foreword · 2020. 11. 1. · review of the ATR operational documentation (AFM, FCOM & QRH). NB: ......

f o r e w o r d

This Flight Crew Training Manual is an essential tool to learn the ATR standard operating procedures. It has been conceived as the standard baseline for all ATR flight crew training. To facilitate the learning process, procedures are presented in a pedagogical and user-friendly way, with, when necessary, a visualization of cockpit flows and schematics of flight patterns.

This manual is a comprehensive document that efficiently complements FCOM procedures. It is divided into two volumes: “Normal Procedures” and “Emergency & Abnormal Procedures”.

In the Normal Procedures manual, procedures are presented with detailed task sharing and include standard call outs. Additional procedures relating to specific operations and to equipments uses are part of this manual.

In the Emergency & Abnormal Procedures manual, the general management of abnormal situations is explained. Then, a detailed presentation of the procedures to apply per specific situation is made.

This latest revision encompasses all the changes agreed in 2008 during a comprehensive review of the ATR operational documentation (AFM, FCOM & QRH).

NB: Should you find any discrepancy in the emergency procedures between the FCTM and the AFM, please follow the AFM procedures.

The Training and Flight Operations support team.

FOR TRAINING ONLY

JUN 09

EMERGENCY & ABNORMAL PROCEDURES

ORGANIZATION OF THE MANUAL

EMERGENCY & ABNORMAL PROCEDURESINTRODUCTION SEPT 08

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shows aircraft type for which page is effective: please refer to it before study. 72 PEC refers to 72-50042 PEC refers to 42-50072 not PEC refers to 72-200/21042 not PEC refers to 42-300/320

1 ATC logo

2 Part title

3 Chapter title

4 Chapter & sections numbers

5 Page numbering for the section

6 Sequence number

7 Date of issue

FOR TRAINING ONLY

INTRODUCTION ...................................................................................................................... 01

1. Task sharing ............................................................................................................................ 01.01

1.1. In-flight engine management .............................................................................................. 01.01 – 2

1.2. Priorities management ........................................................................................................ 01.01 – 2

1.3. Flight path management ..................................................................................................... 01.01 – 2

1.4. Task sharing policy ............................................................................................................. 01.01 – 2

2. Cockpit philosophy ................................................................................................................ 01.02

2.1. Dark cockpit philosophy ...................................................................................................... 01.02 – 1

2.2. Detection sequence ........................................................................................................... 01.02 – 1

3. Emergency and abnormal situations ................................................................................... 01.03

3.1. Emergency situation definition ............................................................................................ 01.03 – 1

3.2. Abnormal situation definition .............................................................................................. 01.03 – 1

3.3. Standard communication ................................................................................................... 01.03 – 1

DOCUMENTATION .................................................................................................................. 02

1. ATR Documentation ............................................................................................................... 02.01

2. How to find the correct checklist ......................................................................................... 02.01

3. Use of the checklist ................................................................................................................ 02.03

3.1. Confirmation ....................................................................................................................... 02.03 – 1

3.2. The read and do and crosscheck procedure ...................................................................... 02.03 – 1

3.3. Preconditions ..................................................................................................................... 02.03 – 2

3.4. Memo items ....................................................................................................................... 02.03 – 2

FAILURE TREATMENT CONCEPT ................................................................................. 03

1. Philosophy ............................................................................................................................... 03.01

1.1. Never hurry ......................................................................................................................... 03.01 – 1

1.2. Check system ..................................................................................................................... 03.01 – 1

1.3. Reset policy ........................................................................................................................ 03.01 – 1

1.4. Circuit breaker policy .......................................................................................................... 03.01 – 1

1.5. Checklist priority ................................................................................................................. 03.01 – 1

2. Sequence ................................................................................................................................. 03.02

3. Checklist reading.................................................................................................................... 03.02

4. Sum up - Decision - Information........................................................................................... 03.04

4.1. Sum up ............................................................................................................................... 03.04 – 1

4.2. Decision ............................................................................................................................. 03.04 – 1

4.3. Information ......................................................................................................................... 03.04 – 1

5. Aircraft configuration management ..................................................................................... 03.04

6. System failure treatment - example ..................................................................................... 03.06

JUN 09

EMERGENCY & ABNORMAL PROCEDURESCONTENTS

FOR TRAINING ONLY

ABNORMAL SITUATIONS ................................................................................................... 041. Wake turbulence ..................................................................................................................... 04.022. Windshear ............................................................................................................................... 04.02

2.1. Description ......................................................................................................................... 04.02 – 12.2. Procedures ........................................................................................................................ 04.02 – 22.3. Comments ......................................................................................................................... 04.02 – 2

3. Unusual attitude recovery ..................................................................................................... 04.023.1. Stall recovery ...................................................................................................................... 04.02 – 23.2. Bounce landing .................................................................................................................. 04.02 – 23.3. Hazardous positions .......................................................................................................... 04.02 – 2

4. Crew member incapacitation ................................................................................................ 04.044.1. General ............................................................................................................................... 04.04 – 14.2. Recognition ........................................................................................................................ 04.04 – 14.3. Action................................................................................................................................. 04.04 – 1

5. Rudder use .............................................................................................................................. 04.055.1. General ............................................................................................................................... 04.05 – 15.2. Rudder design functions .................................................................................................... 04.05 – 1

6. Terrain Avoidance Warning ................................................................................................... 04.067. TCAS ......................................................................................................................................... 04.07

7.1. Definition ............................................................................................................................. 04.07 – 17.2. TCAS Procedures ............................................................................................................... 04.07 – 3

8. Aircraft Performance Monitoring (APM) ............................................................................. 04.089. Engine fire before V1 and emergency evacuation ............................................................... 04.0910. Engine fire after V1 ................................................................................................................ 04.1011. Engine flame out after V1 ...................................................................................................... 04.1112. Single engine go around ...................................................................................................... 04.1213. Emergency descent .............................................................................................................. 04.13

EMERGENCY & ABNORMAL PROCEDURESCONTENTS JUN 09

FOR TRAINING ONLY

1. Task sharingThe organization of general task sharing follows the principles stated below. The pilot actually flying keeps his role throughout the emergency procedure. Radio communications can be transferred from PNF to PF while performing Emer/Abnorm Checklist.

Cockpit organization Captain – CM1Left seat

First Officer – CM2Right seat

Task Pilot in charge

Decision making Captain

CM1 & CM2 take turns for PF & PNF.

TasksPilot in charge

PNF PF

Flying/aircraft config

Navigate

Mechanical / Checklists

Communicate

DuringEmer/Abnorm

C/L, PF is in charge of communication

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1.1. In-flight engine management

PF manages power levers or asks for setting, when necessary.

PNF manages condition levers.

1.2. Priorities management

Task sharing, whoever is in charge of a function, follows a strict priority of application:

• Fly the aircraft

• Navigate the aircraft

• Understand the problem before acting

• Assess risk and time pressure

• Match response strategy to simulation requirements

• Plan for contingencies

• Consider implications before decision

• Manage workload

• Create shared problem model by communications

1.3. Flight path management

Captain may decide to change Pilot Flying, (in case of TCAS procedure for instance) and announce

"I HAVE CONTROL" or "YOU HAVE CONTROL".

PF may decide to transfer flight controls to PNF in certain circumstances (elevator control jammed

for instance), in that case PF will announce "YOU HAVE CONTROL" and check control transfer.

PNF will announce "I HAVE CONTROL".

1.4. Task sharing policy

On groundCaptain is PF for any action, except engine start which is performed by CM2.

In flightFollowing emergency or abnormal events, PF assesses the situation and then suggest a decision,

validated by Captain.

EMERGENCY & ABNORMAL PROCEDURESINTRODUCTION JUN 09

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2. Cockpit philosophyTo achieve aircraft systems monitoring, the information of any failure or abnormal / emergency situation has to be clearly notified to the crew .To reach this goal, ATR's philosophy is based on two main principles:

2.1. Dark cockpit philosophyIn normal operation, all lights, except blue or green lights for transient phases, are extinguished.

No light = normal operation

Remember lights philosophy:

Dark (no light) normal operationAmber cautionRed emergencyWhite System is OFFBlue status (switched temporary ON by crew)Green backup (switched temporary ON by system)

2.2. Detection sequenceIn case of system failure, information is provided to the crew:

2 - SYSTEM IDENTIFICATION

CAP

1 - CREW INFORMATION

+ CRC(Continuous repetitive chime)

or

+ SC(Single chime)

3 - ISOLATION

LOCAL ALERT

FAULT

PNF CALL

"MASTER WARNING / CAUTION"PNF CALL

"XXX (system) ON CAP"

PNF CALL

"XXX (system) FAULT"


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3. Emergency and abnormal situations3.1. Emergency situation définitionICAO definition:

"A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance."Such a situation is encountered when aircraft safety is directly concerned. It includes emergency manoeuvers, fires, smokes, and needs immediate assistance.It's generally triggered by Master Warning + Continuous Repetitive Chime + red light on CAP, and refer to an emergency C/L (red).

Example: Engine fire, smoke…

3.2. Abnormal situation definition

ICAO definition:

"A condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance."

Such a situation is encountered when aircraft safety is not directly concerned. It includes system failures or unusual events.It's generally triggered by Master Caution + Single Chime + amber light on CAP, and refer to Following failure C/L (amber). PF may delay crew actions or C/L, if necessary.

Example: Engine flame out.

3.3. Standard communication

Distress (Emergency) message Urgency (Abnormal) message

(a) MAYDAY; MAYDAY; MAYDAY; (a) PAN PAN; PAN PAN; PAN PAN;

(b) Name of the station addressed (when appropriate and time and circumstances permitting);

(c) Callsign;(d) Type of aircraft;(e) Nature of the emergency(f) Intention of the person-in-command;


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FCOM

Provide detailed information about malfunctions:ALERT-PROCEDURE-COMMENTSOnce the procedure is complete,

if needed and depending on workload,it can be used in flight.

used in flight

QRH

Quick Reference Handbook provides checklistpresenting only procedures

1. ATR documentation

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DOCUMENTATION

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ELEC: FCOM 2.05.04ELECTRICAL SYSTEM

• The local alert informs the crew on the exact checklist:

• "DC GEN FAULT C/L" is the checklist to be called.

• The crew must refer to the relevant subsection:

FAULT

EMERGENCY & ABNORMAL PROCEDURESDOCUMENTATION JUN 09

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2. How to find the correct checklistThe procedures in the QRH are classified in three parts: "Emergency", ""following failures" and "normal procedures".

RED COVER: “EMERGENCY”

Listed in this section are all distress situations and emergency procedures (generally linked to a RED ALARM).An illuminated CAP label and local alert(s) show the origin of the failure to the crew.Read the table of contents and select the most appropriate heading for the given situation.

AMBER COVER: “FOLLOWING FAILURES”

In this section you will find the urgency situations and all the abnormal malfunctions linked either to AMBER or RED ALARMS.An illuminated CAP label shows the crew either the origin of the failure ELEC or an abnormal configuration LDG GEAR

NOT DOWN

FOR TRAINING ONLY

3.2. The read and do and crosscheck procedure

Aircraft in flight

PNF reads out the item loudly and performs the required action AFTER PF confirmation.

Aircraft on ground

Aircraft is stopped and parking brake set. CM1 performs the required actions as stated in the emergency procedure. CM2 reads the checklist and controls CM1 actions. No crosscheck procedure needed.

3. Use of the checklist3.1. Confirmation

Before reading the checklist the crew will confirm it is the appropriate one:


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PNF shows C/L title to PF

▶ANNOUNCE"DC GEN FAULT CHECKLIST?"

After completion of C/L

▶ANNOUNCE"DC GEN FAULT CHECKLIST COMPLETED"

When available, PF requeststhe appropriate C/L

▶ANNOUNCE"DC GEN FAULT CHECKLIST"

▶CHECK AND ANNOUNCE"CONFIRM"

PNF PF

PNF Reading the C/L

▶READ AND ANNOUNCE"DC GEN AFFECTED……………OFF"

PNF points out the DC GEN PB

▶ANNOUNCE"DC GEN 1?"

After PF confirmation, PNF depresses DC GEN 1 PB

▶ANNOUNCE"OFF"

▶CHECK AND ANNOUNCE"CONFIRM"

PNF PF

FOR TRAINING ONLY

3.3. Preconditions

A black square highlights a precondition: PNF will announce "YES OR NO?" at the end of the item to help PF's decision.

A black dot highlights when an action has to be applied.

Note: When an item refers to another checklist, read all items of present C/L before performing the other one.

3.4. Memo itemsIt is a flow of actions known by heart that has to be performed by the crew (see checklist above).

Memo items are boxed inside the checklist and have to be read back when the relevant checklist is performed.

As soon as the flight path is controlled, and after confirmation of the failure or the emergency/abnormal situation, PF orders "xxx MEMO ITEMS"

Except for engine flame out, which requires immediate check or action before reaching acceleration altitude. In this case, the memo items will be initiated by PNF without any PF call out.

Note: for an engine flame out , PNF will perform the first part of memory items without PF order:• uptrim• autofeather• Cont Relight / bleed fault lit (according to the situation)


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Act and crosscheck by memory

After completion of all items

▶ANNOUNCE"xxx MEMO ITEMS COMPLETE"

After confirmation of title, start to read back boxed items and then perform checklist

After confirmation of the event:

▶ANNOUNCE"xxx MEMO ITEMS"

Act and crosscheck by memory

▶ANNOUNCE"xxx CHECKLIST"

PNF PF

When…

Yes or no?

FOR TRAINING ONLY

1. Philosophy1.1. Never hurry

Take time to analyze the situation before acting!

1.2. Check system (analysis of failure)

Four checks must be undertaken for failure confirmation. They are triggered by PF, and made by PNF:

• Control: system command in a logical position? Reset?• Supply: supply source(s) available?• Circuit breakers: C/B pop out?• Lighting: bulb(s), digit(s) working?

1.3. Reset policy

At PF discretion, one reset of a push button of a failed system, associated with an amber caution, may be performed by selecting system related push button OFF for 3 seconds and then ON.

Exceptions: LEAKS, LO LEVEL, EEC/ECU, PEC, BUS.

1.4. Circuit breaker policyIn flight, a pilot should re-engage a tripped circuit breaker only if it is judged necessary for the safe continuation of the flight. In such case, only one re-engagement should be attempted and then recorded in maintenance logbook.

On the ground, a pilot may re-engage a tripped circuit breaker provided the action is coordinated with the maintenance team.

1.5. Checklist priorityWhile performing a failure procedure, the crew will respect the following checklist priority:

• EMERGENCY

• NORMAL

• ABNORMAL

JUN 09


FAILURE TREATMENT CONCEPT

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2. Sequence

EMERGENCY & ABNORMAL PROCEDURESFAILURE TREATMENT

CONCEPT JUN 09

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MASTER WARNINGor

MASTER CAUTION+

ORAL

LOCAL ALERTLIGHTED

PNF checks the master warning or caution is flashing, and the CAP sign is illuminated.

▶ANNOUNCE"MASTER xxxx, xxxx ON CAP"

Cancels by pressing warning or caution push button, then checks local alert if lighted, and:

▶ANNOUNCE"xxxx FAULT (OR NAME OF EVENT)"

PNF analyzes failure (see §1.2.):

▶ANNOUNCE"SYSTEM CHECKED,

xxxx FAILURE CONFIRMED" (or not)

▶ANNOUNCE"CHECK"

PF acknowledges identification of failure and, when available:

▶REQUEST"CHECK SYSTEM"

▶ANNOUNCE"XXXX CHECKLIST"

Flight events PNF PF

FOR TRAINING ONLY

3. Checklist readingThe checklist reading is triggered by PF, and never before the acceleration altitude has been reached. PNF must read and execute each item under PF cross-check. Associated notes must be read aloud for complete understanding.

On the ground, in emergency situation, CM1 performs actions without request “CONFIRM?” Before acting, but under CM2 monitoring.

When a C/L refers to another one, the first C/L is complete only when the second C/L is done.

CAUTION: When the first checklist is completed, PNF clears the CAP by pressing CLR PB (after check of each CAP lights). i.e.: 1) When ENG FIRE C/L is complete, then 2) CAP analyzed and cleared, then 3) SINGLE ENG OPERATION C/L.

C/L is read by PNF in flight and by CM2 on the ground.

Note: In case of heavy workload, captain may agree to PF request: “ ____ checklist, by yourself”. That means PNF has to announce loudly and check every item himself.


CONCEPT JUN 09

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CONCEPT JUN 09

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4. Sum up / Decision / Information4.1. Sum up

Once the checklist is completed, PF sums up situation by taking into account the three following aspects: T-O-C

• Technical assessment: consider consequences of a failure on systems (fuel, electricity, hydraulic, air conditioning) (helped by pressing RCL push button).

• Operational assessment: consider the possibility to land at destination or at alternate depending on failure type (i.e.: degraded anti-icing system and icing conditions reported at destination).

• Commercial assessment: consider passengers or crew casualties (e.g.: depressurization) and also in case of diversion, capacity to bring back passengers to destination airport (train, bus...), in accordance with operator policy.

4.2. DecisionAfter performing the assessment, PF is able to suggest a decision, validated by Captain.

CREW MUST ASSESS BEFORE MAkING A DECISION

4.3. InformationPF and PNF plan together the consequences of failure(s) encountered.

Then PNF informs, if necessary: – ATC – Flight attendant – Passengers – Airline flight operations.

FOR TRAINING ONLY

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CONCEPT JUN 09

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5. Aircraft configuration managementAircraft configuration: Normal versus Single engine operation

Normal procedure Single engine procedure

ILS• Glide Slope alive: Flaps 15• 1 dot: Gear down• ½ dot: Flaps 30/35

• Glide Slope alive: Flaps 15• Glide Slope Star: Gear down• Established in descent: Flaps 30/35

Non Precision Approach

• 4 Nm / 2 min. before FAP/FAF: Flaps 15 + Gear down• 1 Nm before FAP/FAF: Flaps 30/35

• 4 Nm / 2 min. before FAP/FAF: Flaps 15• 1 Nm before FAP/FAF: Gear down• Established in descent: Flaps 30/35

Circle to Land

• Flaps 15 + Gear down: Refer to ILS or NPA

sequence• Read " Before landing C/L "• Aligned on final RWY: Flaps 30/35

• Flaps 15: Refer to ILS or NPA sequence

• End of Downwind: Gear down• Read " Before landing C/L "• Aligned on final RWY: Flaps 30/35

In single engine operation, bank can be selected high (HDG SEL HI) as soon as speed is more than White bug + 10.

FOR TRAINING ONLY

6. System failure treatment - exampleExample of a DC GEN FAULT treatment:


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MC + SC + ELEC ON CAP

+ DC GEN 2 FAULT(LOCAL ALERT)

AFTER ASSOCIATED PANEL

CHECK

IF NO ABNORMAL CONDITION IS NOTED

DURINGSYSTEM CHECK

IF FAULT ON DC GEN 2 PB REAPPEARS

PNF READS C/LWITH

PF CROSSCHECK

▶ANNOUNCE AND DO"MASTER CAUTION, ELEC ON CAP"

MASTER CAUTION PB............DEPRESS

▶ANNOUNCE"DC GEN 2 FAULT"

▶DODC GEN PB ........... CHECK DEPRESSED INENGINE 2 NH ..........CHECK ABOVE 61.5%CIRCUIT BREAKER .........................CHECKLIGHTING .........................................TEST(PERFORM ANN LIGHT IF NECESSARY)

▶ANNOUNCE"SYSTEM CHECKED"

▶DO AND ANNOUNCEDC GEN 2 .........POINTED AT WITH FINGER

"DC GEN 2?"

▶DO AND ANNOUNCEDC GEN 2 ...................OFF (for 3 seconds)

"OFF"DC GEN 2 .......................................... ON

"ON"

▶ANNOUNCE"DC GEN 2 FAILURE CONFIRMED"

▶DO AND ANNOUNCEDC GEN FAULT C/L TITLE ........................... ........................POINTED AT WITH FINGER

"DC GEN FAULT CHECKLIST?"

▶READ, DO AND ANNOUNCE"DC GEN AFFECTED OFF"

DC GEN 2 ......... POINTED AT WITH FINGER"DC GEN 2?"

▶DO AND ANNOUNCEDC GEN 2 ......................................... OFF

"OFF"

▶ANNOUNCE"CHECK"

▶ORDER"CHECK SYSTEM"

▶ORDER"RESET DC GEN 2"

▶DO AND ANSWERITEM POINTED AT BY PNF.............CHECK

"CONFIRM"

▶ORDER"DC GEN FAULT CHECKLIST,

RADIO MY SIDE"

▶DO AND ANSWERC/L TITLE POINTED AT BY PNF........CHECK

"CONFIRM"

▶DO AND ANSWERITEM POINTED AT BY PNF..............CHECK

"CONFIRM"


FOR TRAINING ONLY

*Note: • Technical assessment can be simplified depending on the number of systems concerned: consider only affected system(s). • RCL may be depressed to allow summing-up.


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PNF READS C/LWITH

PF CROSSCHECK(CONT’D)

WHEN AVAILABLE, PF ASSESSES SITUATION

PF SUGGESTS A DECISION TO CM1

▶ANNOUNCE "TAXI ON BOTH ENGINES"

▶ANNOUNCE "IF OAT EXCEEDS ISA+25, YES OR NO?"

▶ANNOUNCE "MAXIMUM FLIGHT LEVEL 200"

▶ANNOUNCE "CHECKLIST COMPLETE"

Note: announce C/L title in case of secondary associated C/L

▶DO AND ANNOUNCE CLR PB............................DEPRESSED

"CAP CLEARED"

▶ANNOUNCE"GO AHEAD"

▶ANSWER "CHECK"

▶ANSWER "YES"

▶ANSWER "CHECK"

▶DO AND ANNOUNCE AMBER LIGHT ON CAP..........................CHECK

"WE HAVE ELEC ON CAP DUE TO DC GEN 2 OFF, CLEAR CAP"

▶ANNOUNCE"READY FOR ASSESSMENT?"

▶ANNOUNCETECHNICAL: "WE HAVE A DC GEN 2 FAILURE.

BTC CLOSED, ALL SYSTEMS ARE AVAILABLE,

OPERATIONAL: NO PERFORMANCE IMPACT,

DESTINATION AIRPORT IS ACCESSIBLE."COMMERCIAL: NO CONSEQUENCE*

▶ANNOUNCE"I SUGGEST WE CONTINUE TO DESTINATION, AND WRITE IT DOWN IN MAINTENANCE LOG.NOBODY NEEDS TO BE INFORMED, EXCEPT

COMPANY, IF YOU AGREE"


▶ANNOUNCE"I AGREE"

CAPTAIN

FOR TRAINING ONLY

1. Wake turbulenceWake turbulence is the leading cause of airplane upsets. The phenomenon that creates wake turbulence results from the forces that lift airplanes. High-pressure air from the lower surface of the wings flows around the wingtips to the lower pressure region above the wings. A pair of counter-rotating vortices is thus shed from the wings: the right wing vortex rotates counterclockwise, and the left wing vortex rotates clockwise. The region of rotating air behind the airplane is where wake turbulence occurs. The strength of the turbulence is determined predominantly by the weight, wingspan, and speed of the airplane. Generally, vortices descend at an initial rate of about 300 to 500 ft/min for about 30 sec. The descent rate decreases and eventually approaches zero between 500 and 900 ft below the flight path. Flying at or above the flight path provides the best method for avoidance. Maintaining a vertical separation of at least 1000-ft when crossing below the preceding aircraft may be considered safe.

An encounter with wake turbulence usually results in induced rolling or pitch moments; however, in rare instances an encounter could cause structural damage to the airplane. In more than one instance, pilots have described an encounter to be like “hitting a wall.” The dynamic forces of the vortex can exceed the roll or pitch capability of the airplane to overcome these forces. During test programs, the wake was approached from all directions to evaluate the effect of encounter direction on response. One item was common to all encounters: without a concerted effort by the pilot to check the wake, the airplane would be expelled from the wake and an airplane upset could occur.

Take-off and landing

Turbulence encountered during approach or take off may be due to wake turbulence.

ATR is classified in Medium category Aircraft (7 T<MTOW<136 T)

Aircraft turbulence categories and wake turbulence separation minima are defined (ICAO Doc. 4444) as follows:

ATR BEHIND… APPROACH TAKE OFF

… LIGHT/MEDIUM 3 NM(2,5 NM according ATC) EXPECT TIME SEPARATION:

2 to 3 MINUTES

… HEAVY(>136 T) 4 NM

ACCORDING ICAO DOC 4444

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ABNORMAL SITUATIONS

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EMERGENCY & ABNORMAL PROCEDURESABNORMAL SITUATIONS JUN 09

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2. Windshear2.1. Description

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.This phenomenon must be avoided as much as is possible.

2.2. Procedures

Windshear recovery procedure at take-off

• Delay the take off. If a low-level windshear is reported, calculate VR, V2 at the maximum take-off weight available for the day.• If windshear is experienced, do not change the configuration until safe speed and altitude are

reached regardless of FD indication, increase pitch to 10°.• When clear of obstacles, accelerate as much as possible and clear up the aircraft.• Climb at the normal climb speed.

FOR TRAINING ONLY

Procedure during an approach

If a windshear is encountered,• Initiate a normal go around procedure then increase to 10° pitch, regardless of FD indication.• Be aware of stick pusher• Do not retract LDG Gear.• When positively climbing at a safe altitude, retract the gear and complete the normal go around procedure.

CAUTION:Positive rate of climb must be verified on at least two instruments: both the indicated and the vertical speeds must be checked as increasing for more than 5 seconds.

2.3. Comments• Ten degrees pitch attitude is the best compromise, making it to ensure a climbing slope while respecting acceptable High value of AOA. If necessary, Max power (PL to ramp position) or Emer power (PL to wall position) will be used with a smooth pitch increase, up to the limit of stick shaker activation.

• Leaving the gear down until the climb is established will allow to absorb some energy impact, should a microburst exceed the aircraft capability to climb.


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3. Unusual attitude recovery

3.1. Stall recovery

Please refer to AFM 4.05 p 7 "Recovery after stall or abnormal roll control" checklist.

• Nose lower• Set Power• Flaps 15°

CAUTION: If the aircraft is in landing configuration, do not retract flaps to 15°.

3.2. Bounce landing

Bounce landing may result from either too much speed or too high a slope on final. Decide GO-AROUND if the plane is not stabilized (flight path, aircraft configuration, speed) at 500 ft. In case of bounce, NEVER push forward control column, DO NOT try to land, PERFORM a go-around immediately:

• GA Pitch• Set Power• Flaps ONE NOTCH, when speed > Vga

3.3. Hazardous positions

These flight manoeuvers, are the best procedures in case of hazardous positions (extreme bank angle or extreme pitch attitudes).

Such situations rarely occur, but may be encountered by flying into a large aircraft wake vortex, a rotor downwind of a mountain range, severe turbulence or mechanical failure, etc…

FOR TRAINING ONLY

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Eyebrow: guidance to nose down

3.3.1. Nose up

CuesSteep nose up (+ high bank angle or not)Speed reducing rapidly

RECOVERY PROCEDURE:

– Simultaneously: max power let nose lower (follow eyebrow if it appears)

– With nose below horizon: • roll out • stop descent • adjust power

FOR TRAINING ONLY

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Eyebrow: guidance to nose up

3.3.2. Nose down

CuesSteep nose down (+ high bank angle or not)Speed increasing rapidly

RECOVERY PROCEDURE:

– Simultaneously: power flight idle / level wings

– Pull back smoothly (follow eyebrow if it appears)

– With nose on horizon: • stabilize • adjust power

FOR TRAINING ONLY

4. Crew member incapacitation4.1. General

Crew member incapacitation is defined as any condition which affects the health of a crew member during the flight phase and which decreases his skill for the assigned tasks.

Incapacitation is a real air safety hazard, which occurs more frequently than many of the other emergencies, which is the subject of routine training. Incapacitation can occur in many forms varying from obvious sudden death to subtle, partial loss of function. It occurs in all age groups and during all phases of flight and may not be preceded by any warning.

4.2. Recognition

The critical operational problem is early recognition of the incapacitation. The keys for immediate recognition of incapacitation are:

Routine monitoring and cross-checking of flight instruments, particularly during critical phases of flight, such as take off, climb out, descent, approach, landing and go around.

If a crew member does not respond appropriately to two verbal communications,

or

if a crew member does not respond to a verbal communication associated with a significant deviation from a standard flight profile.

Other symptoms of the beginning of an active incapacitation are:• incoherent speech.• strange behaviour.• irregular breathing.• pale fixed facial expression.• jerky motions that are either delayed or too rapid.

Note: If a crew feels sick, he must transfer the flying task.

4.3 Action

The recovery from any detected incapacitation of the handling pilot shall follow the following sequence:

1. FlightThe remaining pilot must assume control and resume the aircraft to a safe flight path, and announce “I have control”. (use Autopilot and headset as much as possible)

2. IncapacitationThe healthy pilot must ensure that the incapacitated pilot cannot interfere with the aircraft control. He must call a cabin crew to lock the sick pilot on his flight crew seat. If the cockpit door is locked, the assisting cabin crew will apply the relevant procedure to unlock the system, and provide first aid.

3. Organisation and communicationThe pilot flying must land as soon as possible on an adequate airport (priority landing) and request medical assistance in flight in order to prepare medical assistance on the ground: ‘‘MAYDAY, MAYDAY, MAYDAY, (CALL SIGN) EXPERIENCING CREW INCAPACITATION, REQUEST MEDICAL ASSISTANCE ON LANDING’’.


04.0401Page 1

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FOR TRAINING ONLY

5. Rudder use5.1. General

On February 8th, 2002, the National Bureau of Transportation Safety Board (NTSB), in co-operation with the French “Bureau Enquêtes Analyse” (BEA), issued recommendations for aircraft manufacturers to re-emphasise the structural certification requirements of the rudder and vertical stabilizer, showing some manoeuvers which can result in exceeding design limits and even lead to structural failures.

In this perspective, a new amendment to AFM & FCOM states:

“CAUTION:RAPIDLY ALTERNATING LARGE PEDAL APPLICATIONS IN COMBINATION WITH LARGE SIDESLIP ANGLES MAY RESULT IN STRUCTURAL FAILURE AT ANY SPEED”

5.2. Rudder design functions

THE RUDDER MAY BE USED:

– In normal operations, for directional control:

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

– In some other abnormal situations:

• Full rudder deflection can be used to offset the yawing moment of an asymetric thrust.• Runaway rudder trims: the rudder pedals may be used to move the rudder to the neutral

position.• Aileron jam: the rudder may be used to smoothly control the roll.• Landing with unsafe indication: the rudder may be used to establish sideslip in an attempt to

lock the landing gear down by aerodynamic side forces.• Landing gear not locked down: the rudder can be used for directional control on the ground.

For the above mentioned manoeuvers proper rudder usage will not affect the aircraft structural integrity.

THE RUDDER MUST NOT BE USED:

• To induce roll, except for aileron jam.• To counteract turbulence.


04.0501Page 1

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FOR TRAINING ONLY

6. Terrain Avoidance WarningOn ATR, the Terrain Avoidance Warning System (TAWS) is called the EGPWS (Enhanced Ground Proximity Warning System).

Background

A pilot should never fly in a situation which may put his passengers, his aircraft and himself in danger. Activation of EGPWS is therefore a crucial alarm regarding flight safety. An analysis of some crashes shows that the pilots involved did not believe in EGPWS warning and, as a consequence of their disbelief, entered into a state of inability to take proper action.

Note: When flying under daylight VMC conditions, a warning threshold may be deliberately exceeded due to a good knowledge of the present terrain; the warning may be regarded as a caution and the approach may be continued.

A go around shall be initiated if the cause of the warning cannot be identified immediately.

“WHOOP WHOOP PULL UP” – “TERRAIN TERRAIN”“TOO LOW TERRAIN AHEAD, PULL UP”

“OBSTACLE AHEAD, PULL UP”

– PL 1+2....................................GO AROUND POWER– AUTOPILOT.........................................................OFF– Climb or Go around initiate.– Maintain wings levelled

When flight path is safe and warning ceased:

– Reduce pitch and accelerate.

When positive rate of climb and security are established:

– Aircraft configuration.......................As necessary


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“SINK RATE”

– Increase pitch and power to make the warning cease.

“DON’T SINK”

– Adjust pitch and power to maintain altitude or a positive climb gradient.

“TOO LOW GEAR” – “TOO LOW FLAPS”

– Adapt aircraft configuration or perform a go around.

“GLIDE SLOPE”

– Resume flight path to glide slope, or...– Depress one of the two GPWS/GS push-buttons if approach is intentionnaly

performed under glide slope.

“TERRAIN AHEAD”

– Change flight path to avoid obstacle and make the warning cease.


04.0601Page 2

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FOR TRAINING ONLY

ALL A

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04.0701Page 1

7. TCAS• Traffic Alert and Collision Avoidance System is used for detecting and tracking aircraft in the vicinity of your own aircraft. By interrogating their transponder, it analyzes the replies to determine range, bearing, and if reporting altitude, the relative altitude of the intruder. When the TCAS processor determines that a possible collision hazard exists, it issues visual and audio advisories to the crew for appropriate vertical avoidance maneuvers.

• TCAS is unable to detect any intruding aircraft without an operating transponder or in case of transponder failure.

• In case of TCAS resolution, ATC is not responsible of aircraft separation until resuming the initial clearance.

• All information and data given in the following parts are specific to TCAS II version 7.0.

7.1. Definition

• There are two types of cockpit displays:

– The Traffic Advisory (TA)

– The Resolution Advisory (RA)

7.1.1. Traffic Advisory

The goal of a Traffic Advisory is to inform the pilot of any surrounding traffic. The crew should attempt to gain visual contact with the intruder and assess the potential collision risk.The TA display shows the intruding aircraft’s relative position and altitude with the trend arrow to indicate if it is climbing descending at greater than 500 feet per minute. The TA display identifies the relative threat of each intruder by using various symbols and colors and provides appropriate synthesized voice announcements.

‘‘Non-threat traffic’’ advisory (TA)

Information about any non-threatening traffics in the vicinity. Symbol used:

‘‘Proximity intruder traffic’’ advisory (TA)

Information about any traffic in the proximity. Symbol used:

‘‘Traffic a dvisory’’

Information about intruding aircraft considered potentially hazardous. TCAS will display a TA , when time CPA (Closest point of approach) is between 20 and 48 seconds with aural alert ‘‘TRAFFIC, TRAFFIC’’. This alert has to make pilots look at the screen in order to determine visually the position of the intruder.

Symbol used: + “TRAFFIC, TRAFFIC”

FOR TRAINING ONLY

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04.0701Page 2

7.1.2. Resolution Advisory

• The Resolution Advisory is an appropriate vertical avoidance maneuver. The RA display is incorporated into the vertical speed indicator RA/VSI. By illuminating red and green areas around the dial it displays the required rate, or limitation of climb or descent to avoid a possible collision.

• Some of the typical Resolution Advisories, which are shown on the RA/VSI, will require a manœuver by the crew while others will warn against manœuvering.

• Resolution Advisories are grouped as Corrective advisories or Preventive Advisories. Corrective Advisories require a positive action by the crew accompanied by a green arc on the RA/VSI showing ‘‘Fly To’’ guidance. Preventive Advisories require that NO action be taken to alter the flight path of the aircraft.

symbol used: + “CORRECTIVE ACTION TO DO”

• With the Resolution Advisory, the TCAS triggers an aural synthesized voice alert describing the avoidance maneuver required at the same time.

RESOLUTIONADVISORY

DOWNWARD UPWARDVERTICAL SPEEDREQUIRED (VS)

INITIAL PREVENTIVERA

“Monitor vertical speed”

“Monitor vertical speed”

0

CORRECTIVERA

“Descent, descent” “Climb, climb” Monitor

ANYSTRENGTHENING

OF AN RA

“Increase descent,Increase descent”

“Increase climb,Increase climb”

± 2500 ft / min

ANY WEAKENING OR SOFTENING OF

AN RA

“Adjust vertical speed,Adjust”


± 1500 ft / min

OPPOSITE RA“Descent, descent

NOW”“Climb, climb NOW” Adjust

CROSSOVER RA“Descend, crossing,descend, descend,crossing, descend”

“Climb, crossingclimb, climb, crossing

climb”± 2500 ft / min

MAINTAIN EXISTINGVERTICAL SPEED

RA

“Maintain verticalSpeed, Maintain”

“Maintain verticalSpeed, Maintain”

± 1500 ft / min

MAINTAIN EXISTINGVERTICAL SPEEDWHILE CROSSING

THREAT’S ALTITUDE

“Maintain verticalSpeed, crossing

maintain”

“Maintain verticalSpeed, crossing

maintain”

Maintain± 4400 ft / min

>Vs > ± 1500ft / min

VERTICAL SPEEDRESTRICTED



Adjust

END OF RA Clear of conflict 0

FOR TRAINING ONLY

ALL A

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04.0701Page 3

Note: The TCAS II processor is programmed with the specific aircraft operating limitations, i.e., maximum altitude at which the aircraft can climb at 1500ft/min. Climb or Increase Climb RAs are therefore inhibited when the RA maneuver cannot be completed safely due to lack of aircraft performance capability. These performance limits are included as part of the aircraft wiring. See the AFM (Airplane Flight Manual) for the specific performance limitations for ATR.

7.2. TCAS Procedures

7.2.1. Traffic Advisory (TA)

CAUTION:At this step, the crew should take no evasive action, have to remain on the same route, maintain the autopilot ON, even if the opposite traffic is in sight.

Note: A traffic advisory may become a Resolution Advisory within 15 seconds. If the intruder is Non-Altitude Reporting (NAR) the traffic symbol appears without an altitude number or trend arrow. The type of symbol selected by TCAS II is based on the intruder location and closing rate.

If TCAS direction finding techniques fail to locate the azimuth of another aircraft, a NO BEARING message appears on the screen.

“TRAFFIC, TRAFFIC”

▶ANNOUNCE IF TRAFFIC IN SIGHT‘‘TRAFFIC IN SIGHT’’

▶CHECK VSI AND ANNOUNCE‘‘3 O’CLOCK, 500 FT BELOW’’

CAPTAIN DECIDES: ‘‘TCAS, I (YOU) HAVE CONTROL’’


FOR TRAINING ONLY

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04.0701Page 4

7.2.2. Resolution Advisory (RA)

In case of RA, PF must maneuver the aircraft promptly and smoothly in response to the Resolution Advisory. A typical TCAS II maneuver requires crew response within 5 seconds and G-forces of + / - 0.25G. Because of this G-force requirement, the response to the RA cannot be flown using the autopilot. The autopilot must be disconnected before responding to the RA.

CAUTION:

• Do not follow the flight director and do not change the altitude selected on AFCS.

• Do not over react to a Resolution Advisory.

• Two TCAS II equipped aircraft will coordinate their Resolution Advisories using a Mode S transponder air-to-air data link. The coordination ensures that complementary advisories are issued in each aircraft.

Since maneuvers are coordinated, the crew should never maneuver in the opposite direction of the advisory. Fly only the vertical speed commanded.

Note: The TCAS installation needs to be wired to give EGPWS higher priority than TCAS. In case of simultaneous audio alarms, the TCAS II system is placed in TA ONLY mode (aural annunciations are inhibited) and the TA/VSI and RA/VSI flag will show RA OFF.

WHEN RESOLUTION OCCURS

WHEN CLEAR OF CONFLICT

▶DOATC ................................................CALL

IF CLIMB:PWR MGT ........................................ MCTSEAT BELT ..........................................ON

▶DOATC...................................CALL

▶DOAP ......................................DISCONNECT

▶ANNOUNCE‘‘I HAVE CONTROL’’

▶DOPITCH .............................. INITIALLY +/- 3°

THEN, VSI GREEN ARC .........................FOLLOWPOWER ..............................AS REQUIRED

▶DOFLIGHT PATH .......... RETURN TO INITIAL FLAP ...........................................ENGAGED


FOR TRAINING ONLY

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04.0701Page 5

When Clear of conflict

• If initially in level flight, promptly but smoothly return to the previously assigned altitude unless otherwise directed by ATC.

• If previously climbing or descending resume the planned climb or descent unless otherwise

directed by ATC.

TCAS phraseology

EVENTS PHRASEOLOGY

After any vertical speedmodification due to an RA

Pilot

“XXX CONTROL, CALL SIGN”

“TCAS CLIMB”

or “TCAS DESCENT”

Controller “ROGER”

When clear of conflictPilot

“XXX CONTROL, CALL SIGN”

“CLEAR OF CONFLICTRESUMING TO (FL / ALT)”

Controller “ROGER (or alternativeinstructions)”

FOR TRAINING ONLY

ALL A

TR


04.0801Page 1

8. Aircraft Performance Monitoring (APM)The APM allows improved ice accretion monitoring.

Icing drastically decreases the aircraft performance: an abnormal increase in drag can be due to ice accretion on the aerodynamical surfaces of the aircraft. Monitoring the aircraft performance is thus an efficient means of ice detection, in addition to the common means detailed above.

The APM enables to compare the aircraft theoretical drag with the in-flight drag computed with the measured parameters, and therefore to detect if an abnormal loss of aircraft performance occurs. The APM is activated in icing conditions, i.e. when ICING AOA is illuminated, or if the airframe de-icing is activated, or if ice accretion has been detected, and aims at alerting the crew of a risk of severe icing conditions, through three different levels of signal:

• Cruise speed low.• Degraded Performance.• Increase speed. The associated C/L are found in the QRH, under MPC normal and following failures procedures.

CRUISE SPEED LOW (QRH normal procedures)

The speed in cruise is monitored and if an abnormal increase in drag induces an abnormal speed decrease of more than 10kts compared to the expected one, this message lights on.

DEGRADED PERF. (QRH following failures procedures)

In cruise or in climb, if an abnormal drag increase induces a speed decrease or a loss of rate of climb, this alert is triggered in association with a single chime and a master CAUTION on the attention getter. In cruise, this occurs right after the CRUISE LOW SPEED.

INCREASE SPEED (QRH following failures procedures)

In cruise, climb or descent, if the drag is abnormally high and that IAS is lower than the MSIS (Minimum Severe Icing Speed equivalent to red bug + 10 kts), this message flashes in association with a single chime and a master CAUTION on the attention getter. This occurs right after the DEGRADED PERF.

CONTRELIGHT

FUELX FEED

PROPBRK

SEATBELTS

NOSMKG

FAULTICING

ICINGAOA

PTT

DE-ICING

CRUISESPEED LOW

I�CRE�S ESPEED

DE�R�DEDPER� �

(testbutton)

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9. Engine fire before V1 and emergency evacuation (1/2)


04.0901Page 1

READY TO TAKE OFF

REACHING 70 KT READ ON THE STBY ASI AND CM2 ASI

▶ANNOUNCE"TAKEOFF AT XXX O’CLOCK,

V1 XXX KT"

▶DOTIMING ...........................................STARTPKG BRAKE ............................. CHECK OFFNOSE WHEEL STEERING ..............HANDED

▶DOPLs ............... ADVANCED TO WHITE MARK

▶ANNOUNCE"SET POWER"

▶ANNOUNCE AND DO"CHECK" (on CM1 ASI)

NOSE WHEEL STEERING.......RELEASED"I HAVE CONTROL" (if PF)

▶DOTIMING ..........................................STARTCONTROL WHEEL .... HOLD TOWARD WIND

▶DOTAKE-OFF TORQUE .................... ADJUST* ENGINE PARAMETERS ................CHECK**

* TQ: T/O VALUE (white bug)

** NP: 100 %, ITT

▶ANNOUNCE "ATPCS ARMED POWER SET"

▶ANNOUNCE"70 KTS"

“I HAVE CONTROL” (if PF)

Flight events CM1 CM2

MW + CRC + ENG 1 (or 2) FIRE

on CAP+

FIRE HANDLEILLUMINATED

AIRCRAFT STOPPED+

PARKING BRAKE ON

▶ANNOUNCE LOUDLY"STOP!"

REDUCE PLs..................GI/REV AS RQDBRAKES...................FULL APPLICATION

▶DOPARKING BRAKE...............................ON

▶ANNOUNCE AND DO"ON GROUND ENGINE FIRE MEMO ITEMS"

PL1&2 ...................................... CHECK GIPARKING BRAKE .......................CHECK ONCL 1+2 ...................... FTR THEN FUEL SOFIRE HANDLE affected side ...............PULLAGENT 1 AFFECTED SIDE ..................DISHTIMING .......................................... START

IF FIRE AFTER FURTHER 30 SECONDSAGENT 2 AFFECTED SIDE ..................DISH

▶ANNOUNCE AND REQUEST"MEMO ITEM COMPLETE, ON GROUND ENGINE

FIRE C/L"

▶ANNOUNCE

"ENGINE FIRE"

MASTER WARNING PB.......DEPRESSEDCONTROL WHEEL....HOLD AS REQUIREDATC (VHF1)................................CALLED

"MAYDAY MAYDAY MAYDAY, (CALL SIGN) ENGINE FIRE, ABORTED TAKE OFF"

▶ANNOUNCE (on public address)

"PLEASE, REMAIN SEATED,CABIN CREW AT STATION"

▶DOCM1 ACTIONS ......................... MONITOR

TIMING ........................................ START

▶DOQRH EMERGENCY C/L ....................OPEN


If possible, stop the aircraft to get the engine on fire headwind or to leeward.

72

not P

EC

42

PEC

72

PEC

FOR TRAINING ONLY



04.0902Page 1

READY TO TAKE OFF

REACHING 70 KT READ ON THE STBY ASI AND CM2 ASI


V1 XXX kT"

▶DOTIMING.......................................STARTPKG BRAKE OFF.........................CHECKNOSE WHEEL STEERING..........HANDED

▶DOPLs............................................NOTCH



NOSE WHEEL STEERING........RELEASED"I HAVE CONTROL" (if PF)

▶DOTIMING........................................STARTCONTROL WHEEL..HOLD TOWARD WIND

▶DOTAKE-OFF TORQUE.....................CHECK* ENGINE PARAMETERS................CHECK**


** NP: 100 %, ITT


▶ANNOUNCE"70 KTS"

"I HAVE CONTROL" (if PF)


ENGINE FIRE

AIRCRAFT STOPPED+

PARKING BRAKE ON

▶ANNOUNCE LOUDLY"STOP!"

REDUCE PLs...................GI/REV AS RQDBRAKES....................FULL APPLICATION

▶DOPARKING BRAKE...............................ON

▶ANNOUNCE AND DO"ON GROUND ENGINE FIRE MEMO ITEMS"

PL1&2 ...................................... CHECK GIPARKING BRAKE .......................CHECK ONCL 1+2 ...................... FTR THEN FUEL SOFIRE HANDLE affected side ...............PULLAGENT 1 AFFECTED SIDE ..................DISHTIMING .......................................... START

IF FIRE AFTER FURTHER 30 SECONDSAGENT 2 AFFECTED SIDE ..................DISH

▶ANNOUNCE AND REQUEST"MEMO ITEM COMPLETE, ON GROUND ENGINE

FIRE C/L"

▶ANNOUNCE"ENGINE FIRE"

CRC / MASTER WARNING.....CANCELLEDCONTROL WHEEL....HOLD AS REQUIREDATC (VHF1)................................CALLED

"MAYDAY MAYDAY MAYDAY, (CALL SIGN) ENGINE FIRE, ABORTED TAKE OFF"

▶ANNOUNCE (on Public Address)

"PLEASE, REMAIN SEATED,CABIN CREW AT STATION"

▶DOCM1 ACTIONS ......................... MONITOR

TIMING ........................................ START

▶DOQRH EMERGENCY C/L ....................OPEN


If possible, stop the aircraft to get the engine on fire headwind or to leeward.

FOR TRAINING ONLY

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04.0901Page 2

C/L REQUESTED BY CM1

FIRE NOT EXTINGUISHED

EVACUATION REQUIRED

▶ANSWER"YES"

▶REQUEST AND ANSWER"ON GROUND EMER EVACUATION C/L"

▶ANNOUNCE"WE EVACUATE"

then on public adress"EVACUATION, EVACUATION, EVACUATION"

▶DO AND ANNOUNCEBATTERY TOGGLE SWITCH .........................OFF

"OFF"

▶READ AND ANNOUNCE"ON GROUND ENG FIRE C/L"

PL 1+2 ....................................................... GIPARKING BRAKE ..............................CHECK ONCL 1+2 .............................. FTR THEN FUEL SOFIRE HANDLE AFFECTED SIDE ..................PULLAGENT 1 AFFECTED SIDE ......................... DISHTIMING .................................................. START

IF FIRE AFTER FURTHER 30 SECONDSAGENT 2 AFFECTED SIDE ......................... DISH

▶ANNOUNCE IF EVACUATION REQUIRED, YES OR NO?

▶READON GROUND EMER EVACUATION PROCEDURE (1.02) .................................................. APPLY

"ON GROUND EMER EVACUATION C/L"

▶READ AND ANNOUNCE"ON GROUND EMER EVACUATION C/L"

EVACUATION ....................................... INITIATE

▶READ AND ANNOUNCEBAT ..........................................................OFF



FOR TRAINING ONLY

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04.0901Page 3

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10. Engine fire after V1 (1/5)


04.1001Page 1

READY TO TAKE OFF

REACHING 70 KT READ ON STBY ASI

AND CM2 ASI


V1 XXX KT"

▶DOTIMING.........................................STARTPKG BRAKE OFF..........................CHECKNOSE WHEEL STEERING...........HANDED

▶DOPLs.............ADVANCED TO WHITE MARK



NOSE WHEEL STEERING.......RELEASED

▶DOTIMING.........................................STARTCONTROL WHEEL...HOLD TOWARD WIND

▶DOTAKE-OFF TORQUE....................ADJUST*ENGINE PARAMETERS................CHECK**


** NP: 100 %, ITT

▶ANNOUNCE"ATPCS ARMED POWER SET"

▶ANNOUNCE"70 KTS"


FLIGHT CONTROLS TRANSFER

REACHING V1

REACHING VR

POSITIVE RATE

▶ANNOUNCE"V1"

▶ANNOUNCE"ROTATE"

▶ANNOUNCE

"POSITIVE RATE" ▶DO

LANDING GEAR LEVER.......................UPYAW DAMPER...................................ONTAXI & T/O LIGHT..............................OFF

▶ANNOUNCE"I HAVE CONTROL"

▶DOPITCH............ ROTATE TO 10° & FOLLOW

FD BARS

▶ORDER"GEAR UP"


▶DOPLs............................RELEASED

CM1

72

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42

PEC

72

PEC

FOR TRAINING ONLY



04.1002Page 1

READY TO TAKE OFF


AND CM2 ASI


V1 XXX KT"


▶DOPLs............................................NOTCH



NOSE WHEEL STEERING.......RELEASED

▶DOTIMING.........................................STARTCONTROL WHEEL...HOLD TOWARD WIND

▶DOTAKE-OFF TORQUE.....................CHECK*ENGINE PARAMETERS................CHECK**


** NP: 100 %, ITT


▶ANNOUNCE"70 KTS"



REACHING V1

REACHING VR

POSITIVE RATE

▶ANNOUNCE"V1"

▶ANNOUNCE"ROTATE"

▶ANNOUNCE "POSITIVE RATE"

▶DOLANDING GEAR LEVER.......................UPYAW DAMPER...................................ONTAXI & T/O LIGHT..............................OFF

▶ANNOUNCE"I HAVE CONTROL"

▶DOPITCH............ ROTATE TO 10° & FOLLOW

FD BARS

▶ORDER"GEAR UP"


▶DOPLs............................RELEASED

CM1

FOR TRAINING ONLY

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04.1001Page 2

MW + CRC + ENG 1 (or 2) FIRE

on CAP+ FIRE HANDLE

ILLUMINATE

WHEN ALL LIGHTS EXTINGUISHED ON LDG GEAR PANEL

REACHINGACCELERATION

ALTITUDE

Note: MINI 400 ft AGL or Higher if requested

REACHINGWHITE BUG

WHEN FLAPS AT 0/15 ON FLAPS INDICATOR

WHEN FLIGHT PATH STABILIZED

▶ANNOUNCE AND DO"ENGINE FIRE"

MASTER WARNING PB........DEPRESSED

▶ANNOUNCE"GEAR UP"

▶ANNOUNCE "ACCELERATION ALTITUDE"

▶DO AND ANNOUNCE

WHITE BUG SPEED ON ADU.............SET"IAS XXX SET"

▶DO AND ANNOUNCE "SET"

▶ANNOUNCE"WHITE BUG"

▶DO AND ANNOUNCE

PWR MGT.......................................MCTTORQUE...................ADJUSTED / CHECK

"MCT SET"

▶DOFLAPS LEVER.............SET AS REQUIRED

▶ANNOUNCEIN NORMAL CONDITIONS

"FLAPS 0"OR IN ICING CONDITIONS

"REMAIN FLAPS 15"

▶DO AND ANNOUNCEPL POINTED AT BY PF...................CHECK

"CONFIRM"

▶DO AND ANNOUNCECL 1(or 2)........POINTED AT WITH FINGER

"CL 1 (or 2)?"

▶DO AND ANNOUNCECL 1 (or 2)............. FEATHER THEN FUEL

SHUT-OFF"FEATHER THEN FUEL SHUT-OFF"

Note: Do actions step by step. Stay 1 second in feather position before setting CL to fuel shut-off.

▶DO AND ANNOUNCEFIRE HANDLE 1 (or 2)... POINTED WITH

FINGER"FIRE HANDLE 1 (or 2)?"

▶DO AND ANNOUNCE

FIRE HANDLE 1 (or 2)....................PULL"PULLED"

TIMING........................................START

▶ANNOUNCE

"CHECK"

▶ORDER"INCREASE IAS TO WHITE BUG"

▶ORDER AND DO "SET SPEED BUG WHITE BUG"

▶ORDER"SET MCT"

▶ORDER"NORMAL CONDITIONS, FLAPS 0"

OR"ICING CONDITIONS, REMAIN FLAPS 15"

▶ORDER"IN FLIGHT ENGINE FIRE MEMO ITEMS"

▶DO AND ANNOUNCEPL 1(or 2)........POINTED AT WITH FINGER

"PL 1 (or 2)?"

▶DO AND ANNOUNCEPL 1 (or 2).... RETARD GENTLY TO FLIGHT IDLE

"FLIGHT IDLE"

▶DO AND ANNOUNCECL POINTED AT BY PNF.................CHECK

"CONFIRM"

▶DO AND ANNOUNCEFIRE HANDLE POINTED AT BY PNF.CHECK

"CONFIRM"


In case of high published acceleration altitude, Captain may decide to start Memory Items before reaching it but never before 400 ft AGL.


FOR TRAINING ONLY

ALL A

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04.1001Page 3

10 SECONDS AFTER FIRE HANDLE PULLED

WHEN 1st DISH AMBER LIGHT

APPEARS ON FIRE PANEL

PNF READS C/L WHILE MONITORING 30’’ TO DISCHARGE

AGENT 2

FIRE REMAINSAFTER 30’’

WHEN 2ND DISH AMBER LIGHT

APPEARS ON FIRE PANEL

PNF READS C/L

WHEN C/L COMPLETED

▶DO AND ANNOUNCEAGENT 1.........POINTED AT WITH FINGER

"10 SECONDS AGENT 1?"

▶DOAGENT 1 PB.......................DEPRESS

Note: Do not restart timing.

▶ANNOUNCE“DISCHARGED”

▶MONITORTIME ................................................ 30"

▶READ, CHECK AND ANNOUNCE"PL 1 (or 2).................................................FICL 1 (or 2).....FEATHER THEN FUEL SHUT-OFFFIRE HANDLE 1 (or 2)............................PULLFIRST AGENT AFTER 10”..........DISCHARGED"

▶DO AND ANNOUNCEAGENT 2 PB ...... POINTED AT WITH FINGER

“30 SECONDS, AGENT 2?” ▶DO

AGENT 2 PB.......................DEPRESS

▶ANNOUNCE“DISCHARGED”

▶ANNOUNCE“MEMO ITEMS COMPLETE”

▶DO AND ANNOUNCEIN FLIGHT ENGINE FIRE C/L TITLE …….. ………………..POINTED AT WITH FINGER

“IN FLIGHT ENGINE FIRE CHECKLIST?”

▶READ, CHECK AND ANNOUNCEPL AFFECTED SIDE………………………..….FICL AFFECTED SIDE……FTR THEN FUEL SOFIRE HANDLE AFFECTED SIDE…….…PULL

AFTER 10 SECONDFIRST AGENT AFFECTED SIDE……....DISH

IF FIRE AFTER FURTHER 30 SECONDSSECOND AGENT AFFECTED SIDE…...DISHLAND ASAPSINGLE ENG OPERATION PROCEDURE (2.04)………………………APPLY

▶ANNOUNCE“ENGINE FIRE CHECKLIST COMPLETE”

▶DO AND ANNOUNCECLR PB.............................DEPRESS

“CAP CLEARED”

▶ANNOUNCE AND READ"AFTER TAKEOFF CHECKLIST"

REFER TO QRH 6.01▶ANNOUNCE

"CHEK-LIST COMPLETE"

▶DO AND ANNOUNCEAGENT POINTED AT BY PNF..........CHECK

"CONFIRM"

▶REQUEST"RADIO MY SIDE"

▶TRANSMIT"MAYDAY, MAYDAY, MAYDAY, (call sign),

ENGINE FIRE, I’LL CALL YOU BACK"

▶DOQRH EMERGENCY C/L................OPEN

▶DO AND ANNOUNCEAGENT POINTED AT BY PNF..........CHECK

"CONFIRM"

▶REQUEST“IN FLIGHT ENGINE FIRE CHECKLIST”

▶DO AND ANNOUNCEC/L POINTED AT BY PNF …………….CHECK

"CONFIRM"

▶DO AND ANNOUNCECAP LIGHTS...............................................CROSS-CHECKED WITH LOCAL ALERTS

"CLEAR CAP"

▶ORDER"AFTER TAKEOFF CHECKLIST"


If fire remains after 30 seconds PNF press to discharge the second agent PB even if the associated Checklist item has not yet been reached

PF/PNF will announce “FIRE STOPPED” as soon as the red light disappears on CAP/FIRE HANDLE


FOR TRAINING ONLY

ALL A

TR


04.1001Page 4

PNF READS C/L▶DO AND ANNOUNCE

SINGLE ENGINE OPERATION C/L TITLE.............................POINTED AT WITH FINGER

"SINGLE ENGINE OPERATION CHECKLIST?"

▶READ AND ANNOUNCE"LAND.......................AS SOON AS POSSIBLEPWR MGT.........TO IF NECESSARY THEN MCT"

▶READ, DO AND ANNOUNCE"FUEL PUMP AFFECTED OFF"

FUEL PUMP 1 (or 2)..POINTED AT WITH FINGER"FUEL PUMP 1 (or 2)?"

▶DO AND ANNOUNCEFUEL PUMP 1 (or 2).........................OFF

"OFF"

▶READ, DO AND ANNOUNCE"DC GEN AFFECTED OFF"

DC GEN 1 (or 2)...POINTED AT WITH FINGER"DC GEN 1 (or 2)?"

▶DO AND ANNOUNCEDC GEN 1 (or 2)...............................OFF

"OFF"

▶READ, DO AND ANNOUNCE"ACW GEN AFFECTED OFF"

ACW GEN 1 (or 2).POINTED AT WITH FINGER"ACW GEN 1 (or 2)?"

▶DO AND ANNOUNCEACW GEN 1 (or 2)............................OFF

"OFF"

▶READ, DO AND ANNOUNCE"PACK AFFECTED OFF"

PACK 1 (or 2).......POINTED AT WITH FINGER"PACK 1 (or 2)?"

▶DO AND ANNOUNCEPACK 1 (or 2)...................................OFF

"OFF"

▶READ, DO AND ANNOUNCE"BLEED AFFECTED OFF"

BLEED 1 (or 2)....POINTED AT WITH FINGER"BLEED 1 (or 2)?"

▶DO AND ANNOUNCEBLEED 1 (or 2)................................OFF

"OFF"

▶DO AND ANNOUNCETCAS.........................................TA ONLY

"TCAS TA ONLY"

▶READ AND ANNOUNCE"OIL PRESSURE ON FAILED ENGINE.........

..............................MONITOR"

Note: Refer to QRH 4.61 and 4.62 to determine single engine gross ceiling

Note: In icing conditions, flaps 15 shall be selected to improve drift down performances and single engine ceiling

▶ANNOUNCE"SINGLE ENGINE OPERATION CHECKLIST"

▶DO AND ANNOUNCE

C/L POINTED AT BY PNF..............CHECK"CONFIRM"

▶DO AND ANNOUNCEFUEL PUMP POINTED AT BY PNF.CHECK

"CONFIRM"

▶DO AND ANNOUNCEDC GEN POINTED AT BY PNF.......CHECK

"CONFIRM"

▶DO AND ANNOUNCEACW GEN POINTED AT BY PNF....CHECK

"CONFIRM"

▶DO AND ANNOUNCEPACK POINTED AT BY PNF...........CHECK

"CONFIRM"

▶DO AND ANNOUNCEBLEED POINTED AT BY PNF........CHECK

"CONFIRM"



FOR TRAINING ONLY

ALL A

TR


04.1001Page 5

PNF READS C/L(CONT’D)

WHEN APPROACH IS INITIATED

(OR BEFORE, ON CAPTAIN DECISION)

PF SUMS UP SITUATION

▶READ AND ANNOUNCE“IF FUEL CROSS FEED IS REQUIRED,

YES OR NO?”

▶READ, DO AND ANNOUNCE"BLEED NOT AFFECTED OFF"

BLEED 2 (or 1).POINTED AT WITH FINGER"BLEED 2 (or 1)?"

▶DO AND ANNOUNCEBLEED 2 (or 1)................................OFF

"OFF"

▶READ AND ANNOUNCE"SINGLE ENGINE APPROACH SPEED ..."All notes have to be read.

▶ANNOUNCE"CHEK-LIST COMPLETE"

▶ANNOUNCE"RADIO MY SIDE"

▶DO INFORMATION

▶DO AND ANNOUNCEFUEL UNBALANCE.......................CHECK

“NO”If “YES”, apply C/L by using same phraseology.

▶DO AND ANNOUNCEBLEED POINTED AT BY PNF...........CHECK

"CONFIRM"

▶ANNOUNCE"RADIO YOUR SIDE"

▶DO SUM UP (Press RECALL)DECISIONINFORMATION



FOR TRAINING ONLY

ALL A

TR


04.1001Page 6

FOR TRAINING ONLY

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11. Engine flame out after V1 (1/4)


04.1101Page 1

READY TO TAKE OFF


AND CM2 ASI

▶ANNOUNCE“TAKEOFF AT XXX O’CLOCK,

V1 XXX KT"


▶DOPLs................ADVANCE TO WHITE MARK

▶ANNOUNCE“SET POWER”

▶ANNOUNCE AND DO“CHECK” (on CM1 ASI)

NOSE WHEEL STEERING........RELEASED

▶DOTIMING.........................................STARTCONTROL WHEEL..HOLD TOWARD WIND

▶DOTAKE-OFF TORQUE...................ADJUST* ENGINE PARAMETERS...............CHECK**

* TQ: T/O VALUE (white bug)** NP: 100 %, ITT

▶ANNOUNCE “ATPCS ARMED POWER SET”

▶ANNOUNCE“70 KTS”



REACHING V1

REACHING VR

ENGINE FLAME OUT

POSITIVE RATE

▶ANNOUNCE

“V1”

▶ANNOUNCE“ROTATE”

▶ANNOUNCE“POSITIVE RATE”

▶DO

LANDING GEAR LEVER.......................UPYAW DAMPER...................................ONTAXI & T/O LIGHT...............................OFF

▶ANNOUNCE “I HAVE CONTROL”

▶DOPITCH......................... ROTATE TO 10° &

FOLLOW FD BARS

▶ORDER“GEAR UP”


First crew member who detects failure announces loudly:“ENGINE FAILURE”Detection clues:

PF: dissymetric flightPNF: abnormal engine parameters.

And the other crew member acknowledges:“CHECK”

▶DOPLs............................RELEASED

CM1

FOR TRAINING ONLY


04.1102Page 1

READY TO TAKE OFF


AND CM2 ASI

▶ANNOUNCE“TAKEOFF AT XXX O’CLOCK,

V1 XXX KT"


▶DOPLs............................................NOTCH

▶ANNOUNCE“SET POWER”

▶ANNOUNCE AND DO“CHECK” (on CM1 ASI)

NOSE WHEEL STEERING........RELEASED

▶DOTIMING.........................................STARTCONTROL WHEEL..HOLD TOWARD WIND

▶DOTAKE-OFF TORQUE....................CHECK* ENGINE PARAMETERS...............CHECK**

* TQ: T/O VALUE (white bug)** NP: 100 %, ITT

▶ANNOUNCE “ATPCS ARMED POWER SET”

▶ANNOUNCE“70 KTS”



REACHING V1

REACHING VR

ENGINE FLAME OUT

POSITIVE RATE

▶ANNOUNCE“V1”

▶ANNOUNCE“ROTATE”

▶ANNOUNCE“POSITIVE RATE”

▶DOLANDING GEAR LEVER.......................UPYAW DAMPER...................................ONTAXI & T/O LIGHT...............................OFF

▶ANNOUNCE “I HAVE CONTROL”

▶DOPITCH......................... ROTATE TO 10° &

FOLLOW FD BARS

▶ORDER

“GEAR UP”


First crew member who detects failure announces loudly:“ENGINE FAILURE”Detection clues:

PF: dissymetric flightPNF: abnormal engine parameters.

And the other crew member acknowledges:“CHECK”

▶DOPLs............................RELEASED

CM1


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PEC

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FOR TRAINING ONLY

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EC

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ACTIONS TRIGGERED BY PNF WITHOUT

PF REQUEST, JUST AFTER GEAR

RETRACTION SEQUENCE

WHEN ALL LIGHTS EXTINGUISHED ON

THE LDG GEAR PANEL

REACHING ACCELERATION

ALTITUDENote: MINI 400 ft AGL or Higher if requested

REACHING WHITE BUG


▶DO, CHECK AND ANNOUNCECONT RELIGHT..................................ONUPTRIM GREEN LIGHT ENG 2 (or1).CHECKRTO TORQUE ENG 2 (or1).............CHECKAUTOFEATHER ENG 1 (or 2).........CHECK

"CONT RELIGHT, ENG 2 (or 1) UPTRIMMED, ENG 1 (or 2) AUTOFEATHERED"



▶DO AND ANNOUNCE

ALT PB ON AFCS.................DEPRESS"ALT GREEN"

▶DO AND ANNOUNCESPEED BUG TO WHITE BUG..............SET

"SET"


▶DO AND ANNOUNCEIAS PB ON ADU..................DEPRESS

"IAS XXX SET"

▶DO AND ANNOUNCEPWR MGT.......................................MCTTORQUE...................ADJUSTED / CHECK

"MCT SET"

▶DOFLAPS LEVER....................SET AS RQRD


"FLAPS 0"ORIN ICING CONDITIONS

"REMAIN FLAPS 15"

▶ORDER“SET ALT”

▶ORDER AND DO“SPEED BUG WHITE BUG”

▶ORDER "SET IAS"

▶ORDER"SET MCT"




If no UPTRIM, PF orders corrective actions before acceleration altitude



04.1101Page 2

FOR TRAINING ONLY

42

PEC

72

PEC


04.1102Page 2

ACTIONS TRIGGERED BY PNF WITHOUT

PF REQUEST, JUST AFTER GEAR

RETRACTION SEQUENCE

WHEN ALL LIGHTS EXTINGUISHED ON

THE LDG GEAR PANEL


ALTITUDENote: MINI 400ft or Higher if requested

REACHING WHITE BUG


▶DO, CHECK AND ANNOUNCEUPTRIM GREEN LIGHT ENG 2 (or1)CHECKRTO TORQUE ENG 2 (or1).............CHECKAUTOFEATHER ENG 1 (or 2)..........CHECK2 BLEEDS FAULT LIGHT............CHECK LIT

"ENG 2 (or 1) UPTRIMMED, ENG 1 (or 2) AUTOFEATHERED,

(TWO) BLEED FAULT LIT"



▶DO AND ANNOUNCE

ALT PB ON AFCS.................DEPRESS"ALT GREEN"

▶DO AND ANNOUNCESPEED BUG TO WHITE BUG..............SET

"SET"


▶DO AND ANNOUNCEIAS PB ON ADU..................DEPRESS

"IAS XXX SET"

▶DO AND ANNOUNCEPWR MGT.......................................MCTTORQUE.......................ADJUST / CHECK

"MCT SET"



"FLAPS 0"ORIN ICING CONDITIONS

"REMAIN FLAPS 15"


▶ORDER AND DO“SET SPEED BUG WHITE BUG”

▶ORDER "SET IAS"

▶ORDER"SET MCT"




If no UPTRIM, PF orders corrective actions before acceleration altitude


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04.1101Page 3


PNF READS C/L


"CONFIRM"

▶DO AND ANNOUNCECL1 (or 2)........POINTED AT WITH FINGER

"CL 1 (or 2)?"

▶DO AND ANNOUNCECL 1 (or 2)................... FEATHER THEN

FUEL SHUT-OFF"FEATHER THEN FUEL SHUT-OFF"

Note: Do actions step by step. Stay 1 second in feather position before setting CL to fuel shut-off.


▶DO AND ANNOUNCEENGINE FLAME OUT AT T/O C/L TITLE..............................POINTED AT WITH FINGER

"ENGINE FLAME OUT AT TAKEOFF CHECKLIST ?"

▶READ, CHECK AND ANNOUNCEUPTRIM………………………….………...CHECK

▶READ AND ANNOUNCE“ IF NO UPTRIM, YES OR NO?”

AUTOFEATHER ...............................CHECKBLEEDS AND PACKS FAULT LIGHTS .......... ...............................................CHECK LIT ABOVE 400FT AGLPL AFFECTED SIDE ............................. FICL AFFECTED SIDE ..... FTR AND FUEL SOBLEED ENGINE ALIVE .. OFF IF NECESSARY

▶READ AND ANNOUNCE“ IF DAMAGE SUSPECTED, YES OR NO?”

▶READ, DO AND ANNOUNCE"FIRE HANDLE PULL"

FIRE HANDLE 1 (or 2)......... POINTED AT WITH FINGER

"FIRE HANDLE 1 (or 2)?"

▶DO AND ANNOUNCEFIRE HANDLE 1 (or 2)................PULLED

"PULLED"

▶ANNOUNCE“CHECKLIST COMPLETE”

▶ORDER"ENGINE FLAME OUT AT TAKEOFF MEMO

ITEMS"


"PL 1 (or 2)?"

▶DO AND ANNOUNCEPL 1 (or 2).................... RETARD GENTLY

TO FLIGHT IDLE"FLIGHT IDLE"


"CONFIRM"

▶REQUEST"ENGINE FLAME OUT AT TAKEOFF CHECKLIST,

RADIO MY SIDE"

▶TRANSMIT"PAN PAN, PAN PAN, PAN PAN, (call sign), ENGINE FLAME OUT, I’LL CALL YOU BACK"

▶DO AND ANNOUNCEC/L POINTED BY PNF....................CHECK

"CONFIRM"

▶ANSWER“NO”

▶ANSWER“YES”



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04.1102Page 3


PNF READS C/L


"CONFIRM"

▶DO AND ANNOUNCECL1 (or 2)........POINTED AT WITH FINGER

"CL 1 (or 2)?"

▶DO AND ANNOUNCECL 1 (or 2)................... FEATHER THEN

FUEL SHUT-OFF"FEATHER THEN FUEL SHUT-OFF"

Note: Do actions step by step. Stay 1second in feather position before setting CL to fuel shut-off.

▶ANNOUNCE“BLEED OFF IF NECESSARY, YES OR NO?”

Note: concerning the alive engine bleed.


▶DO AND ANNOUNCEENGINE FLAME OUT AT T/O C/L TITLE..............................POINTED AT WITH FINGER

"ENGINE FLAME OUT AT TAKEOFF CHECKLIST ?"

▶READ, CHECK AND ANNOUNCEUPTRIM………………………….………...CHECK


AUTOFEATHER ...............................CHECKBLEEDS AND PACKS FAULT LIGHTS .......... ...............................................CHECK LIT ABOVE 400FT AGL

PL AFFECTED SIDE ............................... FICL AFFECTED SIDE ....... FTR AND FUEL SOBLEED ENGINE ALIVE .... OFF IF NECESSARY


▶READ, DO AND ANNOUNCE"FIRE HANDLE PULL"

FIRE HANDLE 1 (or 2)......... POINTED AT WITH FINGER

"FIRE HANDLE 1 (or 2)?"

▶DO AND ANNOUNCEFIRE HANDLE 1 (or 2)................PULL

"PULLED‘‘

▶ANNOUNCE“CHECKLIST COMPLETE”

▶ORDER"ENGINE FLAME OUT AT TAKEOFF MEMO

ITEMS"


"PL 1 (or 2)?"

▶DO AND ANNOUNCEPL 1 (or 2).................... RETARD GENTLY

TO FLIGHT IDLE"FLIGHT IDLE"


"CONFIRM"

▶ANNOUNCEAccording to performances:

“BLEED OFF” or “BLEED ON”

▶REQUEST"ENGINE FLAME OUT AT TAKEOFF CHECKLIST,

RADIO MY SIDE"

▶TRANSMIT"PAN PAN, PAN PAN, PAN PAN, (call sign), ENGINE FLAME OUT, I’LL CALL YOU BACK"

▶DO AND ANNOUNCEC/L POINTED AT BY PNF................CHECK

"CONFIRM"

▶ANSWER“NO”

▶ANSWER“YES”



42

PEC

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PEC

FOR TRAINING ONLY


04.1101Page 4

WHEN C/L COMPLETED

PF SUMS UP SITUATION

▶DO AND ANNOUNCECLR PB..............................DEPRESS

“CAP CLEARED”

▶ANNOUNCE AND READ"AFTER TAKEOFF CHECKLIST"

REFER TO QRH 6.01

▶ANNOUNCE"CHECKLIST COMPLETE"

▶DO AND ANNOUNCESINGLE ENGINE OPERATION C/L TITLE............................POINTED AT WITH FINGER

"SINGLE ENGINE OPERATION CHECKLIST?"

REFER TO QRH 2.04

▶ANNOUNCE"CHEK-LIST COMPLETE"

▶ANNOUNCE"RADIO MY SIDE"

▶DO INFORMATION

▶DO AND ANNOUNCECAP LIGHTS........... CROSS-CHECKED WITH

LOCAL ALERTS"CLEAR CAP"

▶REQUEST"AFTER TAKEOFF CHECKLIST"

▶ANNOUNCE"SINGLE ENGINE OPERATION CHECKLIST"

▶DO AND ANNOUNCEC/L POINTED AT BY PNF................CHECK

"CONFIRM"

▶ANNOUNCE"RADIO YOUR SIDE"

▶DO SUM UP ( Press Recall )DECISIONINFORMATION



ALL A

TR

FOR TRAINING ONLY

ALL A

TR


04.1101Page 5

FOR TRAINING ONLY

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12. Single engine go around (1/2)


04.1201Page 1

MINIMUM

DA OR MDA (RUNWAY OR RAMP

NOT IN SIGHT) OR OTHER

UNEXPECTED EVENTS

WHEN FLAPS AT 15 ON THE FLAPS

INDICATOR

POSITIVE RATE



ALTITUDENote: mini 1000 ft AGL or higher if requested

▶ANNOUNCE“MINIMUM”

▶DOFLAPS 15..............................SELECTED TQ..........................CHECK / ADJUST GA

▶ANNOUNCE

“FLAPS 15, POWER SET"

▶ANNOUNCE “POSITIVE RATE”

▶DO GEAR LEVER.....................................UPHDG MODE................................SELECTLOW BANK................................SELECTIAS.....................................VGA SELECTTAXI & T/O LIGHT.............................OFF

▶ANNOUNCE“IAS XXX SET”

▶DO AND ANNOUNCE"SET"

▶ANNOUNCE “GEAR UP”

▶ANNOUNCE“ACCELERATION ALTITUDE”

▶DO AND ANNOUNCEALT PB ON AFCS.................DEPRESS

"ALT GREEN"


▶ANNOUNCE“GO AROUND, FLAPS ONE NOTCH, SET

POWER"

▶DOGA PB ON PL......................DEPRESSPL...............ADVANCED TO WHITE MARKROTATE.............GA PITCH (~8°NOSE UP)CAVALRY CHARGE.....................CANCEL

▶ORDER“GEAR UP, HEADING, LOW BANK,

IAS VGA”

▶ORDER AND DO“SET SPEED BUG VGA”


▶DO AND ANNOUNCEALT GREEN ON FMA.....................CHECK

"CHECK"



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FOR TRAINING ONLY


04.1201Page 2

REACHING WHITE BUG

WHEN FLAPS REACH THEIR POSITION ON FLAPS INDICATOR


▶DO AND ANNOUNCEIAS PB ON ADU.....................DEPRESS

"IAS XXX SET"

▶DO AND ANNOUNCEPWR MGT.......................................MCTTORQUE......................ADJUST / CHECK

"MCT SET"



"FLAPS 0"OR

IN ICING CONDITIONS "REMAIN FLAPS 15"

▶ORDER "SET IAS"

▶ORDER"SET MCT"




12. Single engine go around (2/2 )

42

PEC

FOR TRAINING ONLY


04.1202Page 1

MINIMUM



UNEXPECTED EVENTS

WHEN FLAPS AT 25 ON THE FLAPS

INDICATOR

POSITIVE RATE



ALTITUDENOTE: MINI 1000 ft AGL or Higher if requested

REACHING WHITE BUG OR

VGA + 15

WHEN FLAPS AT 15 ON FLAPS INDICATOR



▶ANNOUNCE








▶DO AND ANNOUNCEALT PB ON AFCS....................DEPRESS

"ALT GREEN"

▶ANNOUNCE “WHITE BUG / VGA + 15”

▶DOFLAPS LEVER........................SET TO 15°

▶ANNOUNCE “FLAPS 15”



POWER"

▶DOGA PB ON PL.........................DEPRESSPL............................ADVANCE TO RAMPROTATE.............GA PITCH (~8°NOSE UP)CAVALRY CHARGE.....................CANCEL

▶ORDER“GEAR UP, SET HEADING, LOW BANK,

IAS VGA”




"CHECK"

▶ORDER“FLAPS 15”

Note: PF will order flaps retraction to 15 when speed reaches VGA + 15kt or White Bug, whichever is lower.




42

PEC

FOR TRAINING ONLY


04.1202Page 2

REACHING WHITE BUG

WHEN FLAPS AT EXPECTED POSITION ON FLAPS INDICATOR



"IAS XXX SET"

▶DO AND ANNOUNCEPWR MGT.......................................MCTTORQUE..ADJUSTED / CHECK IN THE NOTCH

"MCT SET"



"FLAPS 0"OR


▶ORDER "SET IAS"

▶ORDER"SET MCT"





72

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PEC

FOR TRAINING ONLY


04.1203Page 1

MINIMUM



UNEXPECTED EVENTS

WHEN FLAPS AT 15 ON FLAPS INDICATOR

POSITIVE RATE



ALTITUDENote: mini 1000 ft AGL or higher if requested



▶ANNOUNCE








▶DO AND ANNOUNCEALT PB ON AFCS....................DEPRESS

"ALT GREEN"



POWER"

▶DOGA PB ON PL.........................DEPRESSPL...........................ADVANCE TO RAMPROTATE.............GA PITCH (~8°NOSE UP)CAVALRY CHARGE.....................CANCEL

▶ORDER“GEAR UP, SET HEADING, LOW BANK,

IAS VGA”




"CHECK"




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04.1203Page 2

REACHING WHITE BUG

WHEN FLAPS AT EXPECTED POSITION ON FLAPS INDICATOR



"IAS XXX SET"

▶DO AND ANNOUNCEPWR MGT.......................................MCTTORQUE..ADJUSTED / CHECK IN THE NOTCH

"MCT SET"



"FLAPS 0"OR


▶ORDER "SET IAS"

▶ORDER"SET MCT"




12. Single engine go around (2/2 )

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13. Emergency descent (1/2)

*Note: Breathing 100% oxygen for a long period may cause alterations of understanding. So return to Normal setting if no smoke presence.


04.1301Page 1

ACCORDING TO FLIGHT EVENT ORMASTER WARNING

▶DOO2 MASK (GOOGLES IF NECESSARY).....WEAR*

CREW COMMUNICATION.........ESTABLISH

“CAPTAIN / COPILOT OXYGEN ON,RADIO YOUR SIDE”

ENG START ROT SEL........CONT RELIGHTO2 PAX SUPPLY.................................ONOXYGEN PRESSURE ....... .............CHECKSEAT BELTS......................................ONXPDR............................................7700

▶ANNOUNCE (ON PUBLIC ADDRESS)“EMERGENCY DESCENT, REMAIN SEATED”

▶DOMINIMUM SAFE ALTITUDE...........CHECKALT SEL............................MSA SELECT


▶DOCHECKLIST.............................PREPARE

▶ANNOUNCE“EMERGENCY DESCENT CHECKLIST”

REFER TO QRH 1.08

▶DOO2 MASK (GOOGLES IF NECESSARY)....WEAR*

CREW COMMUNICATION........ESTABLISH“COPILOT / CAPTAIN OXYGEN ON,

RADIO MY SIDE”ALT SEL..LOWEST ALTITUDE QUICKLY ..SELECTIAS MODE..................................SELECTHDG MODE................................SELECTHDG KNOB...........................TURN ± 45°

According to flight conditions.PLs....................................................FICLs........................................MAX RPM

▶ANNOUNCE (ON VHF1)“MAYDAY, MAYDAY, MAYDAY, XXX (callsign),

EMERGENCY DESCENT, CONFIRM MSA”

▶ORDER“EMERGENCY DESCENT CHECKLIST”

▶DOSPEED......................................ADJUSTAccording to potential structural damages.

HEADING..................................ADJUSTAccording to flight path (AWY, ATC).


Autopilot remains engaged

▶ORDER“EMERGENCY DESCENT MEMO ITEMS”

CAPTAIN

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PEC

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PEC

FOR TRAINING ONLY

* Note: Breathing 100% oxygen for a long period may cause alterations of understanding. So return to Normal setting if no smoke presence.


04.1302Page 1

FOR TRAINING ONLY

ACCORDING TO FLIGHT EVENT ORMASTER WARNING


CREW COMMUNICATION........ESTABLISH

“CAPTAIN / COPILOT OXYGEN ON,RADIO YOUR SIDE”

O2 PAX SUPPLY.................................ONSEAT BELTS......................................ONXPDR............................................7700

▶ANNOUNCE (ON PUBLIC ADDRESS)“EMERGENCY DESCENT, REMAIN SEATED”

▶DOMINIMUM SAFE ALTITUDE...........CHECKALT SEL............................MSA SELECT


▶DOCHECKLIST...........................PREPARE

▶ANNOUNCE“EMERGENCY DESCENT CHECKLIST”

REFER TO QRH 1.08


CREW COMMUNICATION........ESTABLISH“COPILOT / CAPTAIN OXYGEN ON,

RADIO MY SIDE”ALT SEL..LOWEST ALTITUDE QUICKLY ...SELECTIAS MODE..................................SELECTHDG MODE................................SELECTHDG KNOB...........................TURN ± 45°

According to flight conditions.PLs....................................................FICLs........................................MAX RPM

▶ANNOUNCE (ON VHF1)“MAYDAY, MAYDAY, MAYDAY, XXX (callsign),

EMERGENCY DESCENT, CONFIRM MSA”

▶ORDER“EMERGENCY DESCENT CHECKLIST”

▶DOSPEED......................................ADJUSTAccording to potential structural damages.

HEADING..................................ADJUSTAccording to flight path (AWY, ATC).


Autopilot remains engaged

▶ORDER“EMERGENCY DESCENT MEMO ITEMS"

CAPTAIN


ALL A

TR


04.1301Page 2

FOR TRAINING ONLY

APPROACHING FL 100

WHEN NORMAL RATE OF DESCENT

AVAILABLE*

▶DOOXYGEN MASK.........................REMOVE

▶ANNOUNCE “BREATHING NORMALLY”

▶DO

OXYGEN HATCH...........................CLOSEOXYGEN TEST PB....................DEPRESS

Enables normal headset use.

▶ANNOUNCE“YOU CAN REMOVE OXYGEN MASK”

▶DOOXYGEN MASK.........................REMOVEOXYGEN HATCH...........................CLOSEOXYGEN TEST PB....................DEPRESS

Enables normal headset use.


ASSESMENTDECISION

INFORMATION

▶DOFLIGHT ATTENDANT REPORT ..... REQUEST

CAPTAIN

* Note: Unpressurized flight rate of descent has to must be used.


Dear Readers, Every effort has been made to ensure document quality.

However please do not hesitate to share your comments and information with us by using the following address: [email protected]

Yours faithfully

Your ATR Training and Flight Operations support team.

© ATC June 2009All reasonable care has been taken by ATC to ensure the accuracy of the present document.

However this document does not constitute any contractual commitment from the part of ATC which will offer, on request, any further information on the content of this brochure. Information in this brochure is the property of ATC and will be treated as confidential. No use or reproduction or release to a third part may be made there

of other than as expressely authorized by ATC.

foreword · 2020. 11. 1. · review of the ATR operational documentation (AFM, FCOM & QRH). NB: ......

Documents

Transcript of foreword · 2020. 11. 1. · review of the ATR operational documentation (AFM, FCOM & QRH). NB: ......