications have been cross-checked. PNF: "1002" PF: "SET"

N SIGNS .......................................................................................... ON

NO SMOKING and SEAT BELTS signs are switched on and their lights are illuminated on the memo panel. PNF: "ON"

Page 816: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 19 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

LANDING C/L Flow Pattern The Landing C/L shall be read when the aircraft is properly configured for landing.

In case of visual approach or circle to land the selection of landing flaps may be delayed. In such case the PNF shall complete all check list items with the actual flaps setting and state the fact that flaps selection is being postponed: "LANDING CHECK LIST COMPLETED EXCEPT LANDING FLAPS". When the PF calls for landing flaps selection, the PNF will select flaps, confirm flaps indication and call: "LANDING CHECK LIST COMPLETED".

Landing must not be performed until cabin ready report is received and the announcement to the cabin is given.

PF requests: "LANDING CHECK LIST"

PNF reads the C/L. Check List

1 CABIN CREW REPORT OBTAINED

Cabin ready report is received and the announcement is given to the cabin that landing is coming up shortly. CM1: "OBTAINED"

N LANDING GEAR DOWN, 3 GREEN

L/G lever is in the DOWN position and 3 green lights are illuminated. PNF: "DOWN, THREE GREEN"

N FLAPS ..................................................................... [AT43/72] 30 [AT45] 35

Flaps are set for landing, which is confirmed by the flaps indicator reading and flaps control lever position. [AT43/72] PNF: "30" [AT45] PNF: "35"

[AT45/72] N TLU LOW SPEED ILLUMINATED

Self explanatory. PNF: "ILLUMINATED"

Page 817: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 20 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

N POWER MANAGEMENT TO

Self explanatory. PNF: "TAKE OFF"

[AT43/72] N CONDITION LEVERS ....................................... [AT72] 86 [AT43] MAX RPM

[AT72] CLs are set for 86% NP. PNF: "86" [AT43] CLs are set for MAX RPM. PNF: "MAX RPM"

N ICING AOA LIGHT CHECK

This item is meant as a speed setting reminder in relation to the actual atmospheric conditions and icing AOA status. PNF: "CHECK"

N BLEED VALVES AS REQUIRED

Consider bleed valves off setting, at high OAT values. Check / set bleed valves off for single engine operations.

Page 818: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 21 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

AFTER LANDING C/L Flow Pattern When the aircraft reaches taxi speed CM1 calls for flaps 0°, CM2 sets flaps 0°, engages the gust lock and locks the flight controls, resets the stopwatch and starts it again. When the aircraft vacates the runway CM2 performs the rest of the items without CM1’s order.

Engine 1 may be shut down at CM1’s discretion if conditions permit. Engine 1 shut down is not necessary for the C/L reading. The After landing C/L may be read during taxi only if the aircraft is out of parking area. Note: Keep engines running at least three minutes or up to entering the stand, whichever is

earlier, at GI power (CL between MAX and MIN RPM) before shut down to assist in reducing residual heat build up in the engine and nacelle.

CM1 CM2

FLAPS 0 .......................................... ORDER FLIGHT CONTROLS ........ CHECK LOCKED AFTER LANDING C/L ..................... ORDER (ENGINE 1 FTR then FUEL SO ...... ORDER)

FLAPS ............................................. SET 0° GUST LOCK ................................. ENGAGE FLIGHT CONTROLS .......................... LOCK HEATING .............................................. OFF ANTI ICING ........................................... OFF DE ICING .............................................. OFF [AT43/72] IGNITION .............................. OFF STROBE LIGHTS .................................. OFF LANDING LIGHTS ................................ OFF AFCS .................................... STBY, RESET ICING AOA LIGHT ................ EXTENGUISH RADAR ............................................... STBY TCAS ....................................................STBY AFTER LANDING C/L ................ PERFORM (CL 1 ............................ FTR then FUEL SO)

Page 819: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 22 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

Check List

2 FLAPS ............................................................................................. 0

Flaps are set 0°, which is confirmed by the flaps indicator reading and flaps control lever position. CM2: "0"

2 GUST LOCK ................................................................... ENGAGED

Gust lock is engaged and pitch and roll controls are checked locked by both pilots. CM2: "ENGAGED"

2 ICE PROTECTION ..................................................................... OFF

Probe and window heating is OFF. Propeller, horn and side window anti-icing including mode selector is OFF. Engine and air frame de-icing including mode selector is OFF. Icing AOA light is extinguished. CM2: "OFF"

[AT43/72] 2 IGNITION ................................................................................... OFF

Self explanatory. CM2: "OFF"

2 RADAR ..................................................................................... STBY

Radar STBY mode is confirmed on EHSI. CM2: "STAND BY"

2 TCAS ........................................................................................STBY

Self explanatory. CM2: “STAND BY”

Page 820: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 23 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

PARKING C/L Flow Pattern The Parking C/L shall be read when the parking brake is set, left engine is shut down and propeller brake is set.

CM1 CM2 LEFT SIDE .......................... CHECK CLEAR TAXI LIGHTS ........................................ OFF PARKING BRAKE ................................. SET (CL1 ............................. FTR then FUEL SO) CL 2 ..................................................... FTR PROPELLER BRAKE ........................... SET BEACON .............................................. OFF WING LIGHTS ...................................... OFF SEAT BELTS ........................................ OFF CHOCKS ................................. CHECK SET PARKING C/L .................................. ORDER

RIGHT SIDE ........................ CHECK CLEAR RADAR ................................................. OFF TRIMS .............................................. RESET TRANSPONDER ................................ STBY PARKING C/L ............................. PERFORM

Check List

1 PARKING BRAKE ...................................................................... SET

The parking brake handle is in the PARKING position and the brake accumulator pressure is checked. CM1: "SET"

1 CONDITION LEVER 1 ....................................................... FUEL SO

Self explanatory. CM1: "FUEL SHUT OFF"

1 CONDITION LEVER 2 ............................................................... FTR

Self explanatory. CM1: "FEATHER"

1 PROPELLER BRAKE ................................................................. SET

Propeller brake switch is ON and guarded, UNLOCK light is extinguished. Propeller braking sequence is completed, which is confirmed by both blue lights being illuminated and right engine NP indication is 0%. CM1: "SET"

Page 821: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 24 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

1 BEACON, WING LIGHTS .......................................................... OFF

Self explanatory. CM1: "OFF"

1 SEAT BELTS ............................................................................. OFF

Self explanatory. CM1: "OFF"

2 RADAR ....................................................................................... OFF

Self explanatory. CM2: "OFF"

2 TRIMS ................................................................................... RESET

Self explanatory. CM2: "RESET"

2 XPDR ....................................................................................... STBY

Self explanatory. CM2: "STAND BY"

Page 822: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 25 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

LEAVING THE AIRCRAFT C/L Flow Pattern All aircraft equipment is switched off, appropriate bugs and systems are reset. The Leaving the aircraft C/L shall be accomplished anytime both crew members will be leaving the aircraft. Even though the first officer provides both the challenges and responses the commander is still responsible to ensure all items have been accomplished. CM1 requests: "LEAVING THE AIRCRAFT CHECK LIST" CM1/2 reads the C/L. Check List All items are self explanatory.

Page 823: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 26 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

NORMAL CHECK LIST - HARD COPY

Page 824: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 27 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

Page 825: 210769303 Flight Crew Operating Manual Atr42 500 CSA

NORMAL PROCEDURES 2.03.28

P 28 OK

F.C.O.M. CHECKLISTS JAN 07

ATR 42-500

Page 826: 210769303 Flight Crew Operating Manual Atr42 500 CSA

AIRCRAFT GENERAL 2.04.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

2.04.00 ..................... CONTENTS

2.04.01 ..................... INTRODUCTION

2.04.02 ..................... POWER PLANT 02.P1 ................ IN FLT ENG FIRE AND SEVERE MECHANICAL DAMAGE 02.P2 ................ ON GND ENG FIRE AND SEVERE MECHANICAL DAMAGE 02.P3 ................ BOTH ENGINES FLAME OUT 02.P5 ................ ENG FLAME OUT AT TAKE OFF

2.04.03 ..................... SMOKE 03.P1 ................ ELECTRICAL SMOKE 03.P3 ................ AIR COND SMOKE 03.P4 ................ FWD SMOKE 03.P6 ................ AFT SMOKE

2.04.04 ..................... ELECTRICAL SYSTEM 04.P1 ................ DUAL DC GEN LOSS

2.04.05 ..................... MISCELLANEOUS 05.P1 ................ EMERGENCY DESCENT 05.P2 ................ DITCHING 05.P5 ................ FORCED LANDING 05.P7 ................ ON GND EMER EVAC 05.P8 ................ BOMB ON BOARD 05.P9 ................ SEVERE ICING 05.P11 .............. REJECTED TAKE OF

Page 827: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 828: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 829: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 830: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 831: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 832: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 833: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 842: 210769303 Flight Crew Operating Manual Atr42 500 CSA

EMERGENCY PROCEDURES 2.04.05

P 1 OK

F.C.O.M. MISCELLANEOUS JUL 06

ATR 42-500

EMERGENCY DESCENT PROCEDURE

EMERGENCY DESCENT

OXYGEN MASK / Crew communications ........................................................ AS RQD PLs .............................................................................................................................. FI CLs ................................................................................................................ 100 OVRD ALL EXTERIOR LIGHTS ........................................................................................... ON SIGNS ....................................................................................................................... ON ATC and Cabin Crew ......................................................................................... NOTIFY DESCENT TOWARDS FL 100 or MEA ........................................................... INITIATE

OXYGEN PAX SUPPLY .................................................................................... AS RQD OXYGEN PRESSURE ....................................................................................... CHECK SPEED ........................................................................................................ MMO / VMO

(or less if structural damage is suspected) MEA .................................................................................................................... CHECK

COMMENTS - Oxygen may be used with N/100% rocker in N position if air in the cabin is not contaminated. - Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight controls

wit care and reduce speed as appropriate. Landing gear may be extended in order to increase rate of descent.

- Notify ATC of the nature of the emergency encountered and state intentions. In the event ATC cannot be contacted, select code A77 or transmit the distress message on one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is available on battery.

- CL are selected max RPM to increase drag and consequently to increase the rate of descent.

Page 843: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500Mod : 5313 or 5467

MISCELLANEOUS

EMERGENCY PROCEDURES

P 2

DEC 06

110

2.04.05

DITCHINGPROCEDURE

DITCHING

Preparation (time permitting)ATC (VHF1) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN CREW NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SIGNS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TERR OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN and COCKPIT PREPARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Loose equipment secured. Survival equipment prepared. Belts and shoulder harness locked.AUTO PRESS--LANDING ELEVATION SET. . . . . . . . . . . . . . . . . . . . . . . . .ApproachAUTO PRESS (IF P≠0) DUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PACKS BOTH OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OVBD VALVE FULL CLOSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FLAPS (IF AVAILABLE) 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L/G LEVER UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DITCH PB (30 sec before the impact or 1250 ft above sea level) ON. . . . . . . .ENG START ROTARY SELECTOR OFF/START ABORT. . . . . . . . . . . . . . . .CABIN REPORT OBTAINED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Before ditching (200 ft)OPTIMUM PITCH ATTITUDE 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MINIMIZE IMPACT SLOPEBRACE FOR IMPACT ORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL BOTH FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE HANDLES PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Note : in case of night ditching, shutting down both engines may be performed,

at captain discretion, immediately after the impact (to avoid loss of landinglights during flare out).

After ditchingCABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EVACUATION INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BAT (before leaving A/C) OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Note : After ditching, one aft door will be under the water line.

AA

R

Page 844: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 845: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 846: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500Mod : 5313 or 5467

MISCELLANEOUS

EMERGENCY PROCEDURES

P 5

DEC 06

110

2.04.05

FORCED LANDINGPROCEDURE

FORCED LANDING

Preparation (time permitting)ATC (VHF1) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN CREW NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SIGNS ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GPWS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TERR OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CABIN and COCKPIT PREPARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Loose equipment secured. Survival equipment prepared. Belts and shoulder harness locked.AUTO PRESS--LANDING ELEVATION SET. . . . . . . . . . . . . . . . . . . . . . . . .ApproachBLEEDS BOTH OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FLAPS (IF AVAILABLE) 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L/G LEVER AS RQD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO PRESS DUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENG START ROTARY SELECTOR OFF/START ABORT. . . . . . . . . . . . . . . .CABIN REPORT OBTAINED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Before impact (200 ft)BRACE FOR IMPACT ORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CL BOTH FTR then FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FIRE HANDLES PULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FUEL PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Note : in case of night forced landing, shutting down both engines may beperformed, at captain discretion, immediately after the impact (to avoid loss oflanding lights during flare out).After impact, when A/C stoppedCABIN CREW (PA) NOTIFY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AGENTS DISCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EVACUATION INITIATE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BAT (before leaving A/C) OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AA

R

Page 847: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 848: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 852: 210769303 Flight Crew Operating Manual Atr42 500 CSA

EMERGENCY PROCEDURES 2.04.05

P 11 OK

F.C.O.M. MISCELLANEOUS NOV 02

ATR 42-500

REJECTED TAKE OFF PROCEDURES • WHEN A FAILURE OR AN ABNORMALITY IS DETECTED

CM2/PNF Call it out e.g. "ENGINE FIRE" • AS SOON AS CM1 DECIDES TO ABORT THE TAKE-OFF

CM1 Call out "STOP"

CM1 Retard both PLs to GI/REV, as required, and apply full brakes as needed. Note: In case of loss of the directional controllability during rejected take off, CM1 must

regain directional control primarily using the rudder pedals, reduce reverse power to reach GI (if reverse selected) to increase rudder authority, release brakes (if brakes used) and use asymmetrical braking if necessary – then use nose wheel steering.

CM2 Take over/hold the control wheel (as appropriate) and apply forward pressure with wings

levelled. Note: CM1 should not abandon control of the aeroplane until the CM2 makes a positive

input on the controls.

CM1 Take nose wheel steering.

CM2 Call ATC e.g. "RUZYNE TOWER CSA ONE HUNDRED STOPPING" • WHEN AIRCRAFT STOPPED

CM1 Set parking brake and alert the cabin crew by PA "ATTENTION, CREW AT STATIONS"

CM2 Update CM1 with observations and indications related with the fault. CM1 Verify these observations by a quick cross-check and agree or call for a new evaluation,

if not convinced. Name the problem and identify the location with announcement e.g. "LEFT/RIGHT ENGINE FIRE"

IN CASE OF ENGINE FIRE

CM1 Initiate ON GND ENG FIRE procedure. Order "ON GROUND ENGINE FIRE - MEMORY

ITEMS"

Page 853: 210769303 Flight Crew Operating Manual Atr42 500 CSA

EMERGENCY PROCEDURES 2.04.05

P 12 OK

F.C.O.M. MISCELLANEOUS JUL 02

ATR 42-500

IF IMMEDIATE EMERGENCY EVACUATION IS REQUIRED

CM1 Initiate ON GND EMER EVAC procedure. Order "ON GROUND EMERGENCY

EVACUATION CHECK-LIST"

IF NO IMMEDIATE EMERGENCY IS SUSPECTED

CM1 Cancel the cabin crew alert. Announce by PA "CABIN CREW AND PASSENGERS KEEP YOUR SEATS"

IF AIRCRAFT IS ABLE TO TAXI OUT TO VACATE RUNWAY

CM1 Order "FLAPS 0" CM2 Move flaps control lever to 0 position, then crew perform all relevant after landing

procedures and/or procedures following failures. CM2 Inform ATC, as appropriate.

IF AIRCRAFT IS NOT ABLE TO TAXI CM1 Order carrying out of controlled disembarkation. CM2 Inform ATC, as necessary.

Page 854: 210769303 Flight Crew Operating Manual Atr42 500 CSA

EMERGENCY PROCEDURES 2.04.05

P 13 OK

F.C.O.M. MISCELLANEOUS FEB 01

ATR 42-500

TECHNIQUES General consideration for rejected take off Deceleration of an aircraft from high taxi speed just before lift-of back to a stop in shortest time is a manoeuvre that can create problems which were initially not associated with the cause for take off abort. There might be directional control problems, tire damage, hot brakes, wheel fires and the risk of leaving the runway. The purpose of a rejected take off manoeuvre is to stop the aircraft within the accelerate stop distance on the runway after a problem has occurred during take off roll. Therefore taking off from a limiting runway with balance field length a decision to reject at speed close to V1 must immediately be made, otherwise the aircraft will not come to a stop on the runway. Performance calculations consider only one second for the decision whether to abort or not. There is an additional allowance of another two seconds to bring the aircraft into the optimum abort configuration with maximum braking effect. Experience has evidenced that rejected take-offs were sometimes hazardous even though the performance was correctly calculated, based on flight tests. This may be due to following factors: • delay in initiating stopping procedure is increased; • tyres are damaged; • brakes worn or not working correctly, initial temperature higher than normal; • brakes not fully applied; • runway friction coefficient is lower; • error in take-off weight determination; • runway line-up not considered. Since above 70 kt, rejecting the take-off becomes a serious action which may lead to a hazardous situation in particular as speed approaches V1, be ’’Go-minded’’ if none of the main failures has occurred. The decision to reject a take off shall be made by the CM1 in time so that stopping action can begin by V1. It is therefore obliged that the CM1 keeps his hand on the PLs until V1 is reached whether he is PF or PNF. If take off abort was not already initiated at V1, this means a go decision. When CM1 makes a decision to reject the take-off he shall take in account reports and announcements of other crew members in the cockpit. If CM2 as PNF scans the airspeed and engine instruments throughout the take-off he shall call out each abnormality he has detected. A commander operating in the right-hand seat may give a command to the CM1 to reject the take-off in order to avoid a delay or if it seems to be necessary.

Page 855: 210769303 Flight Crew Operating Manual Atr42 500 CSA

EMERGENCY PROCEDURES 2.04.05

P 14 OK

F.C.O.M. MISCELLANEOUS FEB 01

ATR 42-500

If the aircraft is dispatched with a known defect, which can activate CCAS or local alert, the CM1 should brief to ignore such warning. It is not possible to list all the factors which could lead to the decision to reject the take-off, but in order to help in the decision process, when the TO INHI light illuminates blue, the CCAS inhibits warnings which are not paramount until the gear retraction at take-off. The speed of 70 ks was chosen in order to help the CM1 make his decision to reject a take off and avoid unnecessary stops from high speed. Low Speed Rejected Take-off (below 70 kt) The decision to reject the take-off may be taken at the discretion of the CM1, according to the circumstances. Prior to 70 kt, the take-should be rejected for system failure(s),unusual noise or vibration, tyre failure, abnormally slow acceleration, engine failure, engine fire, unsafe take-off configuration warning, or if the aeroplane is unsafe or unable to fly. Discontinuing the take-off should be seriously considered if any CCAS warning is activated. High speed Rejected Take-off (above 70 kt and below V1) Rejecting the take-off is a more serious matter, particularly on slippery runways and could lead to a hazardous situation when speed is close V1. The decision to reject take-off should only be taken for a very few causes the main ones being: • fire warning, smoke or severe damage; • sudden loss of engine power; • conditions or malfunctions where there are unambiguous indications the aircraft will not fly safely; • CCAS warnings which are not inhibited during take-off up to the gear retraction. Nose gear vibration should not lead to a rejected take-off above 70kt. Flight characteristic In case of single reverse operation roll control must be applied (possibly to full travel) in order to minimise the tendency to bank on the side of the operating engine.

Page 856: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES FOLLOWING FAILURE 2.05.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

2.05.00 ..................... CONTENTS

2.05.01 ..................... INTRODUCTION

2.05.02 ..................... POWER PLANT 02.P1 ................ SINGLE ENG OPERATION 02.P2 ................ START FAULT 02.P3 ................ NO NH DURING ENG START

* NO NL DURING ENG START NO ITT IND DURING ENG START

02.P4 ................ NAC OVHT 02.P5 ................ X START FAIL 02.P6 ................ EXCESSIVE ITT DURING ENG START 02.P7 ................ EXCESSIVE ITT IN FLIGHT and DURING HOTEL MODE 02.P8 ................ ENG RESTART IN FLT 02.P9 ................ ENGINE STALL 02.P10 .............. ENGINE FLAME OUT 02.P11 .............. ONE EEC FAULT 02.P13 .............. BOTH EEC FAULT 02.P15 .............. ATPCS FAIL 02.P16 .............. EEC SELECT IN FLT 02.P17 .............. IDLE GATE FAIL 02.P18 .............. LOW PITCH IN FLT 02.P19 .............. ENG OVER LIMIT 02.P20 .............. PROP OVER LIMIT 02.P21 .............. ENG OIL LO PR 02.P22 .............. ENG OIL TEMP HI 02.P23 .............. ENG OIL TEMP LO 02.P24 .............. PROP BRK UNLK 02.P25 .............. PROP BRAKE UNLOCKING (ENG 2 stopped)

PROP BRK (CAP alert) 02.P26 .............. INCORRECT TQ INDICATION 02.P27 .............. PEC 1 (2) SGL CH 02.P28 .............. PEC 1 (2) FAULT 02.P29 .............. ONE PROPELLER REMAINING AT Np 100 AFTER CLB PWR SELECTION

2.05.03 FUEL 03.P1 ................ FUEL ABNORM TEMP 03.P2 ................ FUEL CLOG 03.P3 ................ FEED LO PR 03.P4 ................ FUEL LO LVL 03.P5 ................ FUEL LEAK

*Depending on version

Page 857: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES FOLLOWING FAILURE 2.05.00

P 2 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

2.05.04 ..................... ELECTRICAL SYSTEM 04.P1 ................ DC GEN FAULT 04.P2 ................ DC BUS 1 OFF 04.P3 ................ DC BUS 2 OFF 04.P4 ................ DC EMER BUS OFF 04.P6 ................ CHG FAULT

BATTERY(IES) DISCHARGE IN FLIGHT 04.P7 ................ DUAL CHG LOSS 04.P8 ................ DC SVCE and UTLY BUS SHED 04.P9 ................ INV FAULT 04.P10 .............. AC BUS 1 OFF 04.P11 .............. AC BUS 2 OFF 04.P12 .............. ACW GEN FAULT 04.P13 .............. ACW BUS 1 OFF 04.P14 .............. ACW BUS 2 OFF 04.P15 .............. ACW TOTAL LOSS

2.05.05 ..................... HYDRAULIC 05.P1 ................ HYD TK COMPT LO LEVEL 05.P3 ................ HYD LO PR/HYD OVHT 05.P4 ................ BOTH MAIN HYD PUMPS LOSS 05.P5 ................ BOTH HYD SYS LOSS

2.05.06 ..................... FLIGHT CONTROLS 06.P1 ................ REDUCED FLAPS LDG 06.P2 ................ FLAPS UNLK 06.P3 ................ FLAPS JAM/FLAPS UNCPL 06.P4 ................ FLAP ASYM 06.P5 ................ ELEV JAM 06.P6 ................ PITCH DISCONNECT 06.P7 ................ PITCH TRIM INOPERATIVE 06.P8 ................ PITCH TRIM ASYM 06.P9 ................ STICK PUSHER / SHAKER FAULT 06.P10 .............. AILERON JAM 06.P11 .............. SPOILER JAM 06.P12 .............. RUDDER JAM 06.P13 .............. RUD RELEASABLE CENT UNIT FAIL 06.P14 .............. TLU FAULT 06.P15 .............. AIL LOCK LIT (if applicable) BOTH ELEVATOR RECONNECTION ON GROUND : see 2.02.06 p2

Page 858: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES FOLLOWING FAILURE 2.05.00

P 3 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

2.05.07 LANDING GEAR 07.P1 ................ L/G UNSAFE INDICATION 07.P3 ................ L/G GRAVITY EXTENSION 07.P4 ................ LDG WITH ABNORM L/G 07.P6 ................ L/G RETRACTION IMPOSSIBLE 07.P7 ................ ANTI SKID FAULT 07.P8 ................ BRK TEMP HOT

BRAKING FAILURE ON ONE SIDE

2.05.08 ..................... AIR 08.P1 ................ BLEED VALVE FAULT 08.P2 ................ BLEED OVHT 08.P3 ................ BLEED LEAK 08.P4 ................ X VALVE OPEN 08.P5 ................ PACK VALVE FAULT

BOTH PACKS INOP 08.P6 ................ DUCT OVHT 08.P7 ................ RECIRC FAN FAULT 08.P8 ................ EXCESS CAB ALT 08.P9 ................ AUTO PRESS FAULT 08.P10 .............. AVIONICS VENT EXHAUST MODE FAULT 08.P11 .............. OVBD VALVE FAULT 08.P12 .............. EXCESS CAB ∆P

2.05.09 ..................... ANTI ICE 09.P1 ................ RFRAME AIR BLEED FAULT 09.P2 ................ IRFRAME DE ICING FAULT 09.P3 ................ ENG ANTI (or DE) ICING FAULT 09.P4 ................ PROP ANTI ICING FAULT 09.P5 ................ HORNS ANTI ICING FAULT 09.P6 ................ WINDOW HTG FAULT 09.P7 ................ PROBE HTG FAULT 09.P8 ................ MODE SEL AUTO FAULT 09.P9 ................ DE ICING MODE SEL FAULT (Guarded Pb)

ICE DETECT FAULT

2.05.10 ..................... MFC 10.P1 ................ MFC MODUELE FAULT 10.P20 .............. MODULE EQPT LIST

2.05.11 ..................... AUTOPILOT 11.P1 ................ AILERON MISTRIM (MESSAGE), or EXCESSIVE LATERAL TRIM

REQUIRED or ABNORMAL FLIGTHT CHARACTERISTICS OF THE AIRPLANE

11.P2 ................ PITCH MISTRIM (MESSAGE) PITCH TRIM FAIL (MESSAGE)

* Depending on version

Page 859: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES FOLLOWING FAILURE 2.05.00

P 4 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

2.05.12 ..................... MISCELLANEOUS 12.P1 ................ DOORS UNLK IN FLT 12.P2 ................ COCPIT WINDOW CRACKED 12.P3 ................ AUDIO SEL FAULT 12.P4 ................ AHRS A / ERECT FAIL 12.P5 ................ EFIS COMPARISON 12.P6 ................ AHRS FAIL 12.P7 ................ SGU FAIL 12.P8 ................ CRT FAIL

LOSS OF RAIDO ALTIMETER INFORMATION 12.P9 ................ ADU FAILURE 12.P10 .............. ADC FAULT 12.P12 .............. ADC DISAGREEMENT 12.P13 .............. ADC SW FAULT 12.P14 .............. FIRE LOOP FAULT

SMK DET FANS FAULT 12.P15 .............. OXYGEN LO PR

Page 860: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 861: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 862: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 865: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 870: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES FOLLOWING FAILURE 2.05.02

P 9 OK

F.C.O.M. POWER PLANT NOV 02

ATR 42-500

ENGINE STALL ALERT An engine stall may be recognized by: - Varying degrees of abnormal engine noise (rumbling bangs) - Fluctuating engine parameters - Abnormal PL response - Rapid ITT increase PROCEDURE

ENG STALL PL ....................................................................................................................................................... FI ENG parameters ...................................................................................................................... CHECK

Abnormal CL ................................................................................................................ FTR THEN FUEL SO SINGLE ENG OPERATION PROCEDURE ....................................................................... APPLY

Normal ENG DE ICING ......................................................................................................................... ON PL ................................................................................................................. SLOWLY ADVANCE

If stall recurs Reduce thrust and operate below the stall threshold.

If stall does not recur Continue engine operation.

COMMENTS Engine icing may be a reason for engine stall. It is why engine de icing must be selected as soon as ice accretion develops.

Page 871: 210769303 Flight Crew Operating Manual Atr42 500 CSA

PROCEDURES FOLLOWING FAILURE 2.05.02

P 10 OK

F.C.O.M. POWER PLANT NOV 02

ATR 42-500

ENGINE FLAME OUT ALERT An engine flame out may be recognized by: - Sudden dissymmetry - TQ decrease - Rapid ITT decrease PROCEDURE

ENGINE FLAME OUT PL .............................................................................................................................................. FI

If NH drops below 30% (no immediate relight) CL ........................................................................................................... FTR then FUEL SO

If damage suspected FIRE HANDLE ........................................................................................................ PULL SINGLE ENG OPERATION PROCEDURE ........................................................ APPLY

If no damages suspected ENG START IN FLT PROC ................................................................................. APPLY

If unsuccessful SINGLE ENG OPERATION PROCEDURE .................................................. APPLY

COMMENTS - Shut down the engine if no immediate relight. - The causes of engine flame out can generally be divided into two categories: • External causes such as icing, very heavy turbulence, fuel mismanagement. These causes,

which may affect both engines can generally be easily determined and an immediate relight can be attempted.

• Internal causes which as engine stalls or failures usually affect a single engine and are not so easily determined. In these cases, the engine is shut down then the cause of the flame out investigated. If it cannot be positively determined what caused the flame out, the need for engine restart should be evaluated against the risk of further engine damage or fire that may result from a restart attempt.

- If damage is suspected, as precautionary measure, the FIRE handle is pulled.

Page 872: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 874: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 877: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 894: 210769303 Flight Crew Operating Manual Atr42 500 CSA

Mod : 4650 ATR 42 Model : 400/500

FUEL

PROCEDURES FOLLOWING FAILURE

P 4

DEC 06

100

2.05.03

FUEL LO LVL

ALERT

CONDITION VISUAL AURAL

-- Fuel quantity indication below160 kg / 352 lb

or-- Feeder tank not full

-- MC light flashing amber-- FUEL amber light on CAP-- Associated LO LVL amberlight on FUEL QTY indicator

SC

PROCEDURE

FUEL LO LVL

AVOID EXCESSIVE AIRCRAFT ATTITUDESIf both LO LVL lights ON LAND ASAP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .If LO LVL light on one side onlyFUEL LEAK PROCEDURE APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .If no leak

If FQI < 160 kg / 352 lbX FEED ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .If FQI ≥ 160 kg / 352 lb, feeder jet pump malfunction is suspectedX FEED is not necessaryFUEL CONSUMPTION MONITOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

COMMENTS

-- After fuel pump is selected ON, feeder tank is full within 10 minutes.-- The LO LVL alert for each side will be triggered by :-- the fuel remaining indicated on FQI, when it is less than 160 kg / 352 lb.-- the secondary low level detection system, when feeder tank is not completely full.

-- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank israised from 20 kg / 44 lb to 130 kg / 287 lb.

AA

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Page 922: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

FLIGHT CONTROLS

PROCEDURES FOLLOWING FAILURE

P 5

DEC 05

001

2.05.06

ELEV JAM

ALERTThere is no indication of an elevator jam other than an inability to operate the controlcolumn.

PROCEDURE

ELEV JAM

CONTROL COLUMNS UNCOUPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AVOID ICING CONDITIONS

CHECK BOTH CONTROL COLUMNS FREE

MAX SPEED 180 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J If one elevator is stuck to full down positionMAX SPEED 154 kt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

J If left elevator is jammedMINIMUM MANEUVER OPERATING SPEED INC by 10 kt. . . . . . . . . .

J If elevator jamming occurs at take offMAX SPEED to complete the flight 161 kt. . . . . . . . . . . . . . . . . . . . . .

PITCH DISCONNECT procedure APPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

COMMENTS

-- Both pilots accomplish a firm action on their own column IN THEWAY REQUIRED BYTHE JAMMING CONDITION.One of the two channels must yield (force required 52 daN = 115 lbs).

-- Stick pusher acts on LH elevator. If LH control column is jammed, stick pushermust beconsidered as inoperative.

-- The maximum speed authorized if elevator jamming occurs at take off is linked to theelevator take off position.

-- When RH elevator is jammed, AP is no more available.

-- After uncoupling, only one pilot has control and actuates one elevator only.

AA

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ATR 42 Model : 400/500

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ATR 42 Model : 400/500

MFC

PROCEDURES FOLLOWING FAILURE

P 20

DEC 06

001

2.05.10

For MFC Module Equipment List seeQRH 2.39, 2.40 and 2.41.

AA

R

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ATR 42 Model : 400/500

MISCELLANEOUS

PROCEDURES FOLLOWING FAILURE

P 12

DEC 06

001

2.05.12

ADC DISAGREEMENT

ALERT

In case of disagreement between both ADC, AP (if engaged) disconnects being unable toidentify the valid ADC. AP MSG is displayed on both EADI.“ADC DATA INVALID” message is displayed on ADU.

PROCEDURE

ADC DISAGREEMENTINSTRUMENTS CROSS CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FAULTY ADC IDENTIFIED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VALID ADC SELECTED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FAULTY ADC OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .If ADC 1 is WRONG,Pull C/B ADC 1 EMER SPLYPull C/B MFC 1A AUX / ADC 1 HOT SPLYIf ADC 2 is WRONG,Pull C/B ADC 2

REFER TO “ADC FAULT” PROCEDURE

AA

R

RR

RR

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LOADING – FUEL – BALANCE CHART 2.06.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

2.06.00 ..................... CONTENTS

2.06.01 ..................... DEFINITIONS

2.06.02 ..................... CARGO LOADING

2.06.03 ..................... FUEL LOADING

2.06.04 ..................... WEIGHT AND BALANCE

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Page 1020: 210769303 Flight Crew Operating Manual Atr42 500 CSA

MISCELLANEOUS 2.07.00

P 1 OK

F.C.O.M. CONTENTS JAN 07

ATR 42-500

2.07.00 CONTENTS 2.07.01 DOCUMENTATION ON BOARD 2.07.02 BIRD AND OTHER ANIMAL STRIKE

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MISCELLANEOUS 2.07.01

P 1 OK

F.C.O.M. DOCUMENTATION ON BOARD NOV 03

ATR 42-500

FLIGHT LOG FILLING OUT, SUBMITTING AND CHECKING The flight log (further FLG) stays on board of the airplane. The flight log is filled in by the F/O. Being properly filled in, the original (white page) is submitted by the F/O to the data collection department for the purpose of checking data and further processing. The filled in FLG is submitted immediately after returning to PRG. In case the airplane is detained away from PRG, the crew will bring the original page to PRG, and will submit it to the data collection department. Prior to submission the FLG must be signed by the Commander or the F/O if he is so appointed. The torn out original must be submitted along with the load sheet, fuel invoice, and take off and landing cards (only in case that OPTIMUM TABLES were used) to the data collection department The submitting crew member must be present at the data collection department while they check entered data, to provide if needed additional information, or correct any deficiencies. Method of filling in the Flight Log for the ATR 42/72 (Example on page 3) 1 UTC date in the form of Day/Month/Year of the planned departure 2 Complete registration mark 3 Airplane type (ATR 42 or ATR 72) 4 Carrier’s code (CSA) 5 Grey column - actual date of flight in the form Day/Month 6 Flight number

Column "Nat. of flight" is filled in only in these cases: - Technical pass - PT - Commercial pass - PB - Training flight - V - Test flight - Z In all other cases this column is left blank.

7 The IATA identifier for take-off and landing airports 8 Departure time in UTC 9 Arrival time in UTC 10 Fuel delivery sheet No. 11 Amount of fuel delivered in units (LT, IG, UG) 12 Amount of fuel before the flight (kg)

Amount remaining after the flight(kg) 13 X must be filled in only in case an engine failed during flight or was shut down 14 Duty and capacity of the crew:

CP - Commander C - examinator FO - First officer I - instructor GE - technical support V - in training Z - student P - performance check VK - purser A - line training PP - Cabin attendant S - State inspector

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MISCELLANEOUS 2.07.01

P 2 OK

F.C.O.M. DOCUMENTATION ON BOARD NOV 03

ATR 42-500

15 Surname and given name of the crew member (capital letters) 16 Identification number of the crew member 17 Number of legs, where the given crew member worked 18 Entry about engine run in H-mode (hrs. min.) This column is filling if PL is set out of Ground Idle

only 19 Time of start and shut off of engines (each separately) (hrs. min.), start and shut off of engine No.

2 - that means time from disengaged to engaged propeller brake 20 Used for comments 21 Signature

TECHNICAL LOG BOOK, CABIN LOG BOOK Filling in the Technical Log Book and Cabin Log Book shall be made in English, Czech may be used for supplementary information only. In case that relevant page of Technical Log Book contains one of the following stamps:

ATR 42-320 ATR 42-500 ATR 72

perform these procedures prescribed by FCOM chapter numbers and confirm by signature. STOWAGE OF THE FLIGHT CREW BAGGAGE IN THE COCPIT (JAR - OPS 1.270) In accordance with JAR-OPS 1.270 all baggage and cargo on board, which might cause injury or damage, or obstruct aisles and exits if displaced, must be placed in stowages designed to prevent movement. During all phases of flight, baggage with the Jeppesen documentation (if not handled) must be stowed and secured in the special drawer installed under the second observer seat.

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MISCELLANEOUS 2.07.01

P 3 OK

F.C.O.M. DOCUMENTATION ON BOARD NOV 03

ATR 42-500

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MISCELLANEOUS 2.07.02

P 1 OK

F.C.O.M. BIRD AND OTHER ANIMAL STRIKE JAN 07

ATR 42-500

PRECAUTION To minimize the danger of bird strike, flight crew shall switch on prescribed lights before take off and landing. During the pre-flight preparation, the crew shall follow and accept the AIP, NOTAM / BIRDTAM information about bird occurrence localities, bird passages, time periods, intensity and possibly species of birds endangering the safety of flight operation. It is highly recommended to use radar for take-off and lading. PROCEDURE Check the fuselage, engines or aeroplane systems whether it has been affected by bird or other animal strike. The commander will make a decision about further action according to the following principles. DURING TAKE-OFF – Up to V1 – Proceed according to principles of rejected take-off (see FCOM part 2.04.05-p11) – After V1 – Continue the take-off. The commander considers further procedure with accordance

to safety flight and aircraft conditions, available operational and meteorological information. OTHER PHASES OF FLIGHT – Check all engine instruments (temperatures, pressures, …) – Upon identification of engine damage or destruction reduce its power or switch it off as required

(depending on actual conditions). – The commander considers further procedure with accordance to safety, flight and aircraft

conditions, available operational and meteorological information. – If the decision is to continue to the base – (PRG). follow the part CONTINUE TO BASE – If the decision is to continue to other destination follow the part CONTINUE TO OTHER

DESTINATION CONTINUE TO BASE (PRG) It is the commander’s duty to immediately report any bird strike occurrence to the corresponding ATC station. Subsequently, the bird strike occurrence with a possible damage to the aircraft should be entered into the TECHNICAL LOG BOOK. Prior to landing in Prague CSA operational control should be informed. Furthermore, after landing the commander shall report the occurrence to the local ARO (by the prescribed ICAO “Bird strike reporting form”). CONTINUE TO OTHER DESTINATION It is the commander’s duty to immediately report any bird strike occurrence to the corresponding ATC station. Subsequently, the bird strike occurrence with a possible damage to the aircraft should be entered into the TECHNICAL LOG BOOK. There is a “BIRD AND OTHER ANIMAL CHECK-LIST” on board of each CSA ATR aircraft, which helps captain to decide whether he (by himself) can release the aircraft for the next leg or if any technician assistance is needed. If the captain decides to fly, it is necessary to write down following sentence into the technical log book: “For info only: Bird strike occurred with no damage to the airplane. Airplane is released for the next operation according to the Bird and other animal check-list.” Prior to landing in Prague CSA operational control should be informed.

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MISCELLANEOUS 2.07.02

P 2 OK

F.C.O.M. BIRD AND OTHER ANIMAL STRIKE JAN 07

ATR 42-500

BIRD STRIKE CHECK-PLIST

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FLIGHT CREW OPERATING MANUAL

(F.C.O.M.)

3RD PART: PERFORMANCE

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OPERATING DATA 3.01.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.01.00 ..................... CONTENTS

3.01.01 ..................... CONVERSIONS

3.01.02 ..................... ISA

3.01.03 ..................... MACH – Z – IAS – TAS – SAT – TAT

3.01.04 ..................... QFE / QNH – ZP / ZG / ISA

3.01.05 ..................... PRESSURIZATION

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POWER SETTING 3.02.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.02.00 ..................... CONTENTS

3.02.01 ..................... GENERAL

3.02.02 ..................... TORQUE TABLES 02.P1 ................ TAKE OF 02.P2 ................ RTO 02.P3 ................ GA 02.P4 ................ MCT 02.P5 ................ CLB 02.P8 ................ CRZ

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Page 1041: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1042: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1043: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1044: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1045: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1046: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1047: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1048: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1049: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1050: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1051: 210769303 Flight Crew Operating Manual Atr42 500 CSA

TAKE-OFF 3.03.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.03.00 ..................... CONTENTS

3.03.01 ..................... GENERAL 01.P1 ................ TAKE-OFF CONDITIONS 01.P2 ................ TAKE-OFF SPEEDS

3.03.02 ..................... METHODOLOGIE 02.P1 ................ GENERAL 02.P3 ................ DETERMINATION OF THE TOW 02.P4 ................ NL RUNWAYS

3.03.03 ..................... CORRECTIONS 03.P1 ................ AIR CONDITIONING 03.P2 ................ RUNWAY SLOPE

WIND QNH

03.P2A.............. NON DRY RUNWAYS 03.P3 ................ WAT (WEIGHT – ALTITUDE - TEMPERATURE) 03.P4 ................ OBSTACLES 03.P6 ................ BREAKES ENERGY

3.03.04 ..................... QUICK REFERENCE TABLES (QRT)

3.03.05 ..................... TAKE-OFF SPEEDS VALUES

3.03.06 ..................... EXAMPLE OF TAKE-OFF CHART COMPUTED WITH FOS

Page 1052: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1056: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

METHODOLOGY

TAKE-OFF

P 3

DEC 06

001

3.03.02

DETERMINATION OF THE TOW

Runway lengthL=min (ASDA,TODA)

Air conditioning effect3.03.03 p1

3.11

3.03.03 p2

WATTable(2nd segment effect) 3.03.03

Runway slope correctionNormal conditions 3.03.02 p5Icing conditions 3.03.02 p6

OBSTACLES COMPUTATIONTake--off flight path 3.03.03Normal conditions p4Icing conditions p5

3.11

LC2

NowindOrHeadwind

Tailwind

Wind correctionNormal conditions 3.03.02 p5Icing conditions 3.03.02 p6

LC3

NL CHARTNormal conditions 3.03.02 p5Icing conditions 3.03.02 p6

Obstaclelocation

Wind

QRT3.03.04p2 to 13

Icing conditions

Zg +QNHCorrection3.03.03 p2

WEIGHT ARunway+2nd segment &final TO

WEIGHT BBrake Energy

L

L1

Zp,OAT

WEIGHTDAPPROACHCLIMBWEIGHT

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W

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WIND

LC3

LC2

LC3

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Zp,OAT

NO

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YES

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BRAKE ENERGY

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CRUISE 3.05.00

P 1 OK

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ATR 42-500

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HOLDING 3.06.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.06.00 ..................... CONTENTS

3.06.01 ..................... INTRODUCTION

3.06.02 ..................... NORMAL CONDITIONS

3.06.03 ..................... ICING CONDITIONS

Page 1130: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1135: 210769303 Flight Crew Operating Manual Atr42 500 CSA

DESCENT 3.07.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.07.00 ..................... CONTENTS

3.07.01 ..................... INTRODUCTION

3.07.02 ..................... NORMAL CONDITIONS

3.07.03 ..................... ICING CONDITIONS

Page 1136: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1141: 210769303 Flight Crew Operating Manual Atr42 500 CSA

APPROACH - LANDING 3.08.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.08.00 ..................... CONTENTS

3.08.01 ..................... APPROACH CLIMB LIMITING WEIGHT

3.08.02 ..................... FINAL APPROACH SPEEDS

3.08.03 ..................... LANDING DISTANCES

3.08.04 ..................... EXAMPLE OF LANDING CHART COMPUTED WITH FOS

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Page 1147: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1152: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 1154: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ONE ENGINE INOPERATIVE 3.09.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.09.00 ..................... CONTENTS

3.09.01 ..................... GENERAL

3.09.02 ..................... FLIGHT PREPARATION 02.P1 ................ METHOD 02.P3 ................ NET CEILING 02.P6 ................ DOWN HILL RULE 02.P8 ................ 200 kt IAS DESCENT

3.09.03 ..................... IN FLIGHT – PROCEDURE

3.09.10 ..................... IN FLIGHT – NORMAL DRIFT DOWN DESCENT

3.09.15 ..................... IN FLIGHT – ICING DRIFT DOWN DESCENT

3.09.16 ..................... IN FLIGHT – NORMAL 200 kt IAS DESCENT

3.09.17 ..................... IN FLIGHT – ICING 200 kt IAS DESCENT

3.09.20 ..................... IN FLIGHT – NORMAL CRUISE 1 ENGINE

3.09.25 ..................... IN FLIGHT – ICING CRUISE 1 ENGINE

3.09.30 ..................... IN FLIGHT – NORMAL HOLDING 1 ENGINE

3.09.35 ..................... IN FLIGHT – ICING HOLDING 1 ENGINE

Page 1155: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ONE ENGINE INOPERATIVE 3.09.01

P 1 OK

F.C.O.M. GENERAL AUG 00

ATR 42-500

En route single engine performance have to be considered at two levels: • FLIGHT PREPARATION

Net performance are used (the 1,1% gradient penalty is applied to the gross flight path)

• IN FLIGHT Gross performance are used (real performance without penalties)

In both cases, operative engine is at MCT power (NP = 100 %). Air conditioning is ON above 10000 ft, OFF below. Both atmospheric conditions are considered: • NORMAL CONDITIONS • ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). Note: All performance data given for ICING CONDITIONS derive from flight tests measurements

performed with ICE SHAPES representative of the worst icing cases considered by certification and applicable losses of propeller efficiency. Because of the variability of REAL ICING, performance published for icing conditions must be regarded as operational information only.

The en route single engine performance may be determine by the following ways: a) using the table computed by FOS module 4, b) if FOS computation is not available, use computation method published at the following

subchapters: • FLIGHT PREPARATION

The method, the net ceilings and the down hill rules 3.09.02 • IN FLIGHT - PROCEDURE

The drift down procedure, with or without obstacles 3.09.03 • NORMAL CONDITIONS

Drift down descent tables 3.09.10 200 KT lAS descent tables 3.09.16 Cruise 1 engine tables 3.09.20 Holding 1 engine tables 3.09.30

• ICING CONDITIONS Drift down descent tables 3.09.15 200 KT lAS descent tables 3.09.17 Cruise 1 engine tables 3.09.25 Holding 1 engine tables 3.09.35

Page 1156: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ONE ENGINE INOPERATIVE 3.09.01

P 2 OK

F.C.O.M. GENERAL AUG 00

ATR 42-500

DESCRIPTION OF THE TABLE COMPUTED BY THE FOS MODUL 4 See figure on the following page.

Departure airport identification and elevation.

Destination airport identification and elevation.

Ground distance.

Aircraft and engine version identification.

If engine failure occurs before the critical point, the aeroplane must return to an aerodrome where a landing can be made (designated "R").

Critical point location (e.g. 6 NM before Breno).

In case of engine failure between critical points where leg is designated "XX", it is impossible

either to continue the flight or return without flying below the minimum altitude required above the obstacles. Flight in these conditions is therefore forbidden.

Identification of the critical condition ("O" - obstacle/ "F" - fuel).

If engine failure occurs between critical points where leg is designated ". .", aircraft can either

fly ahead or return to an aerodrome where a landing can be made.

If engine failure occurs behind critical point, the aircraft must fly ahead to an aerodrome where a landing can be made (designated "C").

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ONE ENGINE INOPERATIVE 3.09.01

P 3 OK

F.C.O.M. GENERAL AUG 00

ATR 42-500

------------------------------------------------------------------------------- : * EN-ROUTE NET FLIGHT PATH * : RNP: B3 NOV.1998 : : **************************** -------------------: : DEPARTURE : ARRIVAL : ROUTE NBR : : : LIPE - BOLOGNA LKPR - PRAGUE #1 : : ELEV. 125 ft - DIST. 424 nm - ELEV. 1247 ft : : : : ATR42400/AA/PWC121A RNPNET-MA-BY8------A : :-----------------------------------------------------------------------------: : DEVIATION FROM ISA : 7.0 °C : : NORMAL ATMOSPHERIC CONDITION : ------------------------------------------------------------------------------- : ROUTE DEFINITION : FL 180 : :------------------------------: WEIGHT AT BRAKE RELEASE POINT (kg) : : WAYPT : DIST :WD FL150 FL200 :----------------------------------------------: : CODE : : MEA QNH : 17000. : 17300. : 17600.XX : :------------------------------:--------------:--------------:--------------: : LIPE : : : R : R : R : : : : 140/26 140/28 : R : R : R : : : 18 : 5000 1015.00 : R : R : R : : D039N :----------------------: R : R : R : : : : 140/26 140/28 : R : R : R : : : 8 : 5000 1015.00 : R : R : R :

: : 12 : 13000 1015.00 : R : R : R : : BZO :----------------------: R : R : R : : : : 150/16 140/23 : R : R : D 6/BRENO O : : : 32 : 14000 1022.00 : R : R : XX : : BRENO :----------------------: R : R : XX : : : : 150/16 140/23 : D 10/INN O : D 1/INN O : XX : : : 14 : 12000 1022.00 : .. : .. : XX : : INN :----------------------: .. : .. : XX : : : : 150/16 140/23 : .. : .. : D 5/NORIN O : : : 9 : 12000 1022.00 : .. : .. : C : : NORIN :----------------------: .. : .. : C : : : : 150/16 140/23 : .. : D 10/KOGOL O : C : : : 14 : 12000 1022.00 : .. : C : C : : KOGOL :----------------------: .. : C : C : : : : 150/16 140/23 : .. : C : C : : : 18 : 13000 1022.00 : .. : C : C : : TULSI :----------------------: .. : C : C : : : : 160/16 150/18 : D 3/XX1 O : C : C : : : 15 : 13800 1025.00 : C : C : C : : XX1 :----------------------: C : C : C : : : : 160/16 150/18 : C : D 3/XX2 F : C : : : 6 : 14800 1025.00 : C : C : C : : XX2 :----------------------: C : C : C : : : : 160/16 150/18 : D 14/MDF F : C : C : : : 18 : 5000 1025.00 : C : C : C : : MDF :----------------------: C : C : C : : D112C :----------------------: C : C : C : : : : 160/16 150/18 : C : C : C : : : 28 : 4900 1025.00 : C : C : C : : GOGEL :----------------------: C : C : C : : : : 160/16 150/18 : C : C : C : : : 14 : 0 1025.00 : C : C : C : : LKPR : : : C : C : C : :------------------------------:------------------------------------------------- : TOTAL : 424 : : D DIST TO WPT - CODE : .. NO LIMITATION : :------------------------------: O : OBSTACLE : R RETURN MANDATORY : : : nm : deg/kt deg/kt : F : FUEL : C CONTINUE MANDATORY : : : ft hPa : : XX CROSSING IMPOSSIBLE : ---------------------------------------------------------------------------------

4 1 3 2

5

6

9

7

10

8

Page 1158: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ONE ENGINE INOPERATIVE 3.09.01

P 4 OK

F.C.O.M. GENERAL MAY 04

ATR 42-500

ONE ENGINE INOPERATIVE CRUISE SPEEDS AND MAXIMUM DISTANCE FROM AN ADEQUATE AERODROME The one engine inoperative cruise speeds and the maximum distances from an adequate aerodrome are determined in accordance with JAR-OPS 1 regulation, paragraph 1.245. The speeds and distances specified below are intended to be used for flight planning purposes only.

TAS [kt] Distance [NM] ATR 42-320 200 200 ATR 42-500 215 215 ATR 72-202 200 200

Page 1159: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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Page 1206: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT PLANNING 3.10.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.10.00 ..................... CONTENTS

3.10.01 ..................... FUEL POLICY

3.10.02 ..................... FUEL AND TIME TO DESTINATION

3.10.03 ..................... ALTERNATE

3.10.04 .................... FERRY FLIGHTS

Page 1207: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT PLANNING 3.10.01

P 1 OK

F.C.O.M. FUEL POLICY JAN 07

ATR 42- 500

FUEL AMOUNT

The Commander is responsible for the required quantity of fuel for the given flight. The required quantity of fuel must be in accordance with JAR-OPS1 regulations.

The required amount of fuel can be determined in the OFP in accordance with "Determination of the quantities of fuel and oil" published in the OM-A.

Computation of the required amount is normally made automatically by the Jeppesen JetPlan when processing the OFP.

Exceptionally, when a connection to the Jeppesen JetPlan is not available, the required amount of fuel shall be determined by using the graph given in 3.10.02 with a good approximation.

Computations include the average quantities for taxi in and out, take-off initial climb, approach and landing.

5 % of trip fuel is included in the computation. RECOMMENDED FUEL REQUIREMENTS The total fuel quantity required to fly a given sector is the sum of the following quantities:

TAXI FUEL (TXF) Quantity required for start up and TAXI (average quantity 2 min / 14 kg - 30 Ib). Furthermore, for determination of taxi fuel, local conditions at the departure aerodrome and ENG HOTEL MODE expected consumption shall be taken into account. Fuel for "HOTEL MODE" (if used) for 30 minutes duration is 55 kg.

TRIP FUEL (TPF) Fuel required from departure to destination includes the following quantities: • take-off and initial climb (average quantity 1 min / 24 kg - 53 Ib); • climb at selected speed; • cruise; • descent from cruising level to 1.500 ft above destination airport; • approach and landing (average quantity 3 min / 30 kg — 66 Ib).

Page 1208: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT PLANNING 3.10.01

P 2 OK

F.C.O.M. FUEL POLICY JAN 07

ATR 42- 500

RESERVE FUEL (RSF) – CONTINGENCY FUEL Reserve fuel is amount of fuel, which should include: • contingency fuel (CFG) • alternate fuel (ALF) • final reserve fuel (FRF) • additional fuel, if required by the type of operation (ADF)

EXTRA FUEL (EXF) Extra fuel is an amount of fuel, which should be filled at the commander discretion.

Page 1209: 210769303 Flight Crew Operating Manual Atr42 500 CSA

FLIGHT PLANNING 3.10.01

P 3 OK

F.C.O.M. FUEL POLICY JAN 07

ATR 42- 500

Page 1210: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1211: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1212: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1213: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1216: 210769303 Flight Crew Operating Manual Atr42 500 CSA
Page 1217: 210769303 Flight Crew Operating Manual Atr42 500 CSA

SPECIAL OPERATIONS 3.11.00

P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.11.00 ..................... CONTENTS

3.11.01 ..................... FLIGHT WITH LANDING GEAR DOWN

3.11.02 ..................... DISPATCH WITH FLAPS RETRACTED

3.11.03 ..................... DISPATCH WITH ANTI SKID INOPERATIVE

3.11.04 ..................... DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE

3.11.05 ..................... DISPATCH WITH EEC OFF

3.11.06 ..................... DISPATCH WITH ONE AFU INOPERATIVE

3.11.07 ..................... DISPATCH WITH ONE TQ INDICATOR INOPERATIVE

3.11.08 ..................... DISPATCH WITH ATPCS OFF

3.11.09 ..................... ETOPS

3.11.10 ..................... OPERATION ON NARROW RUNWAYS

3.11.11 ..................... DRY UNPAVED RUNWAYS

Page 1218: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1225: 210769303 Flight Crew Operating Manual Atr42 500 CSA
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3.12.00

OPERATIONS ENGINEERING BULLETINS P 1 OK

F.C.O.M. CONTENTS DEC 05

ATR 42-500

3.12.00 ..................... CONTENTS

3.12.10 ..................... GENERAL DESCRIPTION

3.12.20 ..................... LIST OF EFECTIVE O.E.B

Page 1241: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

GENERAL DESCRIPTION

OPERATIONS ENGINEERING BULLETINS

P 1

DEC 05

001

3.12.10

Operations Engineering Bulletins, OEB, are issued by ATR, under supervision of FlightTest Department, as the need arises to transmit in advance technical or proceduralinformation before technical solutions is developped and implemented.ALL OEB aredistributed to ALL FCOM holders.Information in OEB is responsibility of ATR in the samemanner as the whole FCOM, andmay not be approved by AirworthinessAuthorities at thetime of release.In case of conflict with the certified Flight Manual, the latter willsupersede.When an operator implements amodification cancelling anOEB, thisoperatormay not take into account this OEB anymore for the concerned aircraft.

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Page 1242: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

LIST OF EFFECTIVE O.E.B.

OPERATIONS ENGINEERING BULLETINS

P 1

DEC 05

001

3.12.20

O.E.B.No/ISSUE DATE SUBJECT VALIDITY

01/01 21 SEP95

(on ground) propeller brakeand engine shut off procedure

CANCELLED by Mod 4506

02/01 DEC 95 ICE SHED selection on PWRMGT rotactor

ATR 42--400 487 and 491CANCELLED by mod 4489

03/01 JUN 97 GNSS HT 1000 operation CANCELLED by mod 4885

04/01 OCT 97 VHF INTERFERENCESON GNSS HT 1000

CANCELLED by mod 4885

05/01 DEC 98 KLN 90B GPS operation All aircraft fitted withmod 4890 or 5022

07/01 MAR 05 PEC OFF Operations Pending Modification 4883application(or SB ATR42--73--0007)

08/01 MAR 05 STATIC INVERTER DOUBLELOSS

Pending Modification 5544application

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Page 1243: 210769303 Flight Crew Operating Manual Atr42 500 CSA

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Page 1244: 210769303 Flight Crew Operating Manual Atr42 500 CSA

Eng : PW127E ATR42 Model : 500

O.E.B. N° 7 DESCRIPTION

OPERATIONS ENGINEERING BULLETINS

P 1

DEC 05

001

3.12.27

Issued byDO/TV

SUBJECT : PEC OFF operations

1. REASON FOR ISSUE

In thePECOFF condition, if the NPbecomes inferior to 77%at idle power, the engineeventually will not spool up when advancing the power lever.

2. BACKGROUND

Np < 77% at idle power is never reached at normal operating speeds, therefore thisproblem could only be met in training flights during stall exercices or touch and gomaneuvers.

3. ATR ACTION

Implementation of modification 4883 or SB ATR42--73--0007 cancels this OEB.

4. PROCEDURES

-- Flight at airspeeds inferior to 90kt is prohibited in the PEC OFF condition

-- Training : In the PEC OFF condition touch and go and stall maneuvers areprohibited.

Validity : For model 42--500

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Page 1245: 210769303 Flight Crew Operating Manual Atr42 500 CSA

ATR 42 Model : 400/500

O.E.B. N° 8 DESCRIPTION

OPERATIONS ENGINEERING BULLETINS

P 1

DEC 05

001

3.12.28

Issued byDO/TV

SUBJECT : STATIC INVERTER DOUBLE LOSS

1 - Reason for issue

Warning to crew before modification application.

2 - Applicability

All aircraft not fitted with modification 5544.

3 - Background information

In flight it is difficult to identify which bus is in short--circuit.Considering also the particular pilot workload following system failure and thatseveral circuit breakers must be opened for the faulty unit isolation.

4 - ATR action

A modification is already defined and must be applied for OEB cancellation.

5 - Procedures

Note : ATR recommend application of SB ATR42--24--0055 (mod 5546) whichfacilitates identification of involved C/B by means of orange caps.

STATIC INVERTER DOUBLE LOSS

BTC ISOL (light ON). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C/B 3XA INV1 127VU position AB3 RESET. . . . . . . . . . . .C/B 10XA INV2 124VU position AB4 RESET. . . . . . . . . . . .KEEP FLYING WITH BTC ISOL (light ON). . . . . . . . . . . . . . . . . . . . . . . . . . .If no static inverter recoveredC/B 3XD 26VAC STBY BUS 122VU position Q39 OFF. . . . . . . . . . .C/B 4XD 115VAC STBY BUS 122VU position Q40 OFF. . . . . . . . . . .C/B 3XA INV1 127VU position AB3 RESET. . . . . . . . .C/B 10XA INV2 124VU position AB4 RESET. . . . . . . . .BTC ON (ISOL light OFF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Validity : pending application of modification 5544 or SB ATR42--24--0056

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