Flight Crew Training Manual: Normal, Abnormal & Emergency Procedures

FLIGHT CREW
TRAINING MANUAL
42/72 - 500
NORMAL, ABNORMAL &
EMERGENCY PROCEDURES
EDITION JULY 2021

FOREWORD
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.
In the Normal Procedures part, 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 part, the general management of abnormal
situations is explained. Then, a detailed presentation of the procedures to apply per specific
situation is made.
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.

NORMAL EMERGENCY
& ABNORMAL PROCEDURES JULY 21
CONTENTS
42-500 72-500
GENERAL
DEFINITIONS
1. CREW................................................................................................................................................................................. 9
2. PROCEDURE..................................................................................................................................................................... 9
3. CHECKLIST........................................................................................................................................................................ 9
4. EMERGENCY & ABNORMAL SITUATION..................................................................................................................... 9
4.1. EMERGENCY SITUATION........................................................................................................................................................... 9
4.2. ABNORMAL SITUATION............................................................................................................................................................ 9
4.3. STANDARD COMMUNICATION............................................................................................................................................ 10
CREW COORDINATION
5. TASK SHARING............................................................................................................................................................... 11
6. FUNCTION ASSIGNMENT............................................................................................................................................ 11
7. SAFETY RECOMMENDATIONS.................................................................................................................................... 12
7.1. EXECUTING GIVEN COMMANDS.......................................................................................................................................... 12
7.2. COLLISION AVOIDANCE......................................................................................................................................................... 12
7.3. COMMUNICATING IN THE COCKPIT.................................................................................................................................... 12
7.4. HEADSET OPERATIONS.......................................................................................................................................................... 12
7.5. SAFETY BELTS AND HARNESSES.......................................................................................................................................... 12
7.6. CABIN CREW............................................................................................................................................................................. 13
8. CROSS CONTROL.......................................................................................................................................................... 13
ATR DOCUMENTATION
9. AFM, FCOM AND QRH.................................................................................................................................................. 14
10. PRECONDITIONS........................................................................................................................................................ 15
11. MEMORY ITEMS........................................................................................................................................................... 16
METHODOLOGY
12. DARK COCKPIT PHILOSOPHY................................................................................................................................... 17
13. CHECKLIST PRIORITIES............................................................................................................................................... 17
14. NORMAL PROCEDURES............................................................................................................................................. 17
14.1. INITIATING PROCEDURES..................................................................................................................................................... 17
14.2. PROCEDURES METHODOLOGY......................................................................................................................................... 18
14.3. NORMAL CHECKLIST METHODOLOGY............................................................................................................................ 19
14.4. PROCEDURES CHRONOLOGY............................................................................................................................................ 20
15. ABNORMAL AND EMERGENCY PROCEDURES...................................................................................................... 22
15.1. FAILURE IDENTIFICATION.................................................................................................................................................... 22
15.2. FAILURE ANALYSIS: SYSTEM CHECK.................................................................................................................................. 23
15.3. ABNORMAL CHECKLIST METHODOLOGY....................................................................................................................... 24
15.4. ASSESSMENTS / DECISION / INFORMATION................................................................................................................... 25
15.4.1. ASSESSMENT..................................................................................................................................................................................... 25
15.4.2. DECISION.......................................................................................................................................................................................... 25
15.4.3. INFORMATION.................................................................................................................................................................................. 25
15.5. EXAMPLE................................................................................................................................................................................. 26
16. FLOWS........................................................................................................................................................................... 28
SOP GOLDEN RULES............................................................................................................................................. 29
FOR TRAINING ONLY 3

NORMAL EMERGENCY
CONTENTS
42-500 72-500
NORMAL PROCEDURES
GENERAL PROCEDURES & POLICIES
17. AUTO FLIGHT CONTROL SYSTEM (AFCS)............................................................................................................... 30
17.1. AP/FD USE PHILOSOPHY....................................................................................................................................................... 30
17.2. ATR TRAINING CENTER FLIGHT GUIDANCE PHILOSOPHY............................................................................................ 33
18. FLAPS OPERATION...................................................................................................................................................... 45
19. LANDING GEAR OPERATION.................................................................................................................................... 46
20. ALTIMETER.................................................................................................................................................................... 47
20.1. ALTIMETER SETTING............................................................................................................................................................. 47
20.2. RADIOALTIMETER SETTING................................................................................................................................................. 48
21. SPEED INDICATOR....................................................................................................................................................... 48
21.1. SPEED VMIN OPS.................................................................................................................................................................... 48
21.2. SPEED BUGS POLICY............................................................................................................................................................. 49
22. TORQUE INDICATOR.................................................................................................................................................. 53
22.1. TAKE-OFF BUGS..................................................................................................................................................................... 53
22.2. CRUISE BUGS.......................................................................................................................................................................... 54
22.3. APPROACH / GO-AROUND................................................................................................................................................. 55
22.4. TORQUE PRESET.................................................................................................................................................................... 56
23. DATA CARDS PROCESSING....................................................................................................................................... 57
23.1. TAKE-OFF DATA CARD.......................................................................................................................................................... 57
23.2. LANDING DATA CARD.......................................................................................................................................................... 59
24. GNSS INITIALIZATION IN ACCORDANCE WITH FCOM........................................................................................ 61
25. BRIEFINGS..................................................................................................................................................................... 64
25.1. DEPARTURE BRIEFING........................................................................................................................................................... 64
25.2. DEPARTURE CLEARANCE.................................................................................................................................................... 70
25.3. TAKE-OFF BRIEFING.............................................................................................................................................................. 70
25.4. ARRIVAL BRIEFING................................................................................................................................................................. 71
25.5. HOLDING TIME...................................................................................................................................................................... 73
26. STABILIZATION POLICY.............................................................................................................................................. 74
26.1. INTRODUCTION..................................................................................................................................................................... 74
26.2. STABILIZATION CRITERIA..................................................................................................................................................... 74
26.3. DEVIATIONS........................................................................................................................................................................... 74
27. ATR TRAINING CENTER NAVIGATION POLICY....................................................................................................... 76
28. EHSI AND MCDU POLICY........................................................................................................................................... 80
29. NAVIGATION SOURCE POLICY................................................................................................................................. 81
30. RADIO-COMMUNICATION........................................................................................................................................ 82
31. APM MANAGEMENT................................................................................................................................................... 83
31.1. APM COCKPIT INTERFACE..................................................................................................................................... 83
31.2. NORMAL PROCEDURES........................................................................................................................................ 83
32. EXTERIOR LIGHTS MANAGEMENT.......................................................................................................................... 85
STANDARD OPERATING PROCEDURES

33. FLIGHT PREPARATION................................................................................................................................................ 86
34. NORMAL FLIGHT PREP. AND SHORT TRANSIT...................................................................................................... 87
35. INITIAL COCKPIT PREPARATION – STEP 1............................................................................................................... 88
36. EXTERNAL INSPECTION PREPARATION.................................................................................................................. 88
37. EXTERNAL INSPECTION............................................................................................................................................. 89
4 FOR TRAINING ONLY

NORMAL EMERGENCY
CONTENTS
42-500 72-500
38. COCKPIT PREPARATION – STEP 2............................................................................................................................. 97

38.1 NORMAL FLIGHT PREPARATION.......................................................................................................................................... 99
38.2 EXTERNAL INSPECTION CLOSURE................................................................................................................................... 103
38.3 SHORT TRANSIT.................................................................................................................................................................... 103
39. FINAL COCKPIT PREPARATION - STEP 3................................................................................................................ 104
40. HOTEL MODE START UP.......................................................................................................................................... 106
41. BEFORE PROPELLER ROTATION............................................................................................................................. 109
42. BEFORE TAXI.............................................................................................................................................................. 111
43. TAXI.............................................................................................................................................................................. 114
44. BEFORE TAKE-OFF.................................................................................................................................................... 116
45. TAKE-OFF.................................................................................................................................................................... 118
46. AFTER TAKE-OFF....................................................................................................................................................... 120
47. CLIMB - CRUISE.......................................................................................................................................................... 122
48. BEFORE DESCENT - DESCENT................................................................................................................................ 123
49. APPROACH.................................................................................................................................................................. 125
49.1. BASIC 3D ILS APPROACH - STAR LINKED TO FINAL AXIS............................................................................................. 126
49.2. BASIC 3D ILS APPROACH – VECTOR TO FINAL AXIS.................................................................................................... 127
49.3. OTHER BASIC 3D APPROACHES - STAR LINKED TO FINAL AXIS................................................................................ 129
49.4. OTHER BASIC 3D APPROACHES – VECTOR TO FINAL AXIS........................................................................................ 131
49.5. LOC/LDA APPROACH - 2D INSTRUMENT APPROACH - STAR LINKED TO FINAL AXIS........................................... 132
49.6. LOC/LDA APPROACH - 2D INSTRUMENT APPROACH - VECTOR TO FINAL AXIS.................................................... 135
49.7. CIRCLE-TO-LAND................................................................................................................................................................. 136
49.8. STANDARD TRAFFIC PATTERN.......................................................................................................................................... 137
50. LANDING.................................................................................................................................................................... 139
51. GO-AROUND.............................................................................................................................................................. 140
52. AFTER LANDING........................................................................................................................................................ 141
53. PARKING...................................................................................................................................................................... 142
54. LEAVING THE AIRCRAFT.......................................................................................................................................... 143
ADDITIONAL SOP
55. HOTEL MODE OPERATIONS................................................................................................................................... 144
55.1. INITIAL COCKPIT PREPARATION - STEP 1........................................................................................................................ 144
56. POWER BACK AND PUSH-BACK OPERATIONS.................................................................................................... 147
56.1. POWER BACK........................................................................................................................................................................ 147
56.2. PUSH-BACK WITH TUG (FCOM PRO NOP ANOR 3)...................................................................................................... 147
57. NOISE ABATEMENT PROCEDURES........................................................................................................................ 148
58. OPERATIONS IN ICING CONDITIONS .................................................................................................................. 149
59. WET AND CONTAMINATED RUNWAYS OPERATIONS........................................................................................ 150
60. LOW VISIBILITY OPERATIONS................................................................................................................................. 151
CONTINUOUS DESCENT OPERATIONS

61. CDO DESCENT........................................................................................................................................................... 152
61.1. DESCENT INITIATION IN VS MODE................................................................................................................................... 152
61.2. DESCENT MONITORING & ADJUSTMENT IN VS MODE............................................................................................... 153
62. APPROACH MANAGEMENT.................................................................................................................................... 154
63. APPROACH PROCEDURES....................................................................................................................................... 155
63.1. 3D ILS APPROACH – STAR LINKED TO FINAL AXIS....................................................................................................... 155
63.2. 3D ILS APPROACH – VECTOR TO FINAL AXIS............................................................................................................... 157
63.3 AIRCRAFT CONFIGURATION MANAGEMENT................................................................................................................ 159
FOR TRAINING ONLY 5

NORMAL EMERGENCY
CONTENTS
42-500 72-500
ABNORMAL & EMERGENCY PROCEDURES

ABNORMAL SITUATIONS
64. UPSET PREVENTION & RECOVERY TRAINING..................................................................................................... 160
64.1. INTRODUCTION................................................................................................................................................................. 160
64.2. DEFINITION OF AIRPLANE UPSET.................................................................................................................................. 161
64.3. MONITORING...................................................................................................................................................................... 161
64.4. CAUSES OF AIRPLANE UPSETS....................................................................................................................................... 164
64.5. APPROACH TO STALL AND STALL RECOVERY.............................................................................................................. 173
64.6. UNUSUAL ATTITUDE RECOVERY..................................................................................................................................... 175
65. BOUNCE LANDING................................................................................................................................................... 177
65.1. DESCRIPTION...................................................................................................................................................................... 177
65.2. HOW TO PREVENT............................................................................................................................................................. 177
65.3. BOUNCE RECOVERY - REJECTED LANDING................................................................................................................ 179
65.4. COMMITMENT FOR GO-AROUND................................................................................................................................. 179
66. CREW MEMBER INCAPACITATION......................................................................................................................... 179
66.1. DESCRIPTION...................................................................................................................................................................... 179
66.2. DETECTION......................................................................................................................................................................... 179
66.3. PROCEDURE........................................................................................................................................................................ 180
67. RUDDER USE............................................................................................................................................................... 181
67.1. GENERAL.............................................................................................................................................................................. 181
67.2. RUDDER GOOD PRACTICES ........................................................................................................................................... 181
68. MANAGING TAWS..................................................................................................................................................... 182
69. MANAGING TCAS WARNINGS................................................................................................................................ 182
69.1. TRAFFIC ADVISORY........................................................................................................................................................... 182
69.2. RESOLUTION ADVISORY................................................................................................................................................... 184
69.3. REPORTING PROCEDURE................................................................................................................................................. 186
70. MANAGING APM ADVISORIES................................................................................................................................ 187
71. ON GROUND ENGINE FIRE...................................................................................................................................... 188
72. ENGINE FIRE AT TAKE-OFF...................................................................................................................................... 190
73. ENGINE FLAME OUT AT TAKE-OFF........................................................................................................................ 193
74. SINGLE ENGINE OPERATION.................................................................................................................................. 195
75. SINGLE ENGINE GO-AROUND................................................................................................................................ 197
76. EMERGENCY DESCENT............................................................................................................................................ 199
FLIGHT PATTERNS
AIRCRAFT CONFIGURATION MANAGEMENT.................................................................................. 200
NORMAL PROCEDURES
77. TAKE-OFF.................................................................................................................................................................... 201
78. BASIC 3D ILS APPROACH......................................................................................................................................... 202
79. LOC/LDA 2D APPROACH.......................................................................................................................................... 203
80. CIRCLE-TO-LAND...................................................................................................................................................... 204
81. GO-AROUND ............................................................................................................................................................. 205
82. STANDARD TRAFFIC PATTERN (1500 FT AAL)...................................................................................................... 206
6 FOR TRAINING ONLY

NORMAL EMERGENCY
CONTENTS
42-500 72-500

83. ON GROUND ENGINE FIRE..................................................................................................................................... 207
84. ENGINE FIRE AT TAKE-OFF...................................................................................................................................... 208
85. ENGINE FLAME OUT AT TAKE-OFF........................................................................................................................ 209
86. SINGLE ENGINE GO-AROUND............................................................................................................................... 210
ANNEXES
CROSSWIND LANDING.......................................................................................................................................211
WEIGHT AND BALANCE.................................................................................................................................... 213
FOR TRAINING ONLY 7

NORMAL EMERGENCY
CONTENTS
42-500 72-500
General
Normal procedures
General procedures & policies
Normal procedures
Standard operating procedures
Normal procedures
Additional SOP - CDO
Abnormal & Emergency procedures

Abnormal situations
Abnormal & Emergency procedure

Emergency procedures
Flight patterns - Annexes
8 FOR TRAINING ONLY

GENERAL
JULY 21
DEFINITIONS
42-500 72-500
1. CREW
CM1 is the Captain, sat in the left hand seat and CM2 is the first officer, in the right hand seat.
PF is the Pilot Flying. PM is the Pilot Monitoring.
2. PROCEDURE
Each flight phase is associated with a specific list of action designated as “procedure” and performed by
crew from memory.
A procedure is triggered by “XXX procedure’’ callout. It is performed before the relevant checklist.
Example: Before take-off procedure
3. CHECKLIST
Normal checklists are used to check main actions were correctly performed.
NOTE: Procedures and checklists contained in this manual comply with all relevant sections of AFM, FCOM and QRH.
4. EMERGENCY & ABNORMAL SITUATION

4.1. EMERGENCY SITUATION
ICAO definition
A condition of being threatened by serious and/or imminent danger and requiring immediate assistance.
It’s generally triggered by Master Warning + Continuous Repetitive Chime + red light on CAP, and refers
to an Emergency C/L (red).
Example: Engine fire, Smoke
4.2. ABNORMAL SITUATION

ICAO definition
A condition involving an aircraft or other vehicle safety, or some onboard or insight person but not requiring
immediate assistance.
It’s generally triggered by Master Caution + Single Chime + amber light on CAP, and refer to a Following
failure C/L (amber). If no immediate action is required, PF may delay crew actions or C/L, if necessary.
Example: Pack valve fault
FOR TRAINING ONLY 9

GENERAL
JULY 21
DEFINITIONS
42-500 72-500
4.3. STANDARD COMMUNICATION

Distress (Emergency) message Urgency (Abnormal) message
(a) MAYDAY; MAYDAY; MAYDAY; (a) PAN PAN; PAN PAN; PAN PAN;
(b) Addressed station identification (when appropriate, with permitting time and
circumstances);
(c) Callsign;
(d) Type of aircraft;
(e) Nature of problem;
(f) In-charge crew member intentions.
10 FOR TRAINING ONLY

GENERAL
JULY 21
CREW COORDINATION
42-500 72-500
5. TASK SHARING
Final decision always belongs to Captain.
When it comes to procedures, general task sharing as stated below is applicable:

PF is in charge of: PM is in charge of:
• Flight Path • Flight path, navigation & systems
• Navigation monitoring
• Aircraft configuration • Communication
• Procedure initiation • Checklist reading
During Emergency or abnormal C/L,

PF is in charge of communication
6. FUNCTION ASSIGNMENT
FLIGHT PHASES CM1 CM2
ON THE GROUND < 70Kt PF(1) PM
ON THE GROUND 1st

PF PM
> 70Kt situation(2)
or
2nd
IN FLIGHT PM PF
situation(2)
(1)
Captain is PF for any action, except engine start which is performed by CM2.
(2)
CM1 & CM2 take turns for PF & PM, as decided in the Captain’s briefing.
IMPORTANT: Pilot actually flying keeps his function throughout emergency and/or abnormal procedures. Following emergency
or abnormal events, PF assesses the situation then suggests a decision, ratified by the Captain.
TRANSFERRING FLIGHT CONTROLS

PF function may be transferred, due to external factors, with the following callout:
“YOU HAVE CONTROLS”
Pilot being assigned PF functions, takes control and calls back:

“I HAVE CONTROLS”
Following PF / PM functions transfer, crew must reassign and check AFCS coupling side to the new PF.
Whenever possible and prior to transfer, PF must call back main flight path parameters to PM.
After transfer ADU/FMA must be checked.
FOR TRAINING ONLY 11

GENERAL
JULY 21
CREW COORDINATION
42-500 72-500
7. SAFETY RECOMMENDATIONS
7.1. EXECUTING GIVEN COMMANDS
Crew members must keep each other informed of any performed action. PF commands, PM performs and
calls completed action.
7.2. COLLISION AVOIDANCE

Crew must always avoid distractions, paper work (logging flight related forms...) and FMS inputs between
ground and Flight Level 100 (except for noting and acknowledging ATC clearances).
Crew members are both held responsible of anti collision monitoring tasks (outside by appropriate and
specific visual scans and inside by permanently listening and monitoring ATC frequencies and TCAS displays).
7.3. COMMUNICATING IN THE COCKPIT

Unnecessary chats must be banned while requests and call outs must be limited to pertinent and relevant
technical communications between ground and Flight Level 100.
7.4. HEADSET OPERATIONS

Crew members must wear headsets:
• Before engine start up to FL 100.
• From FL 100 to engine shut down.
• On any necessary occasion, following Captain’s decision.
7.5. SAFETY BELTS AND HARNESSES

EU-OPS 1.320
(a) Crew members
1. During take-off and landing, and whenever deemed necessary by the commander in the interest of
safety, each crew member shall be properly secured by all safety belts and harnesses provided.
2. During other phases of the flight each flight crew member on the flight deck shall keep his/her safety
belt fastened while at his/her station.

GENERAL
JULY 21
CREW COORDINATION
42-500 72-500
7.6. CABIN CREW

Pilots and cabin crew have to establish a two way communication about all significant flight phase initiation
and completion
• Take-off
• Starting in-flight service
• Entering turbulence area
• Descent
• Before landing
• Technical problem(s) influencing cabin procedures
Following appropriate announcement, cabin crew must:

• Secure loose servicing materials, and stay on service seat
• Start a technical or commercial action
• Apply a specific procedure
8. CROSS CONTROL
Cross check is a key safety factor.
Any pilot action which influences flight parameters (flight path, speed or a system status) must be called out
loud by any pilot and cross-checked by the other one.
To allow an efficient cross check:

• Each pilot must be familiar with the other crew member procedures.
• Procedures must be entirely and accurately followed.
If an indication is not in compliance with a performed action, crew members must check that involved system
is correctly set and/or take any necessary action to correct the applicable discrepancy.
PM can be temporarily busy (ATC message, listening to weather, reading operating manuals, performing
related procedure action, etc). Any significant status change (AFCS, ADU, systems...) must be reported to
PM when his attention is restored.

GENERAL
JULY 21
ATR DOCUMENTATION
42-500 72-500
9. AFM, FCOM AND QRH

AFM
Procedures are developed in the Aircraft Flight Manual, which takes precedence as the only certified manual.
FCOM
Flight Crew Operating Manual provides developed information relevant to related procedures. Once QRH
procedure is completed, if required, on workload basis, it can be used in flight.
QRH
Quick Reference Handbook is used in flight and only deals with procedures and checklists.

GENERAL
JULY 21
ATR DOCUMENTATION
42-500 72-500
10. PRECONDITIONS
reconditions are highlighted through black squares. PM will question “YES or NO?” following related
P
item, to know whether related precondition applies to relevant scenario.
If PF answers “YES”, apply following actions.
If answer is “NO”, skip the related item.
Black dots are more dealing with “when” do the relevant actions must be applied.
QRH
Yes or no?
When...

GENERAL
JULY 21
ATR DOCUMENTATION
42-500 72-500
11. MEMORY ITEMS

They are flow of actions known by heart that must be performed by crew. Memory items are boxed inside
relevant checklists. They need to be read back when related checklists are performed.
As soon as aircraft and flight path are under control, when emergency and/or abnormal statuses are entailed,
PF commands “xxx MEMO ITEMS”.
QRH
MEMORY
ITEMS
PM PF
Following event confirmation:

X CALL
“XXX MEMO ITEMS”
Act and crosscheck accordingly by Act and crosscheck accordingly by

memory memory
After completion of all items

X CALL
“XXX MEMO ITEMS COMPLETE” X CALL
“XXX CHECKLIST”
Continues reading boxed items and

performs relevant checklist.

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
12. DARK COCKPIT PHILOSOPHY

During normal operations, all lights, excepting blue or green ones for transients, are extinguished.
No light = normal operation
Remember lights philosophy:

Dark (no light) normal operation
Amber caution
Red emergency
White
White System is OFF
Blue status (switched temporary ON by crew)
Green backup (switched temporary ON by system)
13. CHECKLIST PRIORITIES

Procedures in QRH are classified in three parts: Emergency, Normal and following failures (Abnormal).
While performing procedures, the crew will comply with the following hierarchy:
• EMERGENCY
• NORMAL
• ABNORMAL
14. NORMAL PROCEDURES

14.1. INITIATING PROCEDURES
On the ground In flight
Procedures are triggered by Procedures are triggered by
CM1 or a specific event. PF or a specific flight event

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
14.2. PROCEDURES METHODOLOGY

A procedure always stands before a checklist, regarding the corresponding flight phase. Every pilot must
know the other pilot’s procedure items.
Example: Approach procedure

PF and PM task sharing must comply with the following commands and callouts:
Flight events PM PF
CLEARED TO AN X COMMAND & DO
ALTITUDE OR “SET QNH”
PASSING TRANSITION X DO & CALL
LEVEL “XXX SET”
Captain also checks standby altimeter setting.
X CALL
“PASSING XXX FT, NOW !”
X CALL
“CHECK”
If deviation less than 50ft
OR
“PLUS OR MINUS XXX FT”
If deviation >50 ft, check altimeter setting.
APPROACH X REQUIRE
PROCEDURE “APPROACH CHECKLIST”
COMPLETE X CALL & READ
“APPROACH CHECKLIST”
Refer to EWD C/L
X CALL
“APPROACH CHECKLIST COMPLETE”
SCANS enables panel’s PB, switches & lights checks. They are performed from memory, following a typical
flow pattern.
Example: Preliminary cockpit preparation
FLOW PATTERNS enable a predetermined sequence of actions. They are performed from memory,
following specific patterns. Flow pattern is a reminder of a given task sequence.
Example: Before Landing flow pattern

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
14.3. NORMAL CHECKLIST METHODOLOGY
On the ground In flight
C/L is requested by CM1 C/L is requested by PF
C/L is read by CM2 C/L is read by PM
CHALLENGE AND RESPONSE

Concept: After procedure completion, PF calls C/L, PM reads C/L, PF answers.
PM announces C/L title, reads the C/L, asking questions.
The PF answer must be in compliance with the C/L and the present situation.
PM must receive the correct answer before reading the next item. If not, PM must repeat the same item.
When C/L is completed, PM calls “XXX C/L COMPLETE”
If a checklist is interrupted, reading must be resumed one step before the last read item.
PF and PM task sharing must comply with following orders and callouts:
Flight events PM PF
APPROACH X REQUIRE
PROCEDURE “APPROACH CHECKLIST”
COMPLETE X CALL & READ
Approach checklist
X REPLY
X READ
“SEAT BELTS”
“ON”
“LANDING LIGHTS”
“ON”
“ALTIMETERS”
“SET AND CHECK”
“CABIN ALTITUDE”
“CHECK”
APPROACH X CALL
CHECKLIST “APPROACH CHECKLIST COMPLETE”
COMPLETE

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
14.4. PROCEDURES CHRONOLOGY

For a normal flight, here are the achieved normal course of events, corresponding procedures and co-related
task sharing:
TRIGGERED
FLIGHT EVENTS PROCEDURES CHECKLIST
BY
Arrival at the dispatch Flight preparation procedure CM1 / CM2
Initial cockpit
Arrival at the aircraft CM1
preparation step 1
Initial cockpit preparation step1

External inspection CM1
complete
External inspection complete Cockpit preparation step 2 CM1 / CM2
Final cockpit preparation

Cockpit preparation step 2 complete CM1
procedure step 3
Final cockpit
Final cockpit preparation procedure
preparation CM1
step 3 complete
checklist
Before propeller rotation
Ready to start engine 2 in Hotel mode CM1
procedure
Before propeller
Before propeller rotation procedure
rotation CM1
complete
checklist
Start up clearance received Before taxi procedure CM1
Before taxi
Before taxi procedure complete CM1
checklist
Taxi clearance received Taxi procedure CM1
Taxi procedure complete Taxi checklist CM1
Approaching holding point and

Before take-off procedure CM1
"cabin ok" received
Before take-off
Before take-off procedure complete CM1
checklist
Passing acceleration altitude Climb procedure PF
After take-off
After altimeter standard setting PF
checklist

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
TRIGGERED
FLIGHT EVENTS PROCEDURES CHECKLIST
BY
Climbing through FL 100

Climbing through FL 100 No C/L PF
procedure
Approaching cruise FL Cruise procedure No C/L PF
Before descent/descent
Landing data available PF
procedure
Descent
Arrival briefing complete PF
checklist
Descending through FL 100

Descending through FL 100 No C/L PF
procedure
Cleared to an altitude or passing

Approach procedure PF
transition level
Approach
Approach procedure complete PF
checklist
Passing deceleration point Before landing procedure PF
Final axis interception and

Cleared for approach No C/L PF
final approach
Before landing
Aircraft stabilized PF
checklist
Runway vacated After landing procedure CM1
After landing
Engine 1 shut down CM1
checklist
Marshaller in sight Parking procedure CM1
Parking procedure complete Parking checklist CM1
All documentation filled Leaving the aircraft procedure CM1
Leaving the aircraft Leaving the

CM1
procedure complete aircraft checklist
NOTE: During some flight phases, procedures are triggered by events and are organized in a chronological sequence. It is not
necessary to call for the procedure because all actions are already completed. PF will directly call for relevant checklist.
Example:
• Approach procedure is triggered by altimeters setting and checking.
• Before landing procedure is triggered by passing deceleration point.

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
15. ABNORMAL AND EMERGENCY PROCEDURES

IMPORTANT: Never rush up, take all necessary time to analyse situation before acting. No actions (except memo items), no
checklists to be performed before acceleration altitude is reached.
15.1. FAILURE IDENTIFICATION

In case of CCAS or MFC notification, crew must clearly and undoubtedly identify involved or failed systems.
1 - CREW ALERTING
+ CRC
(Continuous
repetitive chime)
2 - SYSTEM
or IDENTIFICATION
CAP
QRH
+ SC Following
(Single chime) Failures
AIR
3 - ISOLATION
LOCAL ALERT
PACK
The crew refers to the relevant subsection. VALVE
FAULT
Local alert notifies crew on relevant checklist to be performed.
PM PF
PM checks involved flasher and

illuminated CAP legend.
X CALL
“MASTER XXX, XXX ON CAP”
PM cancels flashing WARNING and/

or CAUTION, then checks lit local
alert and:
X CALL
“XXX FAULT (OR TYPE OF EVENT)” X CALL
“CHECK”
PF acknowledges failure or event
identification and when able:
X COMMAND
“CHECK SYSTEM”

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
15.2. FAILURE ANALYSIS: SYSTEM CHECK

Six checks must be performed for failure confirmation. They are triggered by PF, calling “SYSTEM CHECK”
and executed by PM:
CONTROL
Is the system control in a relevant position?
INDICATOR
Is the indication relevant? Is the indication in compliance with the control?
SUPPLY
Are the supply source(s) available?
CIRCUIT BREAKERS
Refer to FCOM PRO GEN Informations or QRH GEN for circuit breaker reset policy.
LIGHTING
Are the bulb(s), digit(s) working?
RESET
Refer to FCOM PRO GEN Informations or QRH GEN for system reset policy.
EXCEPTIONS: BLEED LEAKS, LO LEVEL, EEC, PEC, BUS, BAT CHG, CAB PRESS MAN.

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
15.3. ABNORMAL CHECKLIST METHODOLOGY

RED TAB: EMERGENCY
Contained in this section are all emergency procedures and checklists.
AMBER TAB: FOLLOWING FAILURES
Contained in this section are all abnormal procedures and checklists linked either to amber or red alarms. An
LDG GEAR
illuminated CAP label depicts either origin of failure ELEC or an abnormal configuration .
NOT DOWN
Before executing checklist crew must confirm it is the appropriate one:
PM PF
X CALL
“SYSTEM CHECKED, X CALL
XXX FAILURE CONFIRMED” “SINGLE PACK VALVE FAULT
(OR NOT) CHECKLIST”
PM submits checklist title to PF.

X CALL
“PACK VALVE FAULT CHECKLIST?”
X CHECK AND REPLY
“CONFIRMED”
READ AND DO, CROSSCHECKS

Concept: PM reads out the item loudly and performs the required action AFTER PF confirmation.
PM PF
PM reading the C/L

X READ AND CALL
“PACK VALVE AFFECTED
SIDE….OFF”
PM points out the PACK VALVE PB.
X CALL
“PACK VALVE 2?”
X CHECK AND CALL
“CONFIRMED”
After PF confirmation, PM depresses

PACK VALVE 2 PB and confirms new
status of pack valve before
announcing:
X CALL
“OFF”
EXCEPTION: On the ground, with aircraft stopped and parking brake set, CM1 performs required actions as stated in the
emergency procedure. No crosscheck procedure is required. Once all procedures are completed, CM1 calls out checklist. In
this case, Challenge and response methodology is used.

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
Once checklist is completed, PM calls out:
PM PF
AFTER CHECKLIST COMPLETION:

X CALL
“SINGLE PACK VALVE FAULT C/L
COMPLETE ”
NOTE:
• When a C/L refers to another one, the first one is only completed when the second is all done.
• When checklists are completed, all CAP lights status are checked, and then PM clears the CAP.
15.4. ASSESSMENTS / DECISION / INFORMATION
15.4.1. ASSESSMENT
Once checklist is completed, PF summarizes the situation, taking into account the three following aspects:
T-O-C
• Technical assessment: consider consequences of related failure on systems by scanning the overhead
panel (fuel, DC/AC, anti-/de-icing, ACW, hydraulic, air).
• Operational assessment: consider possibility to land at destination, divert / alternate, depending on failure,
operational limitations, weather conditions, fuel status.
• Commercial assessment: consider passengers or crew casualties (e.g.: depressurization) and in case of
diversion, possibility to allow passengers to proceed to destination airport (transportation, feeding, lodging
accommodations...), in accordance with operator policy.
15.4.2. DECISION
Once assessment is performed, PF is able to suggest a decision, endorsed by Captain.
Crew must settle a consensus before making a decision.
15.4.3. INFORMATION
PF and PM plan together the consequences of failures encountered. Then PM informs, if necessary:
• ATC
• Flight attendant
• Passengers
• Dispatch

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
15.5. EXAMPLE
Follows a PACK VALVE FAULT troubleshooting example:
Flight events PM PF
MC + SC + AIR ON X CALL AND DO Failure

CAP + PACK VALVE “MASTER CAUTION, AIR ON CAP”
Identification
FAULT (LOCAL ALERT) MASTER CAUTION PB..........DEPRESS
AFTER ASSOCIATED X CALL

PANEL CHECK “PACK VALVE 2 FAULT” X CALL
“CHECK”
X COMMAND Failure
X DO “CHECK SYSTEM”
Analysis
PACK VALVE PB... CHECK DEPRESSED
SUPPLY..................................ENG OK
CIRCUIT BREAKER................... CHECK
LIGHTING...................................... OK
IF NO ABNORMAL X CALL
CONDITION IS NOTED “PACK VALVE 2 RESET?”
X COMMAND
“RESET PACK VALVE 2”
X DO AND CALL
PACK VALVE 2...................POINTED AT
WITH FINGER
“PACK VALVE 2?”
X DO AND REPLY
ITEM POINTED AT BY PM.......... CHECK
“CONFIRMED”
X DO AND CALL
PACK VALVE 2............. OFF (for 3 sec)
“OFF”
PACK VALVE 2...............................ON
“ON”
PACK VALVE 2 FAULT X CALL Failure

CONFIRMED “SYSTEMS CHECKED, PACK VALVE 2
Confirmation
FAILURE CONFIRMED” X COMMAND
“PACK VALVE FAULT CHECKLIST,
X DO AND CALL RADIO RIGHT SIDE”
PACK VALVE FAULT C/L........ POINTING
AT TITLE WITH FINGER
“PACK VALVE FAULT C/L?”
X DO AND REPLY
C/L POINTED AT BY PM............ CHECK
“CONFIRMED”
PM EXECUTES C/L X READ, DO AND CALL Checklist

UNDER PF CONTROL “PACK VALVE AFFECTED SIDE OFF”
Completion
PACK VALVE 2...................POINTED AT
WITH FINGER
“PACK VALVE 2?” X DO AND REPLY
C/L POINTED AT BY PM............ CHECK
X DO AND CALL “CONFIRMED”
PACK VALVE 2..............................OFF
“OFF”
X CALL
“MAXIMUM FLIGHT LEVEL 200/MEA” X REPLY
“CHECK”

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
Flight events PM PF
PM EXECUTES C/L X CALL Checklist

UNDER PF CONTROL “AVOID LARGE & QUICK POWER
Completion
(CONT’D) CHANGES AT HIGH ALTITUDES”
X REPLY
“CHECK”
X CALL
“PACK VALVE FAULT C/L COMPLETED”
X DO AND CALL
AMBER LIGHT ON CAP............. CHECK
“WE HAVE AIR ON CAP DUE TO PACK
VALVE 2 OFF, CLEAR CAP”
X DO AND CALL
CLR PB...............................DEPRESS
“CAP CLEARED”
WHEN ABLE, PF X CALL Assessments

ASSESSES THE “READY FOR ASSESSMENT?”
SITUATION X CALL
“GO AHEAD”
X CALL
TECHNICAL
“WE HAVE A PACK VALVE 2 FAILURE.
FUEL OK, DC/AC OK, HYD OK, AIR:
REMAINING ONLY LEFT SIDE CIRCUIT.
OPERATIONAL
“FL LEVEL IS LIMITED, LARGE &
QUICK POWER CHANGES AVOIDED.
DESTINATION AIRPORT IS
MAINTAINED”.
COMMERCIAL
“TEMPERATURE CABIN MAY
INCREASE”
PF SUGGESTS A X CALL
DECISION TO CM1 “I SUGGEST THAT WE CONTINUE TO
DESTINATION AND WRITE IT DOWN IN
MAINTENANCE LOG.” Decision
“NOBODY NEEDS TO BE INFORMED
EXCEPT COMPANY, IF YOU AGREE.
CONTACT DISPATCH TO INFORM
ABOUT MALFUNCTION.” Information
CAPTAIN
X CALL
“I AGREE”
X CALL
“RADIO LEFT SIDE”

GENERAL
JULY 21
METHODOLOGY
42-500 72-500
16. FLOWS
During their mission, crew members have several sequences of tasks to perform. These sequences are
defined by the manufacturer to:
• Fit the design of the aircraft,

• Prioritize the tasks,
• Organize the workload on board.
When a sequence of tasks is necessary to complete the requirements of a flight phase, they are organized
in Standard Operational Procedures (SOPs).
Example: Before Take-Off Procedure
In order to achieve the procedures, the SOPs tasks are organized in an ergonomic and logical order with
regard to the instruments and the systems the pilots have to use. The physical progression to achieve this
procedure is called “Flow”.
The completion of these flows facilitates the pilot activity and the memorization of the procedures.

GENERAL
JULY 21
SOP GOLDEN RULES
42-500 72-500
1 - FLY, NAVIGATE, COMMUNICATE - IN THAT ORDER
2 - ONE HEAD UP AT ALL TIMES
3 - KNOW AND UNDERSTAND YOUR FMA AT ALL

TIMES
4 - WHEN THINGS DON’T GO AS EXPECTED:

TAKE OVER
5 - USE THE PROPER LEVEL OF AUTOMATION

NORMAL PROCEDURES
GENERAL PROCEDURES JULY 21
& POLICIES
42-500 72-500
17. AUTO FLIGHT CONTROL SYSTEM (AFCS)

17.1. AP/FD USE PHILOSOPHY
The Auto Pilot (AP) and the Flight Director (FD) assist the flight crew to fly the aircraft within the normal flight
envelop in order to:
– Optimize performance in take-off, go-around, climb, or descent.

– Follow ATC clearance
– Fly the aircraft with very high accuracy in approach.
AP takes over routine tasks, giving PF the necessary time and resources to assess the overall operational
situation.
FD provides adequate attitude or flight path orders enabling the PF to accurately handle the aircraft.
IMPORTANT: WHEN AP IS NOT REQUIRED DUE TO HIGH WORKLOAD OR AIRSPACE REQUIREMENTS,

PILOTS ARE ENCOURAGED TO EXERCISE MANUAL FLYING SKILLS.
AP USE
Refer to AFM limitations, which may be different according to your particular avionics version.
FD USE
When AP is not used, PF should follow the FD bars guidance or remove FD bars display (use of
STBY on AFCS).
MAIN INTERFACES WITH AP/FD
There are 4 main interfaces with AP/FD:
– AFCS (Automatic Flight Control System)

– ADU (Advisory Display Unit)
– FMA (Flight Mode Annunciator)
– MCDU (Multi Control Display Unit)
AFCS MCDU
Short-term interface Long-term(1) interface
Should be used to select Should be used to prepare lateral

or vertical navigation or
ATC constraints, heading, to preset speeds for the next
altitude or speed. phase of flight.
(1) Except DIR TO which can be considered as a short term action.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
TASK SHARING AND COMMUNICATION
AFCS Inputs MCDU Inputs

Are performed by: Are performed by:
– PF when the AP is ON – PF when the input has an operational benefit
– PM on request from PF when AP is and could quickly be done,
OFF. Example: Direct to, activation of RTE 2,
All AFCS inputs must be called speed or Alt constraint.
– PF during a temporary transfer of command to
All AFCS inputs must be checked by the the PM (Approach preparation)
PF on the FMA. – PM upon request of the PF to decrease PF
PM must cross-check (FMA and ADU) workload.
and calls “CHECK”. Before pressing “EXEC” key, the input must be
cross checked by the other crew member and
calls “CHECK”.
Time consuming inputs should be avoided
below FL 100.
ADVISORY DISPLAY UNIT (ADU)
ADVISORIES SELECT ALT

TCS ENG ALT SEL -----FT
CAT 1 ALT SEL 3000 FT
CAT 2
ADVISORIES SELECT LT
MESSAGES
ARMED MODE
CAPTURED MODE
LATERAL MODES LATERAL MODES

ARMED and CAPTURED MODES ARMED and CAPTURED MODES
-------------------------- --------------------------
Basic: HDG HOLD Basic: PITCH HOLD
-------------------------- GA
Manual: HDG SEL LO --------------------------
HDG SEL HI Manual: ALT ALT* ALT
-------------------------- IAS --- KTS
IAS 170 KTS
Advanced: VOR VOR* VOR
LNAV LNAV VS ---- FPM
LOC LOC* LOC VS - 600 FPM
BC BC* BC --------------------------
Advanced: GS* GS

NORMAL PROCEDURES
& POLICIES
42-500 72-500
AFCS CONTROL PANEL
Mode selection is achieved by acting on the corresponding PB on the AFCS control panel except for ALT
SEL and GO AROUND modes.
Simultaneously armed modes are limited to one lateral mode and two vertical modes. Therefore vertical
armed modes are working in the following priority sequence:
1. ILS GS ARMED
2. ALT SEL ARMED
Climb or descent action must be done with the entire following sequence:
1) Adjust ALT SEL
2) Select and adjust vertical mode; usually IAS for climb and VS for descent(1)
3) Adjust power as required.
4) Change altimeter setting and crosscheck
5) Adjust speed bug.
IAS mode must be used during climb for stall protection. VS mode must be used during descent (except
(1)
in emergency descent & Drift Down for which IAS mode is used). The basic pitch mode may be used in
accordance with current operator’s policy.
NAV (VOR, LOC and LNAV) and APP modes must be associated with High Bank speeds.
MCDU (MULTI CONTROL DISPLAY UNIT)
FMA: (FLIGHT MODE ANNUNCIATOR)
Modes status are

displayed on FMA.
IMPORTANT: KNOW YOUR FMA AT ALL TIME.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
17.2. ATR TRAINING CENTER FLIGHT GUIDANCE PHILOSOPHY

The mode choice is a strategic decision that is taken by the PF. The modes can be automatically or manually
selected.
Advanced Mode Manual Mode

or
To fly along the pre-planned F-PLN For Specific ATC requests, or when
entered in the MCDU there is insufficient time to modify
the MCDU F-PLN

Whenever autopilot is engaged, PF sets the AFCS. As with all allocation of duties, in case of high workload,
actions may be delegated to PM.
When autopilot is off, PF gives explicit order to PM to set AFCS. The only exception is following go-around,
where PM is authorized to set AFCS to appropriate mode after landing gear selected up without specific
order from PF.
Heading bug is generally centered on the aircraft heading in LNAV and V/LOC modes. On approaches linked
to STAR, it is recommended to set heading to runway heading when cleared for approach to aid situation
awareness.
Only changed and new modes are announced.
Announce the parameter first and the value second (some examples: “heading 120”, “speed 170 magenta”,
“course 324”, “VS -700”)
Settings are announced after they have been set, not while the selector is still in motion or the value is being
changed.
Announce lateral modes first, vertical modes second (for example “HDG SEL, IAS”)
Announce active modes first, armed modes second (for example: “IAS green, ALT white”)
When setting mode, announce which button was pressed and read ADU and FMA (examples: “APP mode
set, LOC white, GS white”, “NAV mode set, LNAV white”, “Autopilot ON, AP green”)
The pilot pressing the buttons makes the callout, the other pilot reads own side FMA before announcing
“check”. The only exception is for modes which capture without any particular button pressed (ALT*, ALT,
LOC*, LOC, GS*, GS, etc.) which are announced by PF for PM to crosscheck.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
– CLIMB MODE (AP ON)
1 1 1 1
LNAV ALT AP FD LNAV IAS AP FD LNAV ALT* AP FD LNAV ALT AP FD

ALT
HDG ALT HDG ALT IAS HDG ALT* HDG ALT
(1)
When AP is OFF, the 2 arrows are extinguished.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
AP ON
Flight events PM PF
CLEARED TO FL 180 X DO

ALT SEL............................... 18000
IAS................................. 170 (160)
TQ / NP....... CHECK CLIMB SETTING
X CALL
“FL 180, IAS 170 (160), ALT WHITE
X CALL SET”(1)
“CHECK”
ALT STAR X CALL

X CALL “ALT STAR”
“CHECK”
ALT GREEN X CALL

X CALL “ALT GREEN”
“CHECK”
NOTE: In a simultaneous setting situation, only one call-out can be made.
AP OFF
Flight events PM PF
CLEARED TO FL 180 X COMMAND

“SET FL 180, IAS 170 (160)”
X DO
ALT SEL.................................. 18000
IAS.....................................170 (160)
TQ/NP............ CHECK CLIMB SETTING
X CALL
“FL 180, IAS 170 (160), ALT WHITE X CALL
SET”(1) “CHECK”
ALT STAR X CALL

“CHECK”
ALT GREEN X CALL

“CHECK”
(1)
ALT white appears only when a vertical mode is armed and the aircraft is climbing or descending towards the
preselected altitude / FL.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
– DESCENT MODE (AP ON)
1 1 1 1
HDG ALT HDG ALT VS HDG ALT* HDG ALT
(1)

NORMAL PROCEDURES
& POLICIES
42-500 72-500
AP ON
Flight events PM PF
CLEARED TO 6000 FT X DO

ALT SEL ................................6000
VS........................................ -1500
X CALL
“6000 FT, VS -1500, ALT WHITE SET”
X CALL
“CHECK”
ALT STAR X CALL

“CHECK”
ALT GREEN X CALL

“CHECK”
AP OFF
Flight events PM PF
CLEARED TO 6000 FT X COMMAND

“SET 6000 FT, VS - 1500”
X DO
ALT SEL ................................... 6000
VS ......................................... -1500
X CALL
“6000 FT, VS -1500, ALT WHITE SET”
X CALL
“CHECK”
ALT STAR X CALL

“CHECK”
ALT GREEN X CALL

“CHECK”

NORMAL PROCEDURES
& POLICIES
42-500 72-500
– L ATERAL MODE (AP ON)
1 1 1 1
HDG ALT VOR HDG ALT VOR* ALT VOR ALT
(1)

NORMAL PROCEDURES
& POLICIES
42-500 72-500
AP ON
Flight events PM PF
CLEARED TO X DO
INTERCEPT RADIAL HDG BUG.......................... SET 045
270 INBOUND X CALL
X CALL “HDG BUG LEFT 045 SET”
“CHECK”
ESTABLISHED ON X DO
INTERCEPTION NAV MODE........................ ENGAGE
HEADING X CALL
X CALL “NAV MODE SET, VOR WHITE”
“CHECK”
VOR STAR X CALL

X CALL “VOR STAR”
“CHECK”
VOR GREEN X CALL

X CALL “VOR GREEN”
“CHECK”
AP OFF
Flight events PM PF
CLEARED TO X COMMAND
INTERCEPT RADIAL “SET HEADING BUG LEFT 045”
270 INBOUND X DO
HDG BUG.......................... SET 045
X CALL
“HEADING BUG 045 SET” X CALL
“CHECK”
ESTABLISHED ON X COMMAND
INTERCEPTION “SET NAV MODE”
HEADING X DO
NAV MODE........................ ENGAGE
X CALL
“NAV MODE SET, VOR WHITE” X CALL
“CHECK”
VOR STAR X CALL

X CALL “VOR STAR”
“CHECK”
VOR GREEN X CALL

X CALL “VOR GREEN”
“CHECK”

NORMAL PROCEDURES
& POLICIES
42-500 72-500
– HDG MODE
1 1
VOR ALT HDG ALT
(1)

NORMAL PROCEDURES
& POLICIES
42-500 72-500
AP ON
Flight events PM PF
CLEARED TO X DO
HEADING 130 HDG MODE........................ SELECT
X CALL
X CALL “HDG MODE, LO (OR HI) BANK SET”(1)
“CHECK”
HEADING SELECTION X DO

HDG BUG.................... SELECT 130
X CALL
X CALL “HDG BUG RIGHT 130 SET”
“CHECK”
AP OFF
Flight events PM PF
HEADING 130 “SET HEADING MODE”
X DO
HDG MODE....................... ENGAGE
X CALL
“HDG MODE LOW (OR HI) BANK SET”(1)
X CALL
“CHECK”
HEADING SELECTION X COMMAND

“SET HEADING BUG RIGHT 130”
X DO
HDG BUG ................... SELECT 130
X CALL
“HDG BUG RIGHT 130 SET”
X CALL
“CHECK”
(1)
HI or LO according to speeds.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
– APP MODE
1 1 1 1
LOC HDG GS ALT LOC* GS ALT LOC GS* LOC GS
(1)

NORMAL PROCEDURES
& POLICIES
42-500 72-500
AP ON
Flight events PM PF
CLEARED TO X DO
PERFORM AN ILS APP MODE ....................... ENGAGE
APPROACH X CALL
“APPROACH MODE SET, LOC AND GS
X CALL WHITE”
“CHECK”
LOC STAR X CALL

“LOC STAR”
X CALL
“CHECK”
LOC GREEN X CALL

“LOC GREEN”
X CALL
“CHECK”
GS STAR X CALL
“GS STAR”
X CALL
“CHECK”
GS GREEN X CALL
“GS GREEN”
X CALL
“CHECK”
AP OFF
Flight events PM PF
PERFORM AN ILS “SET APPROACH MODE”
APPROACH X DO
APP MODE ....................... ENGAGE
X CALL
“APPROACH MODE SET, LOC AND GS
WHITE” X CALL
“CHECK”
LOC STAR X CALL

“LOC STAR”
X CALL
“CHECK”
LOC GREEN X CALL

“LOC GREEN”
X CALL
“CHECK”
GS STAR X CALL
“GS STAR”
X CALL
“CHECK”
GS GREEN X CALL
“GS GREEN”
X CALL
“CHECK”

NORMAL PROCEDURES
& POLICIES
42-500 72-500
– GA MODE
When GA PB
depressed, autopilot
is automatically
disconnected
LOC GS HHLD GA HDG ALT IAS
(1)
For the associated task sharing, please refer to Go-around.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
18. FLAPS OPERATION

ATR 72
ATR 42
For system use in normal operations, any setting change must be performed through the cross
control concept:
PF: orders system action.
PM: performs the action and announces the configuration when the setting is in compliance
with the system indicator
Flaps manoeuvers are always performed by the PM under PF order. PM checks the speed before
each configuration change then performs the task and announces the new configuration.
Example:
Flight events PM PF
FLAPS EXTENSION X COMMAND

“FLAPS 15”
X CALL
“SPEED CHECK”
X DO
FLAPS......................................... 15°
FLAPS 15° INDICATED X CALL

ON EWD “FLAPS 15”
X CALL
“CHECK”
NOTE: During deceleration, select new speed only when the new configuration is obtained.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
19. LANDING GEAR OPERATION
For system use in normal operations, any setting change must be performed through the cross
control concept:
PF: orders system action.
M: performs the action and announces the configuration when the setting is in compliance
P
with the system indicator
Gear manoeuvers are always performed by the PM under PF order. PM checks the speed before
each configuration change then performs the task and announces the new configuration.
Example:
Flight events PM PF
LANDING GEAR X COMMAND

EXTENSION “GEAR DOWN”
X CALL
“SPEED CHECK”
X DO
LANDING GEAR....................... DOWN
PWR MGT...................................... TO
TAXI & T.O LIGHTS.........................ON
LDG GEAR 3 GREEN X CALL

LIGHTS “GEAR DOWN”
X CALL
“CHECK”

NORMAL PROCEDURES
& POLICIES
42-500 72-500
20. ALTIMETER
20.1. ALTIMETER SETTING
PF and PM altimeter settings must be identical. Any change shall be performed with a specific call
and cross control.
Example: cleared down to an altitude with QNH 1015

Flight events PM PF
QNH SETTING COMMAND

“SET QNH”
▶DO ▶DO
QNH 1015............................. SET QNH 1015............................. SET
▶CALL
“1015 SET”
DESIRED ALTITUDE ▶CALL

“PASSING XXXX FT, NOW”
▶CHECK
“CHECK”
IF DIFFERENCE LESS THAN 50 FEET
OR
“ ± XX FT”
IF DIFFERENCE MORE THAN 50 FEET
* XXXX is the altimeter value: • expressed in feet for QNH setting.
• expressed in Flight Level for standard setting.
For each flight phase, the altimeter setting must be in compliance with the following table.
Note: Settings may vary, depending on prevailing local regulations.
ALTIMETERS
FLIGHT PHASE
CAPTAIN STANDBY FIRST OFFICER
From ground till QNH QNH QNH

cleared to FL (departure airport) (departure airport) (departure airport)
From climb to FL till

STANDARD QNH STANDARD
cleared down to altitude Regional
Cleared to altitude QNH QNH QNH

(arrival airport) (arrival airport) (arrival airport)

NORMAL PROCEDURES
& POLICIES
42-500 72-500
20.2. RADIOALTIMETER SETTING

– DH is used for CAT II approach only.
21. SPEED INDICATOR

21.1. SPEED VMIN OPS
VMIN OPS is the minimum operational speed, and depends on the flight phase.
Take-off & Climb - Cruise -
42-500
Flight Phase Approach Approach Approach Approach
Go-around Descent
Aircraft
Flaps 15 Flaps 0 Flaps 15 Flaps 30 Flaps 25 Flaps 35
configuration
VMINI OPS V2 MIN VmLB0 VmHB 15 VmHB 30 VmHB 25 VmHB 35

NORMAL PROCEDURES
& POLICIES
42-500 72-500
21.2. SPEED BUGS POLICY
FIXED BUGS
The PF and PM speed bug settings must be identical.
Any setting change must be performed with a specific call out and cross control.
Example: After filling the landing data card, ready to set speed bug.
Flight events PM PF
LANDING DATA CARD X CALL

PROCEEDING “VGA 116”
X DO X DO
YELLOW BUG.........................SELECT YELLOW BUG.........................SELECT
X CALL
“116 SET” X CALL
“WHITE BUG 139”
X DO X DO
WHITE BUG............................SELECT WHITE BUG............................SELECT
X CALL
“RED BUG 165”
X DO X DO
RED BUG................................SELECT RED BUG................................SELECT
X CALL
“165 SET”
SPEED BUG
When aircraft configuration is obtained, PF orders new speed bug setting according to flight phase,
on both sides. Speed bug manages Fast / Slow EADI speed scale and must be considered also as
a cross-check tool.
Example:
Flight events PM PF
ACCELERATING TO X CALL
170 (160) KT “SET SPEED BUG 170 (160)”
X DO X DO
SPEED BUG.........................170 (160) SPEED BUG.........................170 (160)
X CALL
“170 (160) SET”

50
Non limiting runway
Limiting runway Set when V1≠VR (limiting runway)
V1 Set at 12 o'clock when V1=VR
(non limiting runway)
VR When V1≠VR
Green bug
Yellow bug V1/VR When V1=VR

Speed bug V2

21.2.1. TAKE-OFF SPEED BUGS

NORMAL CONDITIONS ICING CONDITIONS

,$6
.7
White Bug (flaps 0°) White Bug (flaps 15°)
& POLICIES
White bug – Final Take-Off Speed (VFTO)

– Final Take-Off Speed (VFTO)
FOR TRAINING ONLY

– VmLB 15 (1)
NORMAL PROCEDURES
– Flaps retraction speed

– VmLB 0 (1) – Single engine climb speed
– Best climb gradient speed
GENERAL PROCEDURES
– Single engine climb speed
White bug + 10 kt – VmHB(2) flaps 0° – VmHB(2) flaps 15°

– Best climb rate speed
Icing bug
42-500
Icing Bug
– VmLB(1) flaps 0°
JULY 21
Icing bug + 10 kt
(1) – VmHB(2) flaps 0°

72-500
VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)

(2)
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)

White bug Drift Down Speed Drift Down Speed

Mini En Route Speed VmLB flaps 15° (1)
VmLB flaps 0° (1)
21.2.2. CRUISE SPEED BUGS
Mini En Route Speed

Icing bug VmLB flaps 0° (1)
& POLICIES
FOR TRAINING ONLY

NORMAL PROCEDURES
Speed bug Cruise speed

GENERAL PROCEDURES
42-500
JULY 21
(1)
(2)
72-500
51
52
Speed bug VAPP
VmHB flaps 30 (35) + wind
factor(3)
Yellow bug VGA

Max VGA
{
1.1 VMCA
White bug White Bug (flaps 0°) White Bug (flaps 15°)
Final Take-Off
Final Take-Off Speed

VFGA = Max Speed (VFTO) VFGA = Max (VFTO)

{ Drift down speed
{ Drift down speed
21.2.3. APPROACH SPEED BUGS
– Flaps retraction speed – VmLB 15 (1)

for go-around – Single engine climb speed
– VmLB 0 (1)
& POLICIES
– Best climb gradient speed
FOR TRAINING ONLY

– Single engine climb speed
NORMAL PROCEDURES
White bug + 10 kt – VmHB(2) flaps 0° – VmHB(2) flaps 15°

GENERAL PROCEDURES
– Best climb rate speed

Icing bug
Icing Bug
– VmLB(1)  flaps 0°
for go-around
42-500
Icing bug + 10 kt – VmHB(2) flaps 0°

JULY 21
(1)
72-500
(2)
(3)
Wind factor = max {1/3 Head Wind component or full gust } limited to 15 Kt.
NORMAL PROCEDURES
& POLICIES
42-500 72-500
22. TORQUE INDICATOR

The reserve take-off torque is automatically calculated by the FDAU, depending on the atmospheric
conditions. The calculated value is the same as the QRH tables.
22.1. TAKE-OFF BUGS
Take-off torque bug (TO)

Manually set
Reserve take-off torque bug (RTO)

Automatically computed by FDAU

The take-off and reserve take-off torques are read in the QRH, Ops Data part.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
22.2. CRUISE BUGS

The cruise torque are read in the QRH, Ops Data part.
Cruise torque bug

Manually set
Cruise torque bug

automatically computed by FDAU 


NORMAL PROCEDURES
& POLICIES
42-500 72-500
22.3. APPROACH / GO-AROUND
Go-around torque bug

Manually set
Go-around torque bug

Automatically computed by FDAU

The go-around torque are read in the QRH, Ops Data part.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
22.4. TORQUE PRESET

For the following conditions, this table shows the best torque presets.
Precise torque values will vary depending on aircraft weight and outside conditions but differences
will be very minimal.
Do not forget that Np modifies the torque for a given PL angle.
NP = 82% Level flight Approach 3° (1)
Speed (kt) 180 160 140 120 VAPP
Gear UP UP DOWN DOWN DOWN
42 500 0 0 15 35 35
Flaps
72 500 0 0 15 30 30
Torque (%) 50 40 40 50 25
All
42 500 +1 +4 0 0 –1
engines
Pitch (°)
72 500 +1 +4 +1 0 –3
Torque (%) 90 75 75 90 50
Single
42 500 +1 +4 0 0 –1
engine
Pitch (°)
72 500 +1 +4 +1 0 –3
For flight profiles other than standard 3° approach, use following corrections to maintain the
(1)
required flight path angle:
±3% TQ <=> ±1% slope
±5% TQ <=> ±1° slope
±5% TQ <=> ±10 Kt wind component

NORMAL PROCEDURES
& POLICIES
42-500 72-500
23. DATA CARDS PROCESSING

23.1. TAKE-OFF DATA CARD
CM2 fills in take-off data card:
• during Final Cockpit Preparation procedure: purple labels
• prior to Before Propeller Rotation procedure: green labels
All operational data shall be crosschecked by crew using relevant documentation (QRH, Take-off limitations
chart (e.g. FOS), Load & Trim sheet…).
Information from the take-off data card will help the crew members to prepare departure and take-off
briefings.
1 2 3 4
7 A 8
I
5
E B
F C
9
D
G
10
6 G H
FILLING DATA CARD (CM2) PROCEEDING DATA CARD (PF)

1   FLT N°
Write down flight number. Call out flight number and check it has been set in the
GNSS.
2 3  FROM / TO
Write down departure & destination airports’ ICAO Call out departure & destination airports ICAO codes.
codes.
4 DATE
Write down current date. Call out current date.
5 ATIS
Copy down ATIS or airport weather information. Review airport weather information and:
• Match RVR/Visibility versus airport minima
• discuss possibility to fly back to departure airport in
case of engine contingency
• check and call out take-off wind limitations and Hotel
mode implications
• set altimeter setting on the 3 altimeters and crosscheck
indications consistency
• 
check temperature and moisture to anticipate take-off
conditions (normal, icing).
6 ICING
Tick the box when icing conditions prevail at take- If the box is ticked, remember icing conditions prevail for
off. take-off.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
7 W LIM
Write down lowest weight limitation between struc- Call out relevant weight limitation.
tural and operational limitations.
8   ACC
Write down take-off acceleration altitude (400ft Call out take-off acceleration altitude.
AAL minimum.)
9   SINGLE ENGINE PROCEDURE
Draw single engine procedure’s first segments to be Confirm single engine procedure according to weather
flown (heading, altitude, turns...). conditions.
10   RWY
Write down runway in use for take-off. Check intended runway matches ATIS runway in use.
Once Load and Trim sheet processing is completed:

A   TOW
Write down TOW from Load & Trim sheet and match it Check TOW is less than or equal to W LIM.
versus W LIM for consistency (TOW W LIM).
B C D  V1 / VR / V2
Copy down V1 / VR / V2 as read in FOS chart. If the Call out V1 / VR / V2, set green / yellow / amber bugs
conditions are NL, V1 / VR / V2 are read from the on both airspeed indicators and crosscheck.
QRH, matching conservative actual TOW. NOTE: If V1= VR, only use yellow bugs. Stow green bug to
12 o’clock position.
E   OBJ TQ
Write down take-off torque found in the QRH Call out objective torque and set white bugs on both
torque indicators.
F   RTO TQ
Write down reserve take-off torque found in the Call out RTO torque and check amber bugs consistency.
QRH
G   Vmlb0 norm / Vmlb15 icing
Write down final take-off speed’s value as read Call out final take-off speed set white bug on both air-
from QRH according to prevailing normal (VmLB0) speed indicators and crosscheck. Remember VFTO is
or icing conditions (VmLB15). the speed target to climb with one engine out above the
ACC altitude.
H   Vmlb0 icing
Write down Vmlb0° icing speed’s value as read Call out relevant value, set icing bug accordingly on both
from QRH airspeed indicators and crosscheck.
I   CG% TRIM
Write down the value of the CG and the pitch trim Set elevator’s pitch trim accordingly and check that point-
according to the load and trim sheet and get cor- er stands within green arc.
responding trim setting.
Example: “Flight number 9617, from LFBO to LFBD, 1st July 2011. Information Delta, recorded at 08.00
UTC, runway 32R in use, wind from 320/15 kt, ceiling 1500 ft and visibility 2000 m, temperature is +25°,
QNH is 1015 hPa set on the 3 altimeters, normal conditions, W LIM is 22.3 tons, OBJ TQ is 90%, RTO
TQ is 100% acceleration altitude is 1000 ft and single engine procedure is runway heading until 1000 ft
then right turn tracking TOE climbing to 4000 ft”.
Once Load and Trim sheet processing is completed: “TOW is 22 tons, V1 & VR are 111 kt, V2 is 114 kt,
White bug is 139 kt, icing bug is 165 kt, Trim 1,3 set”

NORMAL PROCEDURES
& POLICIES
42-500 72-500
23.2. LANDING DATA CARD

PM fills-in and PF proceeds Landing data card prior Before Descent procedure is initiated.
All operational data shall be crosschecked by crew using relevant documentation (QRH, Landing limitations
chart (e.g. FOS)).
Informations from landing data card will help crew members to prepare arrival briefing.
1 2 3 4
5 7 8 17
9 10
11 12
18
13 14
15
19
6 15 16
FILLING DATA CARD (PM) PROCEEDING DATA CARD (PF)

1   DESTINATION
Write down Destination airport ICAO code. Call out destination airport.
2   ELEVATION
Write down the elevation of the destination airport. Call out destination airport elevation and set landing ele-
vation in AUTO PRESS.
3   ALTERNATE
Write down alternate airport. Call out alternate airport.
4   ELEVATION
Write down the elevation of the alternate airport.
5 ATIS
Copy down ATIS or airport weather information. Review airport weather information and:
• Match RVR/Visibility versus airport minima.
• set QNH on standby altimeter
• check temperature and moisture to anticipate landing
conditions (normal, icing)
• call out instrument approach in use
• check out landing wind limitations
6   ICING
Tick the box when icing conditions prevail at land- If the box is ticked, remember icing conditions prevail for
ing. landing.
7   W LIM
Write down limiting weight for landing. Call out weight limitation.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
8   LW
Write down computed landing weight and check Check out LW is less than or equal to W LIM.
consistency versus W LIM (LW ≤W LIM.)
9   GA TQ
Write down go-aroud torque found in the QRH. Call out GA torque and set white bugs accordingly on
both torque indicators.
10   FLAPS
Write down the flaps setting. Call out flaps setting.
11   1.1 VMCA
Write down 1.1 VMCA value read in the QRH.
12   V APP No wind
Write down final approach speed (no wind). Call out VREF.
13   VGA
Write down VGA, as highest value between 1.1 Call out VGA, set yellow bug on both airspeed indicators
VMCA and value from QRH and crosscheck.
14   V APP
Write down computed VAPP= V APP no wind+wind Call V APP speed.
factor.
15   Vmlb0° norm / Vmlb15° icing
Write down the highest value between Final take- Call out VFGA speed value, set white bug on both
off and Drift-down speed, according to prevailing airspeed indicators and crosscheck.
normal (Vmlb0°) or icing conditions (Vmlb15°).
16   Vmlb0° icing
Write down Vmlb0° icing value read in the QRH. Call out Icing bug’s value, set red bug on both airspeed
indicators and crosscheck.
17   ACC
Write the missed-approach procedure’s accelera- Call out missed-approach acceleration altitude.
tion altitude, {1000 ft AAL, or published altitude}.
18  
Draw missed approach procedure’s first segment
to be flown (heading, altitude, turns...).
19  
Write down runway in use for landing.
Example:
“We’ll be landing at LFBD, elevation 166 ft, alternate is LFBA. Information Golf recorded at 09.00 UTC, runway
in use 23, wind from 200/10 kt, ceiling 2000 ft and visibility 3000 m, temperature is + 20°, QNH is 1020 hPa
set on STBY altimeter, non icing conditions, W LIM is 22 tons, LW is 21.5 tons, Landing Flaps 30°, Vref is 109
kt, Vapp will be 112 kt. In case of go around GA torque 100% VGA is yellow bug 114 kt white bug is 138 kt,
icing bug is 163 kt. set, acceleration altitude is 1200 ft.”

NORMAL PROCEDURES
& POLICIES
42-500 72-500
24. GNSS INITIALIZATION IN ACCORDANCE WITH FCOM

GNSS FLOWS
During the final cockpit preparation the PF must perform the GNSS initialization and programming. This can
be done in different ways. For training purpose, ATR training center recommends to sequence actions as
follow:
1 IDENT
2 POS REF
3 ROUTE
4 DEP ARR
5 LEG
6 VNAV 1/2 (PERF INIT)
7 PROG 1
8 PRAIM test (via POS REF page)
1 IDENT: Check aircraft model, type of engines and 2 Check

initial position with actual parking position.
NAV DATA expiry date (and swap data base if
necessary).

NORMAL PROCEDURES
& POLICIES
42-500 72-500
3 Set
departure airport and runway, set destination airport and set Flight ID then activate.
4 Set departure and arrival procedures. 5

Complete the flight plan route.
6
Enter predicted ZFW, FOB, Fuel reserve and Cruise altitude.
7
Check fuel and total distance.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
8
Praim test for the active route, then praim test for the destination.

NORMAL PROCEDURES
& POLICIES
42-500 72-500
25. BRIEFINGS
25.1. DEPARTURE BRIEFING
1  All departure settings must be ready before PF performs the briefing.
2  General Conditions
• Actual and expected weather for departure, cruise and arrival. Hazardous phenomena (Icing,
thunderstorm, turbulence…)
• NOTAMs
• Aircraft status: daily check, documentation, MEL items…
3  Taxi
• Taxi out description
• Restrictions: contamination, closed Taxiway…
• Runway in use and expected holding point
• Anticipate de-icing holdover times.
4  Take-off Performance
• Limitations, bleeds ON or OFF, power setting (Boost, RTO).
DEPARTURE CHART
5  Jeppesen chart n° and date
5
6  Departure procedure name   
   
 
  
7  MSA. If not on chart, check on Radar Minimum

Altitude chart or on Final approach chart. 




 


8  Flight path description routing, 1st altitude or FL




with crosscheck with GNSS.




PF read SID inserted on GNSS with Alt. and Speed


constraints.
PM crosscheck with departure chart.






9  Minimum climb gradient if needed








 








10  Single engine flight path description: routing,


    

  
   
    
    


acceleration altitude, return to departure 



 
airport and expected approach, or diversion



to take-off alternate.

 
8






 






11  NAVAIDS settings:












Active frequencies & associated courses













Standby frequencies (if necessary)













DME hold (if necessary)

RMI: VOR/ADF



EHSI: VOR/ADF

 
 
 
 


12  Review potential specific threats 9

 


6
13  Open questions






  

NORMAL PROCEDURES
& POLICIES
42-500 72-500
Example: CM2 is PF.

1  “ARE YOU READY FOR THE DEPARTURE BRIEFING?”
2  “VISIBILITY IS 2000M, CEILING AT 1500FT, WIND FROM 230/15 KT, QNH 1012, NORMAL CONDITIONS.
NO MEL, NO NOTAM.”
3  “WE’LL TAXI OUT VIA PAPA, HOLDING POINT A, FOR RUNWAY 23.”
4  “TAKE-OFF WITH BLEEDS ON, ANTI-ICING OFF.”
5  “CHART 10-3A, VALID FROM MAY 4TH.”
6  “EXPECTED DEPARTURE IS SAU 4P.”
7  “MSA IS 2100 FT WITHIN 25NM” (Set ALT SEL or Set SID or MSA constraint)
8  (PF read GNSS on LEGS Page - PM crosscheck with SID JEPPESEN chart)
DEPARTING FROM LFBD RUNWAY 23, VIA SAU 4P DEPARTURE, INITIAL CLIMB ON COURSE 226
INBOUND TO BD230, SPEED CONSTRAINT 250KTS, TURN LEFT ON COURSE 143 TO BD933 AT 5000FT
OR ABOVE THEN COURSE 093 TO BD 935, MAINTAIN COURSE 093 TO SAU.
9  CLIMB GRADIENT IS 4,8% UP TO 670FT, THEN 9,5% UP TO 6000FT, WHICH WE CAN COMPLY ON BOTH
ENGINES
10  “IN CASE OF ENGINE FAILURE, PROCEED STRAIGHT AHEAD CLIMBING 3000 AND REPORT ATC.”
11  “NAV 2: ILS
NAV 1: ILS
ADF1 & 2: BD
KEYS: RMI ON ADF AND EHSI ON RNAV.”
12  ”NO SPECIFIC THREAT”
13  “ANY QUESTIONS? DEPARTURE BRIEFING COMPLETE.”

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* 8
  GNSS BRIEFING
Example Briefing
The following pages give an example of how to perform the GNSS briefing (PF) and how to monitor the GNSS
briefing (PM). The PF should read the text shown in the blue box, for example:
“Departing from LFBD runway 23”
The GNSS screens and Jeppesen charts are highlighted with red circles to indicate where the information is
found to perform and monitor the briefing. Additional information is shown in the amber box to explain certain
aspects of the GNSS or Jeppesen codes.
Pilot Flying
“Departing from LFBD runway 23”
Pilot Monitoring

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Pilot Flying
“Via SAU 4P departure”
Pilot Monitoring
Pilot Flying
“Initial climb on course 226 inbound

to BD230, speed constraint 250Kts”
Pilot Monitoring

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Pilot Flying
“Turn left on course 143 to BD933

at 5000FT or above”
The GNSS creates a specific heading to join the waypoint BD933, whereas the Jeppesen chart leaves the
choice of heading open to pilot discretion according to speed and wind conditions.
Pilot Monitoring
Pilot Flying
“Then course 093 to BD935”

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Pilot Monitoring
Pilot Flying
“Maintain course 093 to SAU”
Pilot Monitoring

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25.2. DEPARTURE CLEARANCE

When departure clearance is obtained from ATC, you must check its consistence and compliance with
expected SID:
– Is cleared SID in compliance with prepared one?
– Altitude clearance selected and crosschecked on ADU.
– Set transponder code.
If no clearance amendment is received, PF calls: “NO CHANGE”
If clearance is amended, modify GNSS FPLN, reorganize NAVAIDS and perform new briefing.
25.3. TAKE-OFF BRIEFING

1
 PF calls: “ARE YOU READY FOR TAKE-OFF BRIEFING?”
2
 Take-off parameters: runway QFU reminder, TOW, V1
3
 Procedure in case of failure: take-off abort & continuation description
4
 Open questions
Example: CM2 is PF.

1 “ARE YOU READY FOR TAKE-OFF BRIEFING?”
 
2 “TAKE-OFF RUNWAY 23, WEIGHT 22 TONS, V1 111 KT, NORMAL CONDITIONS.”

 
3 “ANY FAILURE BEFORE V1, YOU CALL “STOP” AND STOP AIRCRAFT
 
IF FAILURE AT OR AFTER V1, WE CONTINUE TAKE-OFF, RUNWAY HEADING TO 3000 FT, THEN RIGHT TURN TO
ETPAR CLIMBING TO 4000 FT, ACCELERATION ALTITUDE IS 1000 FT, MSA IS 2100 FT.”
4 “ANY QUESTIONS? TAKE-OFF BRIEFING COMPLETE.”

 

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25.4. ARRIVAL BRIEFING
1  All settings must be performed before PF’s arrival briefing, including speed bugs.
2  TOP OF DESCENT (TOD)

• Expected remaining distance and MSA
• Expected point of deceleration
3  APPROACH CONDITIONS
• Actual and forecast weather, normal or icing atmospheric conditions
• Aircraft status: MEL items, En-route failure(s)
• NOTAMs / ATIS: airport equipments failures, anticipate runway assignments changes &
unexpected closure.
• Landing weight, runway in use: landing limitation and approach climb limitation if any.
4  ALTERNATE & HOLDING TIME

• Quote holding time before diversion. For computation 7
details refer to Holding Time. 6
APPROACH CHART
5  Actual and forecast weather at destination:
visibility / RVR compared to minima
12
6  Jeppesen chart n° and date
8
7  Type of approach procedure
9
8  MSA according to inbound sector
From points 9 to 12 :
PF read STAR inserted on GNSS with Alt and speed
constraints
13
PM crosscheck with the Arrival and Final charts
9  Flight path description
10  Final Approach Segment: procedure minimum
altitude, distance and stabilization point
11  Minima. Check MDA is set on PFD(s). 11
10
12  Missed approach procedure, and acceleration
altitude
13  NAVAIDS settings:
Active frequencies & associated courses
Standby frequencies (if necessary)
DME hold (if necessary)
BRG 1 & 2 setting (VOR, ILS, ADF or extraction)
RMI setting (VOR, ADF)

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14  GNSS setting: check STAR and/or approach inserted in FPLN for crosscheck operation
15  TAXI
• Taxi in description
16  Review potential specific threats
17  Open questions
Example: CM2 is PF.
1  “ARE YOU READY FOR ARRIVAL BRIEFING?”
2  “TOP OF DESCENT IS 50 NM DME FROM BMC, MEA IS 5000 FT.”
3  “LANDING IN BORDEAUX IN NORMAL CONDITIONS, APPROACH LIGHTS ARE INOPERATIVE.”
4  “20 MN HOLDING TIME BEFORE DIVERTING TO LFBA”
5   7  “RWY IN USE 23, LANDING WEIGHT 20 T, NO LIMITATION, REGARDING WEATHER ILS 23 IS

SUITABLE.”
6  “CHART 11-1, VALID APRIL 2ND, EFFECTIVE 8TH.”
8  “MSA IS 2100FT WITHIN 25 NM OF BMC.”
From points 9 to 12 :
PF read STAR inserted on GNSS with Alt and speed constraints
PM crosscheck with the Arrival and Final charts
9  “FROM LIBRU, STAR DOWN TO 3000 FT & INTERCEPT LOCALIZER.”
10  “WE LEAVE 3000 FT AT D9 TO CROSS D4 AT 1420 FT. STABILIZATION ALTITUDE IS 1200 FT.”
11  “DECISION ALTITUDE IS 360 FT.”
12  “IN CASE OF A GO-AROUND WE CLIMB STRAIGHT AHEAD D4 INBOUND / OUTBOUND DB, THEN TURN
RIGHT HEADING 042 FOLLOWING PUBLISHED TRACK UP TO 4000 FT. ACCELERATION ALTITUDE IS
1000 FT”
13  “NAV 2: BD, CRS 228, STBY BMC

NAV 1: BD, CRS 228, STBY BMC
ADF 1&2: BD
BRG1 ON VOR, BRG2 ON ADF
KEYS: EHSI on RNAV and RMI on ADF”.
14  “LIBRU STAR AND ILS 23 ARE SET IN THE GNSS...”
15  “AFTER LANDING WE VACATE SECOND LEFT.”
16  “NO SPECIFIC THREAT”
17  “ANY QUESTIONS? ARRIVAL BRIEFING COMPLETE.”

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25.5. HOLDING TIME

• Fuel Used versus distance
FU vs. Dist= FF / GS (in Kg/Nm)
• Fuel to destination
Fuel to Dest= actual FU+Distance to go × FU vs. Dist (in Kg)
• Remaining Fuel at Destination

RF= FOB (Fuel On Board) – Fuel to Dest (in Kg)
Remaining Fuel at Destination is also computed by the FMS (FPLN PAGE or PROG PAGE)
• Holding Fuel
HF= RF – (Alternate + Final Reserve Fuel) (in Kg)
• Estimated maxi Holding time

HT= HF/10 (1) (in min)
(1)
 Assuming fuel consumption is 600 kg/h. Exact value must be checked in FCOM.

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26. STABILIZATION POLICY

26.1. INTRODUCTION
Worldwide Flight Safety Community studies show that 50% of public transport accidents:
Occur during approach or landing phase
Are direct or indirect consequence of an unstabilized approach
ATR Training Centre established procedures to ensure each approach letdown to an airport is accomplished
using stabilized approaches, matching industry standard criteria.
26.2.STABILIZATION CRITERIA
Approaches must be stabilized:
• 1000 ft AAL in IMC conditions
• 500 ft AAL in VMC conditions
• 300 ft AAL following circle-to-land
An approach is considered stabilized when all of the following criteria are met:
• Lateral path (Loc, Radial or RNAV path) is tracked
• Landing configuration is established
• Energy management:
– Vertical path (Glide, Altitude versus Distance or RNAV path) is tracked
– Power setting is consistent with appropriate aircraft weight, Head/Tail wind component and
vertical guidance requirements
– S peed and pitch attitude are relevant to actual conditions
• Briefing and checklists are completed
26.3. DEVIATIONS
Only small deviations are allowed if immediately called out and corrected:
• Altitude during initial approach: ± 100 ft
• Lateral guidance on final approach segment: 1 DOT deviation for all approaches
• Vertical path on final approach segment: 1 DOT deviation or +200/-0 ft for LOC approaches
• Altitude deviation at DA or MDA: 0 ft
• Speed 0/+10 kt
Only small adjustments in pitch and/or heading are allowed to stay on track:
• Maximum sink rate is 1000 ft per minute
• Maximum rate of descent adjustments are ±300 ft per minute from target rate
• Bank angles are no more than 15°
• Localizer guidance adjustments are done within heading bug width
• GS guidance adjustments must be within ±2° of pitch change

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All deviations must be called out loud by PM or PF (whoever identifies deviation first) using the following
Call-outs:
“SPEED” “LOC” “GLIDE” “VERTICAL SPEED”
After immediate correction, PF must answer “CORRECTING …”
Flight events Situation PM call outs PF orders

1000 FT AAL IMC STABILIZED “1000 FT, STABILIZED”(1) “WE CONTINUE”
UNSTABILIZED “1000 FT, GO AROUND”(1) “GO-AROUND, SET POWER,

FLAPS ONE NOTCH”
500 FT AAL VMC STABILIZED “500 FT, STABILIZED”(1) “WE CONTINUE”

FLAPS ONE NOTCH”
300 FT AAL CIRCLE-TO- STABILIZED “300 FT, STABILIZED”(1) “WE CONTINUE”

LAND
FLAPS ONE NOTCH”
(1)
This value is read on the altimeter when passing 1000/ 500/ 300 ft AAL.

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27. ATR TRAINING CENTER NAVIGATION POLICY

ATC overall policy is to make maximum use of flight management systems and automatic flight where
compatible with the flight crew project and local regulations. However, in order to maintain basic piloting
skills, manual flying is encouraged if weather and operational circumstances permit: all flight phases may be
flown without AP and with or without FD (raw data).
CONVENTIONAL NAVAID SETTING POLICY

In all cases where conventional NAVAID is required as explained below, select frequency, course and BRG
needles on both PF and PM sides.
DEPARTURE
Required if ILS approach or conventional NAVAID approach is expected at departure airfield or return
alternate airfield. Set V/ILS1 & V/ILS2 frequencies and courses according to expected return approach.
ARRIVAL
Required in case of conventional NAVAID approach, go-around or extraction procedure requiring conventional
NAVAID. Set V/ILS1 & V/ILS2 frequencies and courses according to expected approach or extraction.
GNSS POSITION COMPUTATION PRINCIPLE
SMALLEST EPE
GPS POSITION
GPS/RADIO
GNSS POSITION
RADIO POSITION
NON-PBN AIRSPACE, ROUTES, DEPARTURES, ARRIVALS,

APPROACHES AND GO-AROUNDS
The primary source of GNSS positioning is GPS . The DME-DME positioning mode is automatically selected
in case of GPS failure or if the GPS EPE is greater than the EPE based on radio aids.
The GNSS is recommended for used as a supplementary navigation means for all conventional terminal and
NAVAID non-precision approach operations, except LOC/LDA/SDF approaches. When used for conventional
NAVAID approach guidance, raw data must be displayed. When used for SID/STAR/go-around when co-
ordinates can be guaranteed WGS84, there is no requirement to display conventional NAVAIDS (raw data).
In all cases where GNSS is planned to be used as a supplementary means, it is nevertheless recommended
to perform predicted GPS integrity check, in order to anticipate and prepare possible reversion to conventional
navigation.

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NON-PBN AIRSPACE DEGRADED OPERATIONS

In case of the following messages: UNABLE RNP , DEAD RECKONING , conventional navigation must be
resumed.
In case of GPS failure DEAD RECKONING message is generated, and the GNSS will attempt to revert
automatically to DME-DME positioning.
RNAV5
RNAV 5 operations correspond to European B-RNAV operations. In RNAV 5 airspace, radio navaid coverage
supports the RNP value of 5 nm.
Primary source of positioning is GPS . DME-DME positioning also support the RNP value of 5.0NM.
RNAV5 DEGRADED OPERATIONS

In case of the following messages: UNABLE RNP , DEAD RECKONING , inform ATC of loss of RNAV5
capability.
In case of UNABLE RNP , or GPS failure, the GNSS will attempt to revert automatically to DME-DME
positioning.
BASIC RNP1/RNAV1/RNAV2 AIRSPACE

This is generally applicable to SID, STAR and Terminal flight areas (includes go-around).
RNAV1/2 corresponds to P-RNAV & Terminal RNAV, RNP1 corresponds to Terminal RNP1 – Basic RNP1
Primary source of positioning is GPS.
DME-DME positioning also supports the RNAV 1/2 capacity.
If GNSS is used for RNAV1 phases, predicted GPS integrity must be checked: perform PRAIM.
ENTERING RNP1/RNAV1/RNAV2 AIRSPACE

The GNSS navigation database provides the terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION,
etc.) of the flight plan. The flight crew must check the terminal procedure from the published charts with the
GNSS navigation database on the LEGS page (waypoint sequences, tracks, distances, and altitude or speed
constraints).
The flight crew must not modify the procedure that is provided by the navigation database, unless required
by the ATC (DIR TO, radar vectoring, insertion of waypoints from the navigation database, ALT or SPEED
constraint modification).

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RNP1/RNAV1/RNAV2 DEGRADED OPERATIONS

In case of the following messages: UNABLE RNP , DEAD RECKONING , inform ATC that RNP capacity is
lost, resume conventional navigation and follow ATC instructions (vectoring, radar monitoring or extraction).
RNP APPROACH
RNP APCH operations correspond to RNAV(GNSS) or RNAV(GPS) operations. For these operations, the
GPS is mandatory to support the RNP value of 0.3 nm
If RNP APCH is planned, predicted GPS integrity must be checked before departure: perform DEST RAIM.
DEST RAIM test is automatically performed by GNSS 30 NM around destination and 2 NM before FAF.
BEFORE COMMENCING THE APPROACH

Must be on the approach leg 2NM before FAF for correct RNP monitoring and deviation scaling, otherwise
LNAV cannot be used.
RNP APCH DEGRADED OPERATIONS

Following failure or alert, unless approach may be continued visually, go-around/extraction procedure must
be performed using conventional or dead-reckoning navigation. If any of the following indications occurs,
go-around must be performed:
MCDU: UNABLE RNP , DEAD RECKONING , UNABLE APPROACH
EHSI: DGR
CONVENTIONAL NAVAID NON-PRECISION APPROACH

The GNSS is recommended for used as a supplementary navigation means for all conventional NAVAID non-
precision approach operations, except LOC/LDA/SDF approaches. Use NAV (LNAV) mode and VS mode. It
is recommended to use VDEV information, but permanently cross-checked using conventional means.
It is necessary to monitor as follows:
Crosscheck distances versus altitudes as published on the charts
Monitor the lateral and vertical guidance using raw data
Monitor XTK error on EHSI to check the lateral guidance
MAP mode use is not permitted on PF side.

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CONVENTIONAL NAVAID DEGRADED OPERATIONS

In case of the following messages: UNABLE RNP , DEAD RECKONING , resume conventional navigation.
For VOR and NDB approaches in LNAV, if the lateral guidance is not satisfactory:
Continue the approach with reference to appropriate raw data by reverting to Heading or VOR mode.
In case of loss of conventional NAVAID information required for the approach (signal loss or interference,
receiver or indicator failure), approach must be discontinued.
LOC/LDA/SDF APPROACH
GNSS guidance may not be used for this type of approach, use conventional NAVAID information associated
with NAV (LOC) mode and VS mode.
VISUAL APPROACH/CIRCLING APPROACH

The foregoing procedures apply for the instrument part of any planned visual maneuvering. Once visual
conditions are established, there is no requirement to monitor or communicate regarding navigation capacity.
However, in case of go-around during circling approach, the associated instrument missed approach must
be flown, and the above procedures again become applicable.
The flight crew must conduct the flight within the circling area, while maintaining required visual references
at all times.
ABNORMAL NAVIGATION SUMMARY TABLE

AIRSPACE GPS D-D * DEAD RECKONING UNABLE RNP RAIM FAIL * UNABLE APPROACH
NON-PBN
OK RESUME CONVENTIONAL NAVIGATION
APPROACH
RNP APCH AFTER

OK GO AROUND
FAF
RNP1 OK INFORM ATC, REVERT TO RNAV OR CONVENTIONAL AIRSPACE
NON-PBN
OK OK RESUME CONVENTIONAL NAVIGATION
AIRSPACE
DESELECT
RNAV5 OK OK INFORM ATC GPS
RNAV1/2 OK OK INFORM ATC
*DME-DME positioning and RAIM FAIL are not directly indicated and must be derived from alerting or
advisory messages on scractchpad.

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28. EHSI AND MCDU POLICY

It’s airline responsibility to determine it’s own policy on what should be displayed on EHSI and on MCDU
according to flight phases.
For training purpose ATR training center recommends the following policy:
EHSI POLICY PM EHSI1 PF EHSI2
Cockpit preparation until TAXI FULL or ARC mode FULL or ARC mode
T/O phase MAP mode FULL or ARC mode

background : Terrain background: Terrain mode
unless weather is relevant
Approach phase FULL or ARC mode FULL or ARC mode
All others flight phases MAP mode MAP mode
MCDU RECOMMENDATIONS PM MCDU PF MCDU
T/O phase LEG page LEG page
Approach phase VNAV page to monitor vertical path VNAV page to monitor vertical path
All others flight phases LEG or PROG 1/2 page or VNAV 2/2 LEG or PROG 1/2 page or VNAV 2/2
during descent as required during descent as required
EFIS Control Panel RMI 1 EFCP 1 EFCP 2 RMI 2

and RMI SETTINGS
Dep. Pilot’s discretion VOR1/RNV2 RNV1/VOR2 Pilot’s discretion
ILS
LOC Pilot’s discretion VOR1/RNV2 RNV1/VOR2 Pilot’s discretion
LDA
VOR VOR VOR1/RNV2 RNV1/VOR2 VOR
ADF ADF ADF1/RNV2 RNV1/ADF2 ADF
Pilot’s/RNV2 RNV1/Pilot’s
LNAV Pilot’s discretion Pilot’s discretion
disc. disc.

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29. NAVIGATION SOURCE POLICY

Each pilot selects his Navigation Source (RNAV or V/ILS) on EFCP.
It’s airline responsibility to determine it’s own policy concerning the navigation source to be use according to
the flight phase and/or the type of approach.
For training purpose ATR training center recommends the following policy except in case of failure, both
pilots are on the same source, V/ILS1 or RNAV 1 for CM1 and V/ILS2 or RNAV 2 for CM2:
PM Navigation PF Navigation
source source
TO(1)/climb/cruise/descent phase RNAV RNAV
ILS and LOC approach V/ILS V/ILS
Non Precision Approach (except LOC approaches) RNAV RNAV
RNP approaches RNAV RNAV
GO around(2) RNAV RNAV
(1) For departure without SID or with specific clearance (e.g. radar vectoring): the use of V/ILS source associated with HDG
SEL mode can be more suitable.
(2) If the published go around procedure is not suitable or in case of different ATC clearance, use V/ILS source associated with
HDG SEL mode.
If RNAV is expected to be use during the go around phase following an ILS approach, the flight plan must have been
synchronized during the approach phase (Direct To FAF with inbound course).

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30. RADIO-COMMUNICATION
PM is responsible for radio-communication.
Radio-communication may be transferred to PF (if available), on PM request:

Example: CM2 is PF.
PM PF
X REQUEST
“MONITOR VHF 1
WITH TOULOUSE CONTROL” X ANNOUNCE
“RADIO IS RIGHT SIDE”
Resuming normal task sharing
X ANNOUNCE
“COMING BACK, I HAVE VHF 1”
X ANNOUNCE
“WE ARE NOW WITH PARIS CONTROL
INBOUND TO XXX, RADIO IS LEFT SIDE”
Listen before transmitting, write down the newly assigned frequency.
VHF RECEIVERS STANDARD SETTING
ACTIVE STBY
VHF1 ATC FREQUENCY NEXT ATC FREQUENCY
VHF2 ATIS / 121.5 MHZ (CRUISE) OPS FREQUENCY
AUDIO CONTROL PANEL POLICY
Headset not used Headset used
VHF 1 key depressed, volume adjusted.

VHF 2 volume adjusted on request.
LOUDSPEAKER knob: 3 o’clock. LOUDSPEAKER knob: minimum.
INT / RAD switch in neutral position. INT / RAD switch in INT position.
Handmike used to transmit. Boomset used: to transmit, press PTT on control

wheel or select INT / RAD switch on RAD position.
If INT key set, adjust INT volume: INT key must remain in up position.
interphone function enabled (flight attendant
or mechanic).

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31. APM MANAGEMENT

The APM is an onboard system for detecting ice effects on aircraft, developed to enhance the aircraft safety and
protection. It acquires the aircraft performance parameters in real time and compares them to the expected
values. The monitored performance parameters are the IAS and the drag. Any abnormal increase on one of those
parameters leads to an alarm to alert the flight crew. There are three different levels of alarms, depending on the
severity of the discrepancy found.
31.1. APM COCKPIT INTERFACE

The interface is composed of :
• a twelve position rotary selector
• 3 indicators placed in front of the captain and co-pilot to display the performance degradation
information
• a FAULT/OFF pushbutton to inform the crew of a problem with APM or to select the APM OFF
• a Push To Test button to test the APM indicators
31.2. NORMAL PROCEDURES
31.2.1. TAKE-OFF WEIGHT SELECTION
To determine the aircraft theoretical and “in flight” performance, the aircraft weight must be known.
The crew must enter the take-off weight value in the system with a twelve-position rotary selector.

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To take into account the new take-off weight value:

• the rotary selector must be moved (even if actual weight is the same as the previous flight) to the
minimum TO weight and then back to the nearest TO weight
• the selection must be done before the IAS reaches 30 kt
• the selection must be done with both engines running. Indeed, some micro cuts can occur on the DC
EMER BUS during the start phase.
IMPORTANT: If the selected weight is higher than the real one, spurious alerts may be triggered at speeds higher than
necessary. Inversely, if a lower weight is selected, alerts may be hidden, and more specifically, cases of severe icing may be
not detected.
NOTE: Any change of the rotary selector in flight will have no effect
If the crew does not select the take-off weight before take-off with the rotactor, the APM will perform its own
take-off weight computation. Computation is performed during the first minutes of the flight and before the
APM begins the drag analysis.
APM calculation is less accurate than the flight crew manual selection: analyses of several hundreds of
revenue flight have shown that the APM maximum deviation is around ±1500kg for take-off weight
computation.
31.2.2. APM TESTING
APM testing is activated by the crew daily, to check all APM components work properly.

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32. EXTERIOR LIGHTS MANAGEMENT

NAV Always.
WINGS Engine 2 running in hotel mode / ice checking.
BEACON Propeller rotating / Aircraft moving.
TAXI & T.O. Airplane taxiing: on / LDG lever down: on
LAND Line up to FL 100.
FL 100 to runway vacated.
STROBES Lining up and flight up to runway vacated.
LOGO Company advertisement (by night).

NORMAL PROCEDURES
STANDARD OPERATING JULY 21
PROCEDURES
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33. FLIGHT PREPARATION

Crew members shall check or perform the following items, before accessing to the aircraft:
• Aircraft condition
• NOTAMs
• Weather briefing
• Specific threats
• Flight planning, including fuel planning
• Flight attendant briefing

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34. NORMAL FLIGHT PREP. AND SHORT TRANSIT

It is the Captain’s responsibility to determine whether to perform Normal Flight Preparation or short transit
regarding the criteria described hereafter:
Flight crew
YES change NO
NORMAL
Communication between Crew has left the
leaving crew and new crew
NO FLIGHT YES aircraft
PREPARATION
YES SHORT TRANSIT NO

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PROCEDURES
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GPU ON
35. INITIAL COCKPIT PREPARATION – STEP 1

CM2
X DO
FOR DETAILS and all TESTS, REFER EMER EQUIPMENTS......................................... CHECK
TO FCOM:PRO NOP NOR GEAR PINS & COVERS................................ ON BOARD
DOCUMENTATION....................................... ON BOARD
ALL CIRCUITS BREAKERS................................. CHECK
BRAKE HANDLE............................................ PARKING
PL 1 & 2...................................................... CHECK GI
MFC AUTOTEST CHECK
GUST LOCK.................................................CHECK ON
MFC1A/2A fault lights check flashing then extinguished.
CL 1 & 2.......................................... CHECK FUEL S.O.
MFC1B/2B fault lights check flashing then extinguished.
FLAPS LEVER & INDICATOR........CHECK CONSISTENCY
NOTE: If cargo door control panel is opened, the LANDING GEAR LEVER.......................... CHECK DOWN
MFC1A/2Aauto test is automatically done, in this case, EEC 1 & 2.....................................CHECK PRESSED IN
check that MFC1A/2A fault lights are extinguished. WIPERS................................................................ OFF
STBY HORIZON.....................................PULL TO CAGE
BATTERY................................................................ ON
MFC.............................................MONITOR AUTOTEST
EMER BUS & ESS BUS................. CHECK ARROWS ON
UNDV LIGHT...............................................CHECK OFF
STBY HORIZON.............................................RELEASE
NAV LIGHTS........................................................... ON
EXT PWR...................................... CHECK AVAIL LIGHT
EXT PWR......................................................... PRESS
36. EXTERNAL INSPECTION PREPARATION

CM2
X DO
OVERHEAD PANEL............................................. SCAN
Check no white lights on except probes HTG & fuel
pumps
HYD AUX PUMP............................................... PRESS
HYD X FEED........................................... ON THEN OFF
Monitor blue and green press on hyd indicator, close
HYD X FEED when both are fully pressured.
BEACON, LOGO, WINGS LIGHTS............................. ON
EMER EXIT LT SW.................................................ARM

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37. EXTERNAL INSPECTION

During this inspection, the CM1 must perform and check the following:
• Cabin inspection (safety devices, emergency exits, holds, smoke detectors, doors).
• Overall condition of the aircraft.
• Visible components.
• Flight equipment.
• Aircraft clear of frost, ice, and snow.
• Memorization of surfaces position to compare with command levers position.
• Hydraulic, oil or fuel leaks (check for puddles on the ground).
• Tires condition, brakes and shock absorbers.
• Access doors closed and latched.
Upon completion of inspection, CM1 returns to the cockpit.
10
9
8
12
11
7
13
5 1
14
4

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
1 – Main left landing gear and fairing
Parking brake
accumulator 5 maintenance doors:
pressure: check above closed
1600 PSI
Gear doors: check,

fixed, no impact
Landing gear structure:

check, no crack, no oil
Hydraulic lines: check,

no leak
Wheels and tires:
condition, no crack,
inflation
Brake wear detectors: Brake temperature

check indicator out of sensors: check
bolt plugging in
Wheel well: condition,

no leak
Uplock box: open
Safety pin: removed
Free fall assister: check

the red marker of the
pressure indicator is
not visible

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Beacon: condition, glass

not broken and flashing
if selected ON
Landing light: condition, Pack ram air inlet:

glass not broken check unobstructed
Magnetic fuel level: in TAT probe: check
2 – Left wing trailing edge
Flaps rail seal: check

unobstructed and not
damaged
Exhaust nozzle:
unobstructed
Flaps position:
check the position in Flaps: condition, fixed,
accordance with the no impact
flaps lever

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
5 static dischargers:
Aileron and tab: check,
check they are
fixed, no impact
in place, not broken
3 – Left wing leading edge
NAV and strobe

lights: condition, glass
not broken and NAV
illuminated if ON Horn: condition
Magnetic fuel level in,

wing de-icing boots: Fuel vent NACA inlet:
no tear, no blister, clear, unobstructed
no peeling
Wing de-icing boots:

Ice detector: check, in
no tear, no blister,
place
no peeling, varnish
4 - Left engine
Left cowlings: 4 latches

closed and latched
Engine de-icing boots: Engine air intake: clear,

no tear, no oil unobstructed

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Oil cooling flaps: clear,

unobstructed
Propeller: feathered, Spinner: secure, spinner

condition, free rotation, indicator aligned with
no impact, no oil, de- propeller indicator, no
icer condition impact
Inner wing leading edge

and fairing: condition
5 – Left forward fuselage

Emergency exit: check
closed
Wing light: condition,

glass not broken
Emergency light:
condition, glass not
broken
Avionics vent overboard

valve: open
Antennas: check in Cargo door: closed,

place, no impact latched

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Cargo door operating

panel: closed
Bottle overboard
discharge indicator:
green in normal status
Cockpit communication Angle of attack probe:

hatch: closed / open condition
Icing evidence probe:

condition
Pitot probes and
covers: check, removed
Static ports: clear
6 – Nose
Static dischargers:
check
Wipers: condition, in
place, position
Radome and latches:
check, fixed, no impact
Nose wheel steering:

Nose gear doors: 2
condition
closed, fixed, no impact
Nose gear wheels and

Nose gear structure:
tires: condition, no
check, no crack
crack, inflation

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Taxi & T.O. lights:

Safety pin: removed
broken
Hydraulic lines:
condition, no leak
no leak
7 – Right forward fuselage
Angle of attack probe:

condition
Pitot probe and cover:
check, removed
Static ports: clear
Ext DC and AC
electrical power access
doors: check
Emergency exit: check

closed
Emergency light: check,
glass not broken
Wing light: condition,
glass not broken
8 – Right engine
Same checks as left engine
9 – Right wing leading edge
Refuelling point access Wing de-icing boots: no

door: closed tear, no blister,
  42-500 no peeling, varnish

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Fuel vent NACA inlet:

Magnetic fuel level: in
clear, unobstructed
NAV and strobe lights:

Horn: condition
broken, and NAV
illuminated if ON
10 – Right wing trailing edge
Same checks as left wing trailing edge.
11 – Main right landing gear and fairing
Refuelling control Pack ram air inlet: check

panel access door unobstructed
Air conditionning ground

Landing light: condition, connection: check
glass not broken
TAT probe: check

Magnetic fuel level: in
Refuelling point access

door: closed
72-500

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Gear doors: check,

fixed, no impact
Wheel and tires:
condition, no creek,
inflation
Hydraulic lines: check,
no leak

Uplock box: open
no leak
Free fall assister: check

the red marker of Safety pin: removed
the pressure indicator
is not visible
Brake wear detector:

Brake temperature
check indicator out of
sensor: check plugging in
bolt
12 – Right aft fuselage
VHF antennas: check in

place
Service door: closed/ Emergency exit light:

secured open, no condition, glass not
impact broken

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
2 outflow valves: Tail skid: check

unobstructed
Tail prop: check
72-500
13 – Tail
Flight controls access

door: closed
Horns: condition
Stabilizers, elevators
8 static dischargers:
and trim tabs: check,
check, in place, no
no impact
break, no burn
Logo lights: condition,
glass not broken
Stabilizer de-icing
5 static dischargers,
boots: condition,
fin, rudder, tab: check,
no tear, no blister,
no impact
no peeling, varnish
VOR antennas: check in

2 static dischargers,
place, no impact
NAV and strobe lights:
Vortex generators:
broken
check no impact
14 – Left aft fuselage
Toilet service door:

closed
Cabin door: check Water service door:

closed
Entry emergency light:
broken

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
38. COCKPIT PREPARATION – STEP 2
1 2 3 4
Scan on Overhead Panel
12 Scan on Glareshield
16 20
Scan left instrument Panel Scan right instrument Panel
6 7 8 9 10 11
15 19
Scan on Central Panel
14 18
Scan left switching Panel Scan right switching Panel
Scan on Pedestal
13 17
Scan left lateral Panel Scan right lateral Panel

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
38.1 NORMAL FLIGHT PREPARATION

The main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for the
flight.
CM2
X DO
FOR ALL TESTS, REFER TO FCOM: SCAN ON OVERHEAD PANEL
PRO NOP NOR DOME LIGHT.................................. CHECK / AS RQRD
STANDBY COMPASS LIGHT..................... CHECK / OFF
STORM LIGHT........................................ CHECK / OFF
CALLS ATTND................................................. CHECK
SELCAL LIGHT (if installed).............CHECK TURNED OFF
MIN CAB LIGHT................................................... OFF
FUEL PUMPS & X-FEED......................................TEST
DOORS..............................................................TEST
SPLR LIGHT................................CHECK TURNED OFF
TLU SW............................................AUTO/GUARDED
FLT CTL FAULT LIGHT..................CHECK TURNED OFF
LDG GEAR OVERHEAD PANEL LIGHT............... CHECK
MFC.................................................CHECK NO LIGHT
ENG 1 FIRE........................................................TEST
EXTERIOR LIGHTS....................................... AS RQRD
NAV lights must be ON any time the aircraft is electrically
powered.
PROP BRK.................................................. ENGAGED
PROP BRK ON
Check prop brk local cyan light + memo panel light
Check the PROP BRK blue light is illuminated.
ENG START SELECTOR...........................OFF & START
If not, depress HYD AUX PUMP PB on the pedestal.
ABORT
When the READY green light illuminates, select PROP
MAIN ELEC PWR................................................. CHECK
BRK ON.
CVR ..................................................................TEST
Check the UNLK red light is extinguished.
SIGNS PANEL........................................................ON
Check also the memo panel.
EMER EXIT LT TOGGLE SW................................. ARM
DISARM LIGHT............................CHECK TURNED OFF
DE- /ANTI-ICING...........................CHECK TURNED OFF
Except AFR AIR BLEED amber light illuminated.
PROBES HEATING.................................... CHECK OFF
To avoid any injury to ground staff.
WINDSHIELD HEATING.............................. CHECK ON
AC WILD ELEC PWR........................................ CHECK
HYD PWR....................................................... CHECK
EMER LOC XMTR.............................CHECK GUARDED
AUTO / NO LIGHT
ANNUNCIATOR LIGHT...................................... AS RQRD
AIR BLEED/ COMPT TEMP..................................... CHECK
RECIRC FAN 1+2...................................................ON
OVBD VALVE.....................................AUTO/GUARDED
OXYGEN PANEL.............................................. CHECK
Check oxygen pressure, main supply ON and pax supply no
light.
COMPT SMK PANEL...........................................TEST
ENG 2 FIRE........................................................TEST

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
CM2
X DO
SCAN ON PEDESTAL
ATPCS STATIC TEST.................................... PERFORM
TCAS.................................................... TEST & AUTO
MIP/PED/OVHD/FLOOD LT............................ AS RQRD
ACARS (if installed)............................................ CHECK
FDEP (if installed)..................................... SET & CHECK
IDLE GATE CHECK PULLED HF (if installed) .................................................. CHECK
No IDLE GATE FAIL amber light, and amber band on TRIMS................................................................TEST
the lever visible. VHF.......................................................... ON & TEST
ADF.....................................................ADF POSITION
PARKING BRAKE ON XPDR System 1 on odd days and system
Check ACCU BRAKE pressure & use HYD AUX PUMP 2 on even days......................................................TEST
PB if required. IDLE GATE....................................................... CHECK
Warning: Do not pressurize system without clearance EMER AUDIO CANCEL.....................CHECK GUARDED
from ground crew. GUST LOCK LEVER................................................ON
FLAPS................................................................... 0°
AIL LOCK Light............................CHECK TURNED OFF
RADAR..............................................................TEST
CDLS (if installed)..................................................TEST
EFCP EFIS/RA.......................................... TEST & SET
GPS/GNSS............................................. ON & CHECK
CM2
X DO
SCAN ON CENTRAL PANEL
FUEL QUANTIT Y................................................ TEST
CREW ALERTING PANEL................................. CLEAR
CDLS (if installed)................................................. TEST
EFCP EFIS/RA......................................... TEST & SET
GPS/GNSS.............................................ON & CHECK
PEC 1 & 2............................. PRESSED IN / NO LIGHT
PWR MGT.............................................................TO
STBY INSTRUMENTS........................CHECK NO FLAG
ENG PARAMETERS INDICATORS..................... CHECK
EEC 1 & 2..............................PRESSED IN/ NO LIGHT
ATPCS.................................. PRESSED IN / NO LIGHT
AFCS............................................................. CHECK
ADU BRT.............................................................SET
NAV 1 & 2..................................................... ON/SET
CAB PRESS PANEL CHECK FD BARS.....................................................BOTH ON
No light & rotary selector in green zone. MEMO PANEL................................................ CHECK
DITCH (if installed)......................... GUARDED NO LIGHT
CAB PRESS MODE SEL.......................... PRESSED IN
CAB PRESS RATE KNOB.................................. NORM
Index facing the green mark, red mark hidden.
AUTO PRESS panel ................................. TEST & SET
DESCENT RATE............................................... NORM
AUTO PRESS DUMP................... GUARDED/NO LIGHT
TRIMS INDICATOR....................................... NO FLAG
STICK PUSHER/SHAKER......PRESSED IN & GUARDED
RUD TLU LO SPD Light..............................CHECK ON
BRK TEMP HOT Light.................. CHECK TURNED OFF
FLAPS INDICATOR....................................... NO FLAG
FLAPS ASYM Light..................... CHECK TURNED OFF
PITCH TRIM ASYM Light............. CHECK TURNED OFF
CAB PRESS INDICATORS................ CHECK / NO FLAG
ANTISKID............................... PRESSED IN/NO FAULT
LDG GEAR lever..............................................DOWN
Three green lights ON and all red lights OFF
HYD SYST...................................................... CHECK

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
CM1
X DO
SCAN ON LEFT LATERAL PANEL
COCKPIT COM HATCH.................... OPEN
Cockpit com hatch must be opened until engine 1
start, in order to avoid that the extract fan suction
creates a depressurisation when passenger doors
is closed. (Ref. procedure and techniques
2.02.03).
AFCS.................................... NORM FLIGHT
ELEC.......................................... GUARDED
STICK PUSHER/SHAKER......................TEST
On BAT only this test is done before ENG 2
start in hotel mode
WARN selector..................... NORM FLIGHT
ELEC IND..................................... AS RQRD
N/W STEERING sw............. ON & GUARDED
N/W STEERING HANDLE...................CHECK
OXYGEN MASK...................................TEST
SCAN ON LEFT SWITCHING PANEL

MKR...................................................... LO
CONSOLE & READING LT.............. AS RQRD
AUDIO 1 SEL................................NO LIGHT
AHRS 1........................................NO LIGHT
CAPT SWICHING...........................NO LIGHT
GPWS sw...................... NORM & GUARDED
GPWS..........................................NO LIGHT
TERR pb................... NO LIGHT & GUARDED
CAPT LOUD SPEAKER.................. AS RQRD
SCAN ON LEFT INSTRUMENT PANEL

CLOCK TIME.....................................CHECK
IAS..................................................CHECK
RMI / EHSI......................X CHECK HEADING
EADI................................ CHECK ATTITUDE
EGPWS...............................................TEST
GPWS G/S pb...............................NO LIGHT
ALTIMETER.................................. NO FLAG
VSI..................................................CHECK
DSP SEL...................................... AS RQRD
ADC-SW...................................... AS RQRD
TAT/SAT............................................CHECK

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
CM2
X DO
SCAN ON RIGHT LATERAL PANEL
MAINTENANCE PANEL................................... CHECK
EXTRACT AIR FLOW.................................. GUARDED
VIDEO SYSTEM (if installed)............................... CHECK
OXYGEN MASK................................................. TEST
SCAN ON RIGHT SWITCHING PANEL

CONSOLE & READING LT................................AS RQRD
AUDIO 2 SEL.................................................. NO LIGHT
AHRS 2...................................................... NO LIGHT
F/O SWICHING................................................ NO LIGHT
F/O LOUD SPEAKER........................................AS RQRD
SCAN ON RIGHT INSTRUMENT PANEL

APM................................................................. TEST
ALTIMETER................................................. NO FLAG
VSI................................................................ CHECK
RMI / EHSI.................................... X CHECK HEADING
EADI...............................................CHECK ATTITUDE
IAS................................................................ CHECK
DSP SEL.....................................................AS RQRD
CLOCK........................................................... CHECK
38.2 EXTERNAL INSPECTION CLOSURE

CM2
X DO
BEACON & WINGS LIGHTS...................OFF
LOGO LIGHTS..............................AS RQRD
ANN LT............................................. TEST
38.3 SHORT TRANSIT

During short transit, instead of cockpit preparation, perform these actions.
CM1 CM2
X DO X DO
COCKPIT COM HATCH............OPEN ENG FIRE 1....................................... TEST
Kept open until ENG1 start to avoid pressurization CVR.................................................. TEST
bumps. ENG FIRE 2....................................... TEST
EXTERNAL INSPECTION.. PERFORM ATPCS STATIC TEST....................PERFORM
TRIMS............................................... TEST
NOTE: If in hotel mode, the ATPCS test can be performed with PL in GI.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
39. FINAL COCKPIT PREPARATION - STEP 3

Flight events CM1 CM2
PRELIMINARY X CALL
COCKPIT “FINAL COCKPIT PREPARATION PROCEDURE”
PREPARATION
COMPLETE
PARKING BRAKE..........................ENGAGED ATIS INFORMATION...........................OBTAIN

BRAKE ACCU INDICATOR.................. CHECK TAKEOFF DATA CARD.............. FILL 1ST PART
Data card 1st part : Weather, Weight limit based on
performance computation, Acceleration Altitude,
Single engine flight path.
FUEL QT Y.....................................CONFIRM
Confirm fuel on board matches with minimum fuel
required
ENGINE FUEL USED.......................... RESET
Engine fuel used will be automatically reset if
aircraft has been de-energized
TANKS BALANCED........................... CHECK
ALTIMETERS............................ SET&CHECK ALTIMETER.............................. SET&CHECK
Captain & STBY Altimeter LDG ELEVATION.................................... SET
MEMO PANEL.................................... SCAN Set destination landing elevation
Check no lights except NO DEVICE and SEAT PWR MGT............................................... TO
BELT SIGN
PROP BRAKE......................................... ON
Check on overhead panel and Prop Brake on
Memo panel
SEAT AND RUDDER SEAT AND RUDDER

PEDALS.................... ADJUST AND LOCKED PEDALS.....................ADJUST AND LOCKED
Should be performed when rudder is in neutral Should be performed when rudder is in neutral
position position

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
GNSS................................................. SET
<IDENT...........................................CHECK
Check model of aircraft, type of engines and
active NAV DATA and EXP DATE.
<POS REF.......................................CHECK
Check GNSS/GPS position
>ROUTE................................ SET / CHECK
Insert new ROUTE 1 or call stored route, inset FLT
ID, insert DEP Runway and ACTIVATE FPLN. Set
RTE 2 as necessary
>DEP & ARR....................................... SET
Insert DEP and ARR
>LEG.................................................. SET
Complete FPLN and cancel discontinuity
FPLN...........................................X CHECK FPLN..............................................CHECK
Check FPLN with MCDU. Carefully check
Waypoints sequencing, ALT and Speed
constraints No waypoint insertion (Database
waypoint or custom waypoint) is allowed in SID,
STAR and Approach legs
<VNAV 1/2 - PERF INIT........................ SET
Set FOB, Reserve and provisional ZFW.
Set Cruise Altitude
PROG..............................................CHECK
Check flight plan total distance and estimated fuel
remaining at destination
PRAIM............................................CHECK
Check En route RAIM and Destination RAIM
SATELLITE DESELECTION.................... SET
According to GPS NOTAM study, deselect
relevant out of service Satellite to improve FMS
location
MSG ON MCDU...............................CHECK
Check no Amber message on MCDU
ALT SEL.............................................. SET
Set in accordance with ATC clearance
NAVAIDS............................................. SET
NAV 1&2, CRS 1&2, BRG 1&2, RMI 1&2.........SET
BRG1&2 - RMI 1&2...................... AS RQRD BRG1&2 - RMI 1&2...................... AS RQRD
REFER TO FCTM NAVIGATION POLICY
COMS................................................. SET
CREW READY TAKE-OFF DATA CARD.........READ 1ST PART

FOR DATA CARD REFER TO FCTM BRIEFING GUIDE
1ST PART DURING BRIEFING CALL: “QNH XXXX SET” DURING BRIEFING CALL: “QNH XXXX SET”
READING ALL INSERTIONS......................... X-CHECK DEPARTURE BRIEFING................ PERFORM
REFER TO FCTM BRIEFING GUIDE
X CALL
“FINAL COCKPIT PREPARATION PROCEDURE
COMPLETE”
FINAL COCKPIT X REPLY AND REQUIRE

PREPARATION “FINAL COCKPIT PREPARATION CHECKLIST" X CALL AND READ
PROCEDURE “FINAL COCKPIT PREPARATION CHECKLIST”
COMPLETE REFER TO FCTM CHECKLIST READING PHILOSOPHY
X ANNOUNCE
“FINAL COCKPIT PREPARATION PROCEDURE
COMPLETE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
40. HOTEL MODE START UP

IMPORTANT: NAC OVHT and ENG FIRE can be triggered in Hotel mode, with a tail wind greater than 10kts.
READY TO X CALL
START ENGINE “GROUND FROM COCKPIT READY TO START
2 IN HOTEL ENG 2 IN HOTEL MODE, CONFIRM SERVICE
MODE DOOR CLOSED AND AREA CLEAR”
SERVICE DOOR............................ CLOSED

FUEL PUMP 2...................................... ON
Check RUN light on and FEED LO PRESS light off
WING LIGHTS....................................... ON
PROP BRAKE SWITCH.......................... ON
If PROP BRAKE sw is OFF, press HYD AUX PUMP
pb on pedestal in order to get the READY green
light, then set PROP BRAKE sw ON
RIGHT SIDE AREA…CHECK CLEAR
AFTER OUTSIDE X CALL

VISUAL CHECK “RIGHT SIDE CLEAR, READY TO START
ENGINE 2?”
X CALL
“I AM READY”
ENG START SELECTOR................ AS RQRD

TIMING............................................ START START 2 P/B....................................PRESS
To monitor starter limitation START pb ON light comes on
ENGINE PARAMETERS.................MONITOR
X CALL
“STARTER ON”
NH..............................................MONITOR
NH=10% CL2................................................. FTHR

For engine start in X CALL
hot environment, “FUEL OPEN”
refer to FCOM
ITT TIMING............................................ START

INCREASING LIGHT UP.................MONITOR WITHIN 10S
X CALL
“IGNITION”
NH=45% X CALL
“45%”
START 2 P/B........................................ OFF NH, ITT, OIL PRESS......................MONITOR

X CALL
“STARTER OFF”
START pb ON light
OIL PRESSURE X CALL

INCREASING “OIL PRESS”
MAXIMUM START TIME................... WITHIN ITT MAX.................................. ANNOUNCE

LIMITATIONS
MAXIMUM START ITT....................... WITHIN X CALL
LIMITATIONS “ITT XXX°C”
TIMING..............................................STOP
X CALL
“START TIME XXX”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
PARAMETERS X CALL
STABILIZED “PARAMETERS STABILIZED”
DC GEN 2 VOLTAGE.........................CHECK ENG START SELECTOR.. OFF/START ABORT

EXTERNAL POWER.......................REQUEST BAT charge can be checked on overhead panel
DISCONNECTION EXT PWR............................................ OFF
DC GEN 2 FAULT LIGHT....................... OFF
DC BTC........................................ CLOSED
BLEED 2 FAULT LIGHT..............CHECK OFF
X VALVE OPEN LIGHT................ CHECK ON
PACK 1+2 FAULT LIGHT............CHECK OFF
X CALL PL2........................ADJUST AS REQUIRED
“GROUND FROM COCKPIT YOU CAN
DISCONNECT GPU”
HOTEL MODE FLOW

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
AFTER HOTEL MODE START FLOW

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
41. BEFORE PROPELLER ROTATION

LOAD AND LOAD&TRIM SHEET.........................CHECK

TRIM SHEET
ON BOARD ZFW....................................... ANNOUNCE
X CALL
“ZFW XXXXX” ZFW.............................................. INSERT
X CALL
“GW XXXXX”
X CALL
“CHECK”
CG.......................................... ANNOUNCE
X CALL
“CG XX%”
CG................................................. INSERT
X CALL
“PITCH TRIM XX SET”
GW/FOB/CG/PITCH TRIM..................CHECK PITCH TRIM......................................... SET
Check on PERF INIT (VNAV 1/2 page)
TAKE OFF DATA T/O DATA CARD 2ND PART...................FILL

CARD 2ND TOW, and Speed setting
PART READING ALL TRIMS......................................CHECK
Pitch trim based on computed value, rudder and
roll trim at neutral position
SPEED BUG..........................SET & CHECK SPEED BUG..........................SET & CHECK
QRH takeoff speeds take into account only
aircraft weight on non-limiting runway in
normal and icing condition. It is the
responsibility of the Captain to use the
appropriate takeoff speeds based on
limitation due to runway condition, obstacle,
climb gradients.
TQ BUG.................................SET & CHECK
Set TQ bug (T.O white bug and RTO amber
bug) with QRH OPS DATA, based on ZP
and SAT (SAT not measured through aircraft
system).
WHEN CDLS................................................... ON
PASSENGERS HARNESS.................... FASTEN & ADJUST HARNESS.................... FASTEN & ADJUST
BOARDING SEAT.......................ADJUSTED & LOCKED SEAT.......................ADJUSTED & LOCKED
STARTS Ensure the seat is securely locked by applying on Ensure the seat is securely locked by applying on
the seat a pressure in the longitudinal direction. the seat a pressure in the longitudinal direction.
Use red/white balls references for seat adjustment. Use red/white balls references for seat adjustment.
PASSENGERS SEAT BELTS......................................... ON

ON BOARD & CABIN CREW REPORT................RECEIVED
CARGO LOADED Confirm pax number, load, and repartition
tocrosscheck loadsheet informations.
X CALL
“CABIN CREW CONFIRM CABIN
SECURE, TAIL PROP ON BOARD” START-UP CLEARANCE...................OBTAIN
TAIL PROP ON BOARD.................CONFIRM

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
X CALL
“BEFORE PROPELLER ROTATION
PROCEDURE”
DOORS........................................ CLOSED
Doors lock checked on upper panel
BEACON.............................................. ON
X CALL
PROCEDURE COMPLETE”
 IF PUSHBACK See FCTM Pushback Operations
X REQUIRE
CHECKLIST” X CALL AND READ
“BEFORE PROPELLER ROTATION CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X ANNOUNCE
“BEFORE PROPELLER ROTATION CHECKLIST
COMPLETE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
42. BEFORE TAXI

READY TO X CALL
RELEASE PROP “BEFORE TAXI PROCEDURE”
BRAKE
X CALL
“GROUND FROM COCKPIT PARKING BRAKE
IS ON, READY TO RELEASE
PROPELLER BRAKE, CONFIRM CHOCKS ON,
AREA CLEAR”
X CALL
“RIGHT SIDE CLEAR?”
RIGHT SIDE AREA................ CHECK CLEAR

X CALL
“RIGHT SIDE CLEAR”
HYD AUX PUMP P/B........................PRESS XPDR................................... AS REQUIRED
PROP BRAKE READY LIGHT.................. ON STBY or ON according to local requirements
PROP BRAKE...................................... OFF
X CALL
“PROP BRAKE OFF”
PROP BRAKE BLUE LIGHT.........CHECK OFF X CALL
Check on overhead panel UNLOCK flashes “ROTATION”
and turns off.
Check PROP BRAKE turns off on memo panel
NP STABILIZED X CALL
AROUND 15% “NP STABILIZED”
CL2..................................................AUTO
PEC SGL CH....................................CHECK
X CALL
“CL2 AUTO”
X CALL
“SINGLE CHANNEL”
Comes on for a few seconds then off
LO PITCH....................................DISPLAYED
X CALL
“LOW PITCH”
NP STABILIZED ACW GEN 2 FAULT...................CHECK OFF

AROUND 71% ACW BTC..................................... CLOSED
HYD PRESS....................................CHECK
PROBES HEATING................................ ON
ANTI-ICING........................... AS REQUIRED
Icing performance figures and speeds must be
used and anti-icing switched on for take-off if
icing conditions are expected before 1500’agl
or 10mins whichever occurs first.
ANTISKID.......................................... TEST
ICE DETECTOR.................................. TEST
FLAPS LEVER...................................... 15°
FLAPS..................... MONITOR EXTENSION

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
READY TO START GROUND CREW..............................ADVISE

ENGINE 1 X CALL
“GROUND FROM COCKPIT, PARKING BRAKE IS
ON, READY TO START ENGINE 1”
AFTER OUTSIDE ENG 1 START PROCEDURE IS THE SAME AS ENG 2

VISUAL CHECK REFER TO HOTEL MODE START UP PAGE 105
PARAMETERS X CALL
ENG START SELECTOR.....OFF/START ABORT
DC GEN 1 FAULT LIGHT............CHECK OFF
DC BTC............................................ OPEN
GRD X FEED.............................CHECK OFF
NP STABILIZED X CALL
AROUND 15% “NP STABILIZED”
CL1...................................................AUTO
PEC SGL CH....................................CHECK
X CALL
“CL1 AUTO”
X CALL
“SINGLE CHANNEL”
LO PITCH.................................DISPLAYED
X CALL
“LOW PITCH”
ACW GEN 1 FAULT...................CHECK OFF
ACW BTC.............................. CHECK OPEN
OVERHEAD PANEL......................NO LIGHT
Except EXHAUST MODE FAULT light for 2 min
COCKPIT COM HATCH......................CLOSE
CCAS.................................................. RCL
NOSEWHEEL STEERING....................... ON APM SELECTOR.................................. SET
In case of pushback, NWS was OFF Both Engines must be started before setting
the APM.
BOTH ENGINES GROUND CREW........................ RELEASED

STARTED X CALL
“GROUND FROM COCKPIT, READY TO TAXI, ATC CLEARANCE............................OBTAIN
YOU CAN REMOVE CHOCKS AND
DISCONNECT”
APM ROTARY SELECTOR: TAKE-OFF WEIGHT

Set rotactor to TOW, once both engines are running.
NOTE: Even if the correct value is already selected,
the rotactor must be reset before re-selecting the
current weight.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
WHEN ATC XPDR.................................................. SET

CLEARANCE GNSS................................................. SET
AVAILABLE Carefully confirm that ATC clearance match
with GNSS insertions.
NAVAIDS............................................. SET
ALT SEL.............................................. SET
AFCS.................................................. SET
HDG, LO BANK, IAS V2+5, Coupling PF SIDE
Set NAV SOURCE CM1 to RNV
Set NAV SOURCE CM2 to RNV
Set ALT SEL
Set CPL to PF side
Set HDG to runway heading
Set HDG mode
Set LOW BANK
Set IAS mode
Set speed V2+5
Check relevant indication on ADU and FMA
VSI................................................ ABOVE VSI................................................ ABOVE
Check TCAS OFF disappear on VSI Check TCAS OFF disappear on VSI
GROUND CREW............................IN SIGHT GROUND CREW............................IN SIGHT
X CALL
“BEFORE TAXI PROCEDURE COMPLETE”
X REQUIRE
“BEFORE TAXI CHECKLIST” X CALL AND READ
“BEFORE TAXI CHECKLIST”
PHILOSOPHY
X ANNOUNCE
“BEFORE TAXI CHECKLIST COMPLETE”
AFCS SETTING FLOW

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
43. TAXI
READY TO TAXI X CALL

“REQUEST TAXI CLEARANCE”
READY TO TAXI TAXI CLEARANCE...........................OBTAIN

X CALL
“TAXI PROCEDURE”
OUTSIDE AREA................... CHECK CLEAR OUTSIDE AREA................... CHECK CLEAR
X CALL
“RIGHT SIDE CLEAR”
X CALL
“LEFT SIDE CLEAR”
TAXI & T/O LIGHT.................................. ON BLOCK TIME......................................NOTE
BLOCK TIME............................ ANNOUNCE
X CALL
“BLOCKS TIME XXXX”
ON TAXIWAY LH & RH BRAKES............................CHECK

X CALL
“MY LEFT BRAKE, MY RIGHT BRAKE”
X CALL LH & RH BRAKES............................CHECK
“YOUR BRAKES”
X CALL
“MY LEFT BRAKE, MY RIGHT BRAKE”
X CALL
X CALL “YOUR BRAKES”
“MY BRAKES”
EMER BRAKES................................CHECK
EMER brake check consists in checking that
braking action exists and is symmetrical. As brake
pressure in EMER position is lower than maximum
brakes pedals action pressure, aircraft may not
stop immediately
X CALL
“EMER BRAKE CHECK”
INSTRUMENTS................................CHECK INSTRUMENTS................................CHECK
X check headings, bearings, EADI, and slide slip X check headings, bearings, EADI, and slide slip
indicators indicators
X CALL X CALL
“INSTRUMENTS CHECKED LEFT” “INSTRUMENTS CHECKED RIGHT”
TAXI / BRAKING TECHNIQUE:

- Manage Taxi speed with power levers in ground idle or below.
- Appropriate use of Brakes:
Carbon brakes on ATR 72 Steel brakes on ATR 42

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
IF ATC ATC CLEARANCE............................OBTAIN

CLEARANCE XPDR.................................................. SET
NOT OBTAINED GNSS................................................. SET
BEFORE TAXI Carefully confirm that ATC clearance matches
with GNSS insertions
NAVAIDS............................................. SET
ALT SEL............................. CHECK/AMEND
T/O CONFIG TEST........................ PERFORM
Check no alert
ADU................................................. READ ADU................................................CHECK
X CALL
“HDG SEL, LOW BANK, IAS XXX KTS, ALT SEL
XXXX WHITE, CPL LEFT/RIGHT (READ ADU)”
CABIN REPORT............................REQUEST
X CALL
“CABIN CREW, CONFIRM READY FOR
TAKEOFF”
PF
T/O BRIEFING................................. PERFORM
X CALL
“TAXI PROCEDURE COMPLETE”
X REQUIRE
“TAXI CHECKLIST” X CALL AND READ
“TAXI CHECKLIST”
PHILOSOPHY
X ANNOUNCE
“TAXI CHECKLIST COMPLETE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
44. BEFORE TAKE-OFF

APPROACHING X CALL
HOLDING “BEFORE TAKE-OFF PROCEDURE”
POINT
GUST LOCK LEVER.............................. OFF

FLIGHT CONTROL..............CHECK RUDDER
Check full travel and freedom movement. Both
directions aileron and spoiler visual check. Check
spoiler light turned on.
X CALL
“FULL LEFT RUDDER, FULL RIGHT RUDDER” FLIGHT CONTROL... CHECK ROLL AND PITCH
Check full travel and freedom movement. Both
directions aileron and spoiler visual check. Check
spoiler light turned on.
X CALL
X CALL “RIGHT AILERON SPOILER”
“BLUE LIGHT”
X CALL
“LEFT AILERON SPOILER”
X CALL
“BLUE LIGHT”
CCAS.......................... RCL THEN T/O INHIB TCAS................................................AUTO
RCL must be done before TO INHI to make sure XPDR.................................................. ALT
there are no degraded systems for take-off.
WEATHER RADAR................ AS REQUIRED
Press 4 times in less than 3 s on STAB to enable
on ground use
PM PF
EHSI = Full or Arc mode EHSI = Full or Arc mode
TERRAIN mode TERRAIN unless WEATHER mode is
MCDU = LEG page relevant
Check no amber message on MCDU = LEG page
EHSI, ADU & MCDU Check no amber message on
EHSI, ADU & MCDU
LINE-UP CLEARANCE.....................OBTAIN
EXT LIGHTS......................................... ON AIR FLOW....................................... NORM
BLEED VALVES.................... AS REQUIRED
RUDDER CAM...............................CENTER OVERHEAD PANEL........................... SCAN
LATER FD BARS............................CENTER LATERAL FD BARS........................CENTER
Check HDG on RWY HDG Check HDG on RWY HDG
X CALL
“BEFORE TAKE-OFF PROCEDURE
COMPLETE”
X REQUIRE
“BEFORE TAKE-OFF CHECKLIST” X CALL AND READ
“BEFORE TAKE-OFF CHECKLIST”
PHILOSOPHY
X ANNOUNCE
“BEFORE TAKE-OFF CHECKLIST COMPLETE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
BEFORE TAKE-OFF FLOW

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
45. TAKE-OFF
CLEARED AND ADU................................................. READ ADU................................................CHECK

READY X CALL
FOR TAKE-OFF “ADU CHECK”
(Read ADU to verify no changes since taxi
checklist) X CALL
“CHECK”
NOSEWHEEL STEERING CONTROL WHEEL............HOLD INTO WIND
HANDLE.................................... HAND ON
TAKEOFF................................. ANNOUNCE
X CALL
“TAKE OFF AT XXXX”
BRAKES......................................RELEASE
PL1+2........................ADVANCE TO NOTCH PL1+2.................. CONFIRM IN THE NOTCH
X CALL
“POWER LEVERS SET” ATPCS ARM LIGHT................... COMES ON
If ATPCS not armed, take-off must be aborted
ATPCS ARM............................ ANNOUNCE
X CALL
“ARMED”
NP at 100 % (- 0.6 % / + 0.8 %)
ITT must not exceed limitations
TQ at expected takeoff value
POWER SET............................ ANNOUNCE
X CALL
“POWER SET”
REACHING 70 KNOTS............................... ANNOUNCE

70KTS X CALL
“70 KTS”
CAPT IAS.....................................X CHECK
X CALL
“CHECK”
NOSEWHEEL STEERING..............RELEASE
IF CM1 IS PF CONTROL WHEEL............................. HOLD CM2 must feel that the CM1 has control through
X CALL the control Wheel before releasing it.
“I HAVE CONTROL” X CALL
“YOU HAVE CONTROL”
IF CM2 IS PF X CALL
“YOU HAVE CONTROL” X CALL
“I HAVE CONTROL”
Flight events PM PF
V1<VR PL1+2.........................................RELEASE
REACHING V1 V1.......................................... ANNOUNCE
X CALL
“V1”
REACHING VR ROTATE................................... ANNOUNCE PITCH..........................ROTATE SMOOTHLY

X CALL Rotate smoothly and follow FD bars. Initial pitch
“ROTATE” target 9°.
V1=VR PL1+2.........................................RELEASE PITCH..........................ROTATE SMOOTHLY

REACHING V1/ROTATE.............................. ANNOUNCE Rotate smoothly and follow FD bars. Initial pitch
V1=VR X CALL target 9°.
“V1 ROTATE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
AFTER LIFT OFF POSITIVE CLIMB...................... ANNOUNCE

X CALL
“POSITIVE CLIMB” GEAR UP....................................... ORDER
LDG GEAR LEVER.................................UP X CALL
YAW DAMPER.............................. ENGAGE “GEAR UP”
Check 2 white arrows turn on
TAXI & T/O LIGHTS............................... OFF
LDG GEAR............. MONITOR RETRACTION
SEQUENCE
FOLLOWING AN ABORTED TAKE-OFF:

– The flight crew makes a full assessment of the state of Aircraft including CAP recall to assess any inhibited alerts
– A ircraft must be stopped for 10 min and the WHEELS alert must be monitored as it may take up to 10 min before
brakes temperature reaches its maximum at sensor location
– If triggered, the WHEELS alert requires the flight crew to return to parking
– After a complete assessment of the state of the aircraft and occupants, if the Captain decision is to reattempt the
takeoff, the flight crew should prepare the aircraft for a new departure and apply all checklists starting from
BEFORE TAXI CHECKLIST

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
46. AFTER TAKE-OFF

Flight events PM PF
PASSING X CALL
ACCELERATION “ACCELERATION ALTITUDE” X DO
ALTITUDE PL 1 & 2........................... IN THE NOTCH(1)
(mini 400 ft AAL or X COMMAND
higher if requested) X DO & CALL “CLIMB PROCEDURE”
IAS ......................................... 170 (160)(2)
PL 1 & 2 ................. CHECK IN THE NOTCH
PWR MGT ..........................................CLB
TQ / NP ................. CHECK CLIMB SETTING
BLEEDS ................................... CHECK ON
“CLIMB PROCEDURE COMPLETE” X CALL & DO
“SET SPEED BUG 170 (160)”(1)
X DO & CALL SPEED BUG .............................. 170 (160)
SPEED BUG .............................. 170 (160)
“170 (160) SET”
IF HIGH RATE AFCS IAS................. ORDER CLIMB SPEED

CLIMB IAS XXX.............................................. SET X CALL
X CALL “SET, IAS XXX”
“IAS XXX SET” X CALL
CHECK
X CALL & DO
“SET SPEED BUG XXX”
SPEED BUG........................................ SET SPEED BUG........................................ SET
X CALL X CALL
“XXX SET” “CHECK”
REACHING X CALL
WHITE OR “WHITE BUG” Normal conditions
ICING BUG “ICING BUG” Icing conditions
X COMMAND
X DO “FLAPS 0”
FLAPS ..................................................0°
FLAPS 0° X CALL
INDICATED “FLAPS 0”
REACHING X CALL
WHITE OR “WHITE BUG + 10” Normal conditions
ICING BUG +10 “ICING BUG +10” Icing conditions X COMMAND
"SET HIGH BANK" OR "SET LNAV"
If HDG mode departure Hign Bank is set
X DO & CALL If NAV mode departure, LNAV is set
HI BANK OR LNAV .............................. SET
"HIGH BANK SET" OR "LNAV SET"
X CALL
“CHECK”
CLEARED TO X CALL
FLIGHT “SET ALTIMETERS STANDARD”
LEVEL AND NO ALTIMETER.............................. STANDARD ALTIMETER.............................. STANDARD
LATER X CALL ALTIMETERS................................X CHECK
THAN “STANDARD SET”
TRANSITION ALTIMETERS................................X CHECK X CALL
ALTITUDE “PASSING FL XXXX NOW”
X CALL
“CHECK OR PLUS OR MINUS XXX FT”
Climb speed 170 kt on ATR 72, 160 kt on ATR 42

(1)
As soon as ice accretion is detected the minimum climb speed is VmLB0 ICING+10kt (ICING BUG+10kt).

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
X REQUIRE
“AFTER TAKE OFF CHECKLIST”
X CALL AND READ According to the transition altitude, the AFTER
“AFTER TAKE OFF CHECKLIST” TAKE OFF C/L can be done before passing the
REFER TO FCTM CHECKLIST READING transition altitude.
PHILOSOPHY
X CALL
“AFTER TAKE OFF CHECKLIST
COMPLETE”
TAKE OFF GEAR UP FLOW

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
47. CLIMB - CRUISE

Flight events PM PF
PASSING FL100 DURING CLIMB.......... ALL SYSTEMS SCAN X CALL

OR LANDING LIGHTS................................ OFF “FL100”
ACCORDING TO PRESSURIZATION........................MONITOR
LOCAL Check ΔP, CAB ALT, and CAB RATE on
REGULATIONS CAB PRESS Indicators.
CAPTAIN
SEAT BELTS............................. AS REQUIRED
APPROACHING X COMMAND
CRUISE SAT................................................CHECK “COMPUTE CRUISE PARAMETERS”
LEVEL/ DELTA ISA..................................COMPUTE
ALTITUDE CRUISE PARAMETERS............. DETERMINE
TQ, FF, IAS & Single-engine gross ceiling.
ADU.............................................X CHECK ADU..........MONITOR FL/ALT INTERCEPTION
X CALL
“ALT*”
X CALL
”CHECK” X CALL
“ALT GREEN”
X CALL
”CHECK” X COMMAND
“SET CRUISE PARAMETERS”
REACHING X CALL
CRUISE “CRUISE PROCEDURE”
SPEED PWR MGT SELECTOR..........................CRZ
CRUISE PARAMETERS.................MONITOR CRUISE PARAMETERS.................MONITOR
Confirm TQ, FF, IAS, and TAS match with Confirm TQ, FF, IAS, and TAS match with
expected cruise parameters expected cruise parameters
X CALL
“CRUISE PROCEDURE COMPLETE”
DURING CRUISE SYSTEMS............ MONITOR PERIODICALLY

DEST REMAINING FUEL...................CHECK TOP OF DESCENT............................CHECK
GNSS PREDICTIONS........................CHECK REMAINING FUEL & HOLDING
WPT, DEST ETA, TOD, DEST RAIM, and EFOB TIME...........................................MONITOR

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
48. BEFORE DESCENT - DESCENT

Flight events PM PF
WEATHER AND LANDING

INFORMATION................................OBTAIN
LANDING DATA CARD..........................FILL
CCAS.................................................. RCL
LANDING DATA CARD....................... READ
STBY ALTIMETER........................ SET QNH
TQ INDEX............................. SET TO GA TQ
LANDING ELEVATION.................. REVISE IF
NECESSARY
SPEED BUGS...................................... SET SPEED BUGS...................................... SET
NAVAIDS & GNSS................................ SET
FPLN.................................................. SET
Carefully check STAR and Approach insertion,
Waypoints sequencing, ALT and Speed
constraints.
No waypoint insertion (Database waypoint or
custom waypoint) is allowed in SID, STAR and
Approach legs
IF ILS OR LOC CRS 1&2............................................. SET

APPROACH IS Set CRS 1&2 to ILS course
CONSIDERED NAV 1&2............................................. SET
AT Set NAV 1&2 to ILS frequency.
DESTINATION
IF VOR OR ADF CRS 1&2............................................. SET

APPROACH IS Set CRS 1&2 to Final approach course
CONSIDERED NAV OR ADF 1&2............................... SET
AT Set NAV or ADF 1&2 to approach mean
DESTINATION frequency.
 IF RNP APCH NAV OR ADF 1&2................................ SET

IS CONSIDERED Set NAV or ADF 1&2 to appropriate frequency
AT if considered for extraction.
DESTINATION
AND
EXTRACTION
BASED ON
NAVAID
DH...................................................... SET
TCAS.............................................BELOW
ARRIVAL BRIEFING..................... PERFORM
EFIS Control Panel RMI 1 EFCP 1 EFCP 2 RMI 2

and RMI SETTINGS
Dep. Pilot’s discretion VOR1/RNV2 RNV1/VOR2 Pilot’s discretion
ILS
LOC Pilot’s discretion VOR1/RNV2 RNV1/VOR2 Pilot’s discretion
LDA
VOR VOR VOR1/RNV2 RNV1/VOR2 VOR
ADF ADF ADF1/RNV2 RNV1/ADF2 ADF
Pilot’s/RNV2 RNV1/Pilot’s
LNAV Pilot’s discretion Pilot’s discretion
disc. disc.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
APPROACHING DESCENT CLEARANCE...................OBTAIN

TOD ASSIGNED ALTITUDE........................... SET
X CALL
“SET SPEED BUG XXX”
SPEED BUG........................................ SET SPEED BUG........................................ SET
DESCENT......................................INITIATE
REFER TO DESCENT INITIATION, DESCENT
MONITORING AND ADJUSTMENT POLICY
X CALL ADU/EADI.......................................CHECK
“XXX SET”
ADU/EADI.......................................CHECK
UPPER PANEL.................................CHECK
DURING DESCENT, CHECK ALL SYSTEMS,
INCLUDING ENGINES PARAMETERS AND
PRESSURIZATION.
X REQUIRE
”DESCENT CHECKLIST”
X CALL AND READ
“DESCENT CHECKLIST”
PHILOSOPHY
X CALL
“DESCENT CHECKLIST COMPLETE”
CAPTAIN
CABIN CREW......................................ADVISE
X CALL
“CABIN CREW PREPARE FOR LANDING”
AT LATEST PASSING FL100 SEAT BELTS..........ON
PASSING FL100 LANDING LIGHTS................................. ON X CALL

PRESSURIZATION........................MONITOR “FL100”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
49. APPROACH
Flight events PM PF
CLEARED TO X CALL
AN ALTITUDE “SET QNH”
BUT NOT LATER ALTIMETER................................. SET QNH ALTIMETER................................. SET QNH
THAN
TRANSITION X CALL ALTIMETERS................................X CHECK
LEVEL “QNH XXXX SET” Own and STBY altimeters are crosschecked.
X CALL
“PASSING XXXX FEET NOW”
ALTIMETER..................................X CHECK
X CALL
“CHECK OR PLUS OR MINUS XXX FT”
PRESSURIZATION........................MONITOR
X REQUIRE
X CALL AND READ
PHILOSOPHY
X CALL
“APPROACH CHECKLIST COMPLETE”
CAPTAIN
CABIN REPORT..................................OBTAIN
DEFINITIONS 2D AND 3D OPERATIONS:

2D OPERATION: vertical guidance information (angular or linear deviation) is not displayed on an INSTRUMENT
and is not DIRECTLY and CONTINUOUSLY ACCESSIBLE to the pilot throughout the approach.
3D OPERATION: Lateral and vertical guidance information is continuously displayed to the crew.
A NPA (Non Precision Approach) can be conducted as 2D or 3D operations depending on the chosen
navigation source and hence the associated indications.
NOTE: All 2D operations are conducted using the CDFA technique.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
49.1. BASIC 3D ILS OPERATION - STAR LINKED TO FINAL AXIS

Flight events PM PF
STAR LINKED TO FINAL AXIS
READY FOR X COMMAND & DO

APPROACH “SET SPEED BUG 170”
X DO & CALL
SPEED BUG........................................ 170
“CHECK”
WHEN NAV SOURCE 1................................. V/L 1 FMS FINAL AXIS

INTERCEPTING ILS FINAL AXIS INTERCEPTION....MONITOR INTERCEPTION............................ MONITOR
FINAL AXIS (1)
WHEN LOC CONSISTENCY......................... CHECK

ESTABLISHED X CALL
ON FINAL AXIS “RUNWAY AXIS CONFIRMED” (2) HDG P/B......................................... PRESS
NAV SOURCE 2.................................. V/L 2
`
ILS DISPLAY.................................... CHECK

X CALL
“CHECK”
APP P/B..........................................PRESS
ADU/FMA........................................CHECK
X CALL
ADU/FMA........................................CHECK “APP MODE SET, LOC WHITE, GS WHITE”
X CALL
“CHECK”
LOC* LOC CAPTURE.............................MONITOR

X CALL
ADU/FMA........................................CHECK “LOC STAR”
X CALL
“CHECK”
LOC GREEN X CALL

X CALL “LOC GREEN”
“CHECK”
G/S ALIVE X CALL

“GLIDE SLOPE ALIVE”
X COMMAND
X CALL & DO “FLAPS 15”
“SPEED CHECK”
FLAPS................................................. 15°
FLAPS 15° X CALL

X COMMAND & DO
“SET SPEED BUG WHITE BUG + 10”
SPEED BUG ......................WHITE BUG+10 SPEED BUG ......................WHITE BUG+10
X CALL
“WHITE BUG + 10 SET”
G/S ONE DOT X CALL

“ONE DOT” X COMMAND
“GEAR DOWN”
X CALL
“SPEED CHECK”
X DO
LANDING GEAR.............................. DOWN
PWR MGT ............................................ TO
TAXI & T.O. LIGHTS .............................. ON
(1)
Assumes PF is CM2. In case of PF is CM1, set NAV source 2 to V/ILS 2 first, and after interception NAV source 1 to V/ILS 1.
The idea is to monitor Loc interception on PM side.
(2)
Runway axis is confirmed with GNSS

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
LDG GEAR 3 X CALL

GREEN LIGHTS “GEAR DOWN”
X COMMAND
“SPEED CHECK”
42-500
FLAPS................................................. 25°
FLAPS 25° X CALL

G/S HALF DOT X CALL

“HALF DOT” X COMMAND
“FLAPS 30 (35)”
X CALL & DO
“SPEED CHECK”
FLAPS.........................................30° (35°)
FLAPS 30° (35°) X CALL

INDICATED “FLAPS 30 (35)”
X COMMAND & DO
“SET SPEED BUG V APPROACH”
SPEED BUG ..................................... VAPP SPEED BUG ..................................... VAPP
X CALL
“XXX SET”
G/S* X CALL
X CALL “GLIDE SLOPE STAR”
“CHECK”
X CALL
“TOP OF DESCENT XX DME, CHECK”
X COMMAND
X DO & CALL “SET GO-AROUND ALTITUDE”
GA ALTITUDE...................................... SET
“XXXX FT SET” X CALL
“CHECK”
G/S GREEN X CALL

“GLIDE SLOPE GREEN”
X CALL
“CHECK”
AIRCRAFT X REQUIRE
STABILIZED X CALL & READ “BEFORE LANDING CHECKLIST”
“BEFORE LANDING CHECKLIST”
Refer to QRH
“BEFORE LANDING CHECKLIST COMPLETE”
1000 FT AAL X CALL

IMC “1000 FT, STABILIZED” X COMMAND
STABILIZED “WE CONTINUE”
1000 FT AAL X CALL

IMC “1000 FT, GO-AROUND” X COMMAND
UNSTABILIZED “GO-AROUND, SET POWER, FLAPS ONE
NOTCH”
Continue with Go-around procedure.
REACHING X CALL
DA+100 FT “ONE HUNDRED ABOVE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
REACHING DA X CALL
“MINIMUM” X CALL
“LAND”
Continue with Landing procedure,
or
“GO-AROUND, SET POWER, FLAPS ONE
NOTCH”
49.2. BASIC 3D ILS OPERATION – VECTOR TO FINAL AXIS

Flight events PM PF
VECTOR TO FINAL AXIS

X DO & CALL
SPEED BUG........................................ 170
“CHECK”
CLEARED FOR HDG P/B........................................... PRESS(1)

HEADING ADU....................................................CHECK X CALL
X CALL “HEADING MODE SET, HEADING XXX”
“CHECK”
X CALL
“SET DIRECT TO INBOUND COURSE”
DTO INBOUND CRS FAF/P........ SET & ENGAGE
X CALL
“CONFIRM?” MCDU................. CHECK CORRECT WAYPOINT
AND INBOUND COURSE
X CALL
“CHECK”
MCDU....................................................EXEC
NAV SOURCE 1..................................... V/L 1 NAV SOURCE 2..................................... V/L 2
CLEARED FOR APP P/B..............................................PRESS

APPROACH ADU/FMA............................................CHECK
FMA....................................................CHECK X CALL
X CALL “APP MODE SET, LOC WHITE, GS WHITE”
CHECK”
LOC LOC CAPTURE.................................MONITOR

X CALL
“LOC STAR”
X CALL
“RWY AXIS CONFIRMED” (1)
CONTINUE AS FOR ILS 3D OPERATION LINKED TO STAR
(1) Runway axis is confirmed with FMS BRG

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
49.3. OTHER BASIC 2D OPERATIONS - STAR LINKED TO FINAL

AXIS
There are different types of 2D OPERATIONS: VOR, VOR/DME, RNAV, ADF.
– NAVIGATION SOURCE (on EFCP) is RNV for PF and PM.
Flight events PM PF

X DO & CALL
SPEED BUG........................................ 170
“CHECK”
CLEARED FOR GNSS FINAL AXIS GNSS FINAL AXIS

APPROACH INTERCEPTION................................ MONITOR INTERCEPTION................................ MONITOR
IF CHECK AIRCRAFT CENTERED ON

CONVENTIONAL CONVENTIONAL NAVAID
NAVAID X CALL
APPROACH “RUNWAY AXIS CONFIRMED”
X CALL
“CHECK”
4 NM BEFORE X COMMAND
FAP /FAF X CALL & DO “FLAPS 15”
“SPEED CHECK”
FLAPS..................................................... 15°
FLAPS 15° X CALL

X COMMAND & DO
X CALL
X COMMAND
X CALL “GEAR DOWN”
“SPEED CHECK”
X DO
LANDING GEAR................................... DOWN
PWR MGT.................................................. TO
TAXI & T.O. LIGHTS................................... ON

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
LDG GEAR 3 X CALL

X COMMAND
“FLAPS 25”
X CALL & DO
“SPEED CHECK”
42-500
FLAPS..................................................... 25°
FLAPS 25° X CALL

2 NM BEFORE RNP FLIGHT AREA...............................CHECK RNP FLIGHT AREA...............................CHECK

FAP/FAF NAV SOURCE.............................. CHECK GPS NAV SOURCE.............................. CHECK GPS
2NM before FAF/P check nav source is GPS and not 2NM before FAF/P
DME-DME or VOR-DME
EADI...................................................CHECK EADI...................................................CHECK
X CALL
“APP BLUE”
X CALL
“CHECK”
FAP/FAF “FLAPS 30 (35)”
X CALL & DO
“SPEED CHECK”
FLAPS................................. 30° (35°)

X COMMAND & DO
SPEED BUG .......................................... VAPP SPEED BUG .......................................... VAPP
X CALL X COMMAND
“XXX SET” “SET GO-AROUND ALTITUDE”
X DO & CALL

GA ALTITUDE.........................................SET (2) X CALL
“XXXX FT SET” “CHECK”
X COMMAND
“SET VS 0 FT/MIN”
X DO & CALL X CALL

VS.............................................................. 0 “CHECK”
“VS 0 FT/MIN SET”
0.3 NM BEFORE X COMMAND

FAP /FAF X DO & CALL “SET VS -XXX”
VS............................................................. XXX
“VS -XXX SET; TOP OF DESCENT” X CALL
“CHECK”
STARTING X DO X DO
DESCENT FINAL APPROACH PATH...................MONITOR TIMING.....................................START
VERTICAL PATH...............................MONITOR FLIGHT PATH........................ FOLLOW
X CALL
“PASSING XX NM ALTITUDE SHOULD
BE XXX FEET”
X REQUIRE
X CALL & READ
Refer to QRH

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
1000 FT AAL X CALL

IMC “1000 FT, STABILIZED” X COMMAND
STABILIZED “WE CONTINUE”
1000 FT AAL X CALL

IMC “1000 FT, GO-AROUND” X COMMAND
UNSTABILIZED “GO-AROUND, SET POWER, FLAPS ONE NOTCH”
REACHING X CALL
MDA+100 FT “ONE HUNDRED ABOVE”
REACHING X CALL
MDA+30(1) “MINIMUM” X CALL
“LAND”
Continue with Landing procedure.
or
“GO-AROUND, SET POWER, FLAPS ONE NOTCH”
In the event of excessive deviation from the conventional aid radial, a go around must be performed.
(1)
If the 2D OPERATION is carried out using the CDFA (Continuous Descent Final Approach) technique, the regulation of the state
where is located the airport and /or the airline policy may request to add a margin (from 0 to 50ft) to the MDA. In this document, for
training purpose, a 30ft add-on to the published MDA is used.
NOTE: When PF has the runway in sight and calls out “LAND”, PM does not perform anymore the minima call-outs.
49.4. OTHER BASIC 2D OPERATIONS – VECTOR TO FINAL AXIS

Flight events PM PF

X DO & CALL
SPEED BUG........................................ 170
“CHECK”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
CLEARED FOR HDG P/B..............................................PRESS

HEADING Ensure heading bug centered
X CALL
FMA....................................................CHECK “HEADING MODE SET, HEADING XXX”
X CALL
“CHECK”
DTO INBOUND CRS FAF/P....... SET & ENGAGE

X CALL
MCDU................. CHECK CORRECT WAYPOINT “DIRECT TO INBOUND COURSE, CONFIRM?”
AND INBOUND COURSE
X CALL
“EXECUTE”
MCDU....................................................EXEC
EFCP...................................................CHECK NAV SOURCE 1...................................... RNV

X CALL NAV SOURCE 2...................................... RNV
“CHECK”
X CALL
“NAV SOURCES RNAV”
CLEARED FOR NAV P/B..............................................PRESS

X CALL
“NAV MODE SET, LNAV WHITE”
AFCS..................................................CHECK
X CALL
“CHECK”
CAPTURING FINAL LNAV CAPTURE...............................MONITOR

AXIS X CALL
ADU/FMA............................................CHECK “LNAV GREEN”
X CALL
“CHECK”
IF CHECK AIRCRAFT CENTERED ON

CONVENTIONAL CONVENTIONAL NAVAID
NAVAID X CALL
APPROACH “RUNWAY AXIS CONFIRMED” X CALL
“CHECK”
CONTINUE AS FOR OTHER 3D OPERATIONS LINKED TO STAR

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
49.5. LOC/LDA APPROACH - 2D INSTRUMENT OPERATION -

Flight events PM PF

X DO & CALL
SPEED BUG........................................ 170
“CHECK”
IF DME BEARING POINTERS................................ SET BEARING POINTERS................................ SET

REQUIRED FOR
APPROACH
WHEN NAV SOURCE 1................................. V/L 1 FMS FINAL AXIS

INTERCEPTING LOC FINAL AXIS INTERCEPTION...MONITOR INTERCEPTION............................ MONITOR
FINAL AXIS
WHEN LOC CONSISTENCY......................... CHECK

ESTABLISHED X CALL
ON FINAL AXIS “RUNWAY AXIS CONFIRMED” (1) HDG P/B......................................... PRESS
NAV SOURCE 2.................................. V/L 2
LOC DISPLAY.................................. CHECK

X CALL
“CHECK”
NAV P/B..........................................PRESS
FMA...............................................CHECK
X CALL
FMA...............................................CHECK “NAV MODE SET, LOC WHITE”
X CALL
“CHECK”

X CALL
FMA...............................................CHECK “LOC STAR”
X CALL
“CHECK”
LOC GREEN X CALL

FMA...............................................CHECK “LOC GREEN”
X CALL
“CHECK”
FAP /FAF X CALL & DO “FLAPS 15”
“SPEED CHECK”
FLAPS..................................................... 15°
FLAPS 15° X CALL

X COMMAND & DO
X CALL
X COMMAND
X CALL “GEAR DOWN”
“SPEED CHECK”
X DO
LANDING GEAR................................... DOWN
PWR MGT.................................................. TO
TAXI & T.O. LIGHTS................................... ON

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
LDG GEAR 3 X CALL

X COMMAND
“SPEED CHECK”
42-500
FLAPS..................................................... 25°
FLAPS 25° X CALL

FAP /FAF X CALL & DO “FLAPS 30 (35)”
“SPEED CHECK”
FLAPS............................................ 30° (35*)

X COMMAND & DO
SPEED BUG .......................................... VAPP SPEED BUG .......................................... VAPP
X CALL X COMMAND
“XXX SET” “SET GO-AROUND ALTITUDE”
X DO & CALL

GA ALTITUDE.........................................SET (2) X CALL
“XXXX FT SET” “CHECK”
X COMMAND
“SET VS 0 FT/MIN”
X DO & CALL X CALL

VS.............................................................. 0 “CHECK”
“VS 0 FT/MIN SET”
0.3 NM BEFORE X COMMAND

FAP /FAF X DO & CALL “SET VS -XXX”
VS............................................................. XXX
“VS -XXX SET; TOP OF DESCENT” X CALL
“CHECK”
STARTING X DO X DO
DESCENT TIMING................................................ START TIMING.....................................START
FLIGHT PATH...................................MONITOR FLIGHT PATH........................ FOLLOW
X REQUIRE
X CALL & READ
Refer to QRH
(1) Runway axis is confirmed with FMS

(2) Set only if present altitude below GA altitude. If not set present altitude +300 ft to avoid ALT*. Set GA altitude when
passing GA alt -300 Ft.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
49.6. LOC/LDA APPROACH - 2D INSTRUMENT APPROACH -

Flight events PM PF

X DO & CALL
SPEED BUG........................................ 170
“CHECK”
CLEARED FOR HDG P/B..............................................PRESS

HEADING
X CALL
FMA....................................................CHECK “HEADING MODE SET, HEADING XXX”
X CALL
“CHECK”
X CALL
“SET DIRECT TO INBOUND COURSE”
DTO INBOUNDS CRS FAF/P...... SET & ENGAGE
X CALL
“CONFIRM?”
MCDU................. CHECK CORRECT WAYPOINT
AND INBOUND COURSE
X CALL
“CHECK”
MCDU....................................................EXEC
NAV SOURCE 1..................................... V/L 1 NAV SOURCE 2..................................... V/L 2
CLEARED FOR NAV P/B..............................................PRESS

X CALL
“NAV MODE SET, LOC WHITE”
ADU/FMA............................................CHECK
X CALL
“CHECK”

X CALL
FMA...............................................CHECK “LOC STAR”
X CALL
“CHECK”
CHECK AIRCRAFT LOC CONSISTENCY.........................CHECK

ESTABLISHED ON X CALL
CORRECT LOC “RUNWAY AXIS CONFIRMED” (1) X CALL
USING ND “CHECK”
LOC GREEN X CALL

X CALL “LOC GREEN”
“CHECK”
CONTINUE AS FOR LOC/LDA 2D OPERATION LINKED TO STAR

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
49.7. CIRCLE-TO-LAND
For initial configuration, refer to appropriate instrument approach profile, except:
• Flaps remain at 15°
• After flaps 15° extension, speed is maintained to White Bug +10. This speed is conservative for
High Bank with flaps 15°, in normal and icing conditions
• Before landing C/L must be initiated during descent with flaps 15° and completed when flaps 30°
(35°)
Note: If initial approach is an ILS approach, use LOC and VS mode not GS mode to avoid FD freeze below 500’R
Note: The following profile assumes a circling approach to land on the same runway in the opposite direction. Other circling
profiles such as 90° turn to land on an intersecting runway require this procedure to be modified.
Flight events PM PF
REACHING MDA X DO & CALL

X CALL ALT MODE.................................... ENGAGE
“CHECK” “ALT SET, ALT GREEN”
LEVEL OFF X DO & CALL

TQ.......................................AROUND 40%
Note: Crosscheck with speed trend
HDG / HI BANK MODE........ENGAGE/CHECK
ENGAGED
X CALL & DO HEADING BUG................................... ±45°
“CHECK” “HEADING SEL, HIGH BANK,
TIMING.....................................START HEADING XXX SET, START TIMING”
TIMING.....................................START
Note: all headings and timings must be adjusted
for wind
AFTER 30 SEC X DO & CALL

HEADING BUG.........................DOWNWIND
Adjust heading accordingly to crosswind
X CALL component.
“CHECK” “HEADING XXX SET”
ABEAM X CALL & DO

THRESHOLD X DO “START TIMING”
TIMING............................................ START TIMING............................................ START
ABEAM X CALL & DO

THRESHOLD “FLAPS 25, START TIMING”
42-500
X CALL &  DO TIMING............................................ START
“SPEED CHECK”
FLAPS.................................................25°
TIMING............................................ START
FLAPS 25° X CALL

REACHING X DO & CALL

OUTBOUND AUTOPILOT......................................... OFF
TIME(1) X DO & CALL “AUTOPILOT OFF”
FD.................................................... STBY “SET FD STBY”
“FD STBY SET” X CALL
X CALL “SET RUNWAY HDG”
“RUNWAY HEADING SET”
ON FINAL X COMMAND
X CALL & DO “FLAPS 30 (35)”
“SPEED CHECK”
FLAPS.........................................30° (35°)
Height
(1)
Outbound time (in sec)= ±1 sec / 1 kt head/tailwind, but must be adjusted to remain visual at all times.
30

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF

INDICATED “FLAPS 30 (35), BEFORE LANDING
CHECKLIST COMPLETE”
X COMMAND & DO
X DO & CALL
SPEED BUG...................................... VAPP SPEED BUG...................................... VAPP
“XXX SET” X CALL
“CHECK”
300 FT AAL X CALL

STABILIZED “300 FT, STABILIZED” X COMMAND
“LAND”
300 FT AAL X CALL

UNSTABILIZED “300 FT, GO-AROUND” X COMMAND
“GO-AROUND, SET POWER, FLAPS ONE NOTCH”
49.8. STANDARD TRAFFIC PATTERN

From take-off to 1500 ft AAL, refer to SOPs until After Take-off procedure. In the following procedure, AP is
set OFF, and FD is ON.
Flight events PM PF
REACHING X CALL
1500 FT AAL X CALL “ALT STAR”
“CHECK”
X CALL
“CHECK” X DO
TQ..................................................... 40%
SPEED....................... MAINTAIN 170 (160)
READY TO X COMMAND
TURN X DO & CALL “SET HEADING XXX”
HEADING BUG..................................... SET
“HEADING XXX SET” X CALL
Note: adjust outbound heading for wind “CHECK”
DOWNWIND X COMMAND
“FLAPS 15”
X CALL & DO
“SPEED CHECK”
FLAPS................................................. 15°
FLAPS 15° X CALL

X COMMAND
X DO & CALL “SET SPEED BUG WHITE BUG+10” (1)
SPEED BUG ......................WHITE BUG+10 SPEED BUG.......................WHITE BUG+10
“WHITE BUG+10 SET”
X COMMAND & DO
X DO & CALL “SET YELLOW BUG VGA, TQ BUG XXX%”
YELLOW BUG .....................................VGA YELLOW BUG .....................................VGA
TQ BUG ........................................... XXX% TQ BUG ........................................... XXX%
“VGA XXX, TQ XXX% SET”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
Flight events PM PF
MID RUNWAY X COMMAND

X CALL & DO “GEAR DOWN”
“SPEED CHECK”
LANDING GEAR............................... DOWN
PWR MGT............................................. TO
TAXI & T.O. LIGHTS............................... ON
LDG GEAR 3 X CALL

ABEAM X CALL & DO

THRESHOLD X DO “START TIMING”
ABEAM X CALL & DO

THRESHOLD X CALL & DO “FLAPS 25, START TIMING”
42-500
“SPEED CHECK” TIMING............................................ START
FLAPS.................................................25°
TIMING............................................ START
FLAPS 25° X CALL

REACHING X COMMAND
OUTBOUND X DO & CALL “SET HEADING XXX, VS –700”
TIME(1) HEADING BUG..................................... SET
VS.................................................... –700
“HEADING XXX, VS –700 SET”
BASE TURN / X COMMAND

LEG COMPLETE X DO & CALL “SET FD STANDBY”
FD............................................. STANDBY
“FD STANDBY”
ON FINAL X COMMAND
X CALL & DO “FLAPS 30 (35)”
“SPEED CHECK”
FLAPS.........................................30° (35°)

INDICATED “FLAPS 30 (35)” X COMMAND & DO
X DO & CALL “SET SPEED BUG V APPROACH”
“XXX SET” X REQUIRE
X CALL & READ
Refer to QRH
500 FT AAL X CALL

STABILIZED “500 FT, STABILIZED” X COMMAND
“LAND”
500 FT AAL X CALL

UNSTABILIZED “500 FT, GO-AROUND” X COMMAND
“GO-AROUND, SET POWER, FLAPS ONE
NOTCH”
Height
(1)
Outbound time (in sec)= 1 sec / 1 kt head/tailwind, but must be adjusted to remain visual at all times.
30
NOTE: When performing a visual pattern below 1500 ft AAL flaps have to be kept extended at 15° after take-off.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
50. LANDING
Flight events PM PF
AT DH OR MDA HUNDRED ABOVE...................... ANNOUNCE

+ 100 X CALL
“100 ABOVE”
AT DH OR MDA MINIMUM................................... ANNOUNCE
X CALL
“MINIMUM”
VISUAL VISUAL REFERENCES................ ANNOUNCE
REFERENCES X CALL
ACQUIRED “LAND”
APPROACH.................................. CONTINUE
AP.................... DISCONNECT & ANNOUNCE
X CALL
“AUTOPILOT OFF”
CAVALRY CHARGE.......................... CANCEL
YD DISENGAGEMENT........................ ORDER
X ORDER
“SET YAW DAMPER OFF”
YD........................DISENGAGE & ANNOUNCE
ADU YD ALARM..................................CLEAR
YAW TRIM..........................................CHECK
VISUAL GO-AROUND................ ORDER AND INITIATE
REFERENCES X CALL
NOT ACQUIRED “GO-AROUND SET POWER FLAPS ONE
NOTCH”
AT 50FT AAL 50FT AAL................................... ANNOUNCE
X CALL
“50”
AT 20FT AAL 20FT AAL................................... ANNOUNCE
X CALL
“20” PL1+2........................................................FI
FLARE..........................................PERFORM
ON GROUND IDLE GATE AUTOMATIC RETRACTION... CHECK
Pull if no automatic retraction PL1+2....................................................... GI
LO PITCH.................... CHECK & ANNOUNCE
ENG LO PITCH CALL REVERSE

2 LOW NORMAL
2
PITCH USE
2 ENG 1 NO NO
0 REVERSE REVERSE
1 LOW USE
1 ENG 1
PITCH WITH CARE
REVERSE................................AS REQUIRED
BRAKES..................................AS REQUIRED
X CALL
“70 KTS”
PASSING 70KTS X CALL

“I HAVE CONTROL”
NOSEWHEEL STEERING................ CONTROL CONTROL WHEEL............. HOLD INTO WIND
X CALL
“MY YOKE”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
51. GO-AROUND
Flight events PM PF
X CALL
“GO AROUND SET POWER FLAPS ONE
NOTCH”
GO-AROUND P/B ON PL.....................PRESS
FLAPS LEVER............ RETRACT ONE NOTCH PL1+2.....................ADVANCE TO THE RAMP

PL1+2................................................CHECK PITCH.......................... ROTATE TO G/A PITCH
Follow FD bars
FLAPS....................... ANNOUNCE POSITION
X CALL
“POWER SET, FLAPS 15” (“FLAPS 25”
FOR 42-500)
ADU/FMA...........................................CHECK ADU/FMA...........................................CHECK
CAVALRY CHARGE.......................... CANCEL
POSITIVE POSITIVE CLIMB......................... ANNOUNCE

CLIMB X CALL GEAR UP........................................... ORDER
“POSITIVE CLIMB” X CALL
LDG GEAR LEVER.................................... UP ”GEAR UP”
YAW DAMPER............... CONFIRM ENGAGED
TAXI & T/O LIGHTS.................................. OFF
LDG GEAR.................MONITOR RETRACTION
SEQUENCE
AFCS..................................................... SET
Lateral setting : check HDG and LOW BANK
mode engaged on ADU, if not, press HDG an
BANK P/b
Vertical setting: press IAS P/b and SET VGA
X CALL When workload permits, adjust NAV SOURCE,
“HEADING, LOW BANK, IAS XXX SET” lateral (NAV or HDG) guidance mode to comply
with missed approach, extraction or ATC
clearance
X COMMAND & DO
X DO & CALL “SET SPEED BUG VGA”
SPEED BUG ..........................................VGA SPEED BUG ..........................................VGA
“XXX SET”
WHEN GEAR UP GEAR UP........ANNOUNCE WHEN INDICATED

AND LOCKED X CALL
– NO LIGHTS “GEAR UP”
PASSING REFER TO AFTER TAKE-OFF PROCEDURE

ACCELERATION (SPECIFIC PROCEDURE FOR 42-500 BELOW)
ALTITUDE
REACHING X CALL
WHITE BUG OR “WHITE BUG / VGA +15”
VGA+15, FLAPS 15......................................... ORDER
42-500
WHICHEVER X CALL
LOWER FLAPS LEVER............................. SELECT 15 “FLAPS 15”
FLAPS 15......ANNOUNCE WHEN INDICATED
X CALL
“FLAPS 15”

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
52. AFTER LANDING

RUNWAY X ORDER
VACATED “AFTER LANDING PROCEDURE”
LANDING LIGHTS & STROBES................ OFF FLAPS LEVER............................................ 0
GUST LOCK LEVER......................... ENGAGE
Note: Taxiing should be done at GI power FLIGHT CONTROLS..............CHECK LOCKED
During taxi, braking while PLs are in FI , may CHRONO............................................ START
induce BRK TEMP HOT alarm and early brakes TRIMS................................................ RESET
wear. WEATHER RADAR................................ STBY
AFCS................................................... STBY
DE/ANTI-ICING........................................ OFF
PROBES HEATING.................................. OFF
X CALL
“AFTER LANDING PROCEDURE COMPLETE”
LAST FLIGHT OF X ORDER

THE DAY “ATPCS TEST” ATPCS......................... DAILY DYNAMIC TEST
DO NOT PERFORM WHILE TAXIING
X CALL
“ATPCS TEST PERFORMED”
AFTER 2 MIN CL1 FTHR.......................................... ORDER

BELOW FLIGHT X ORDER
IDLE “CL1 FEATHER” CL1...................................................... FTHR
Wait 30 seconds in feather CHRONO............................................ START
ACW BTC.........................CONFIRM CLOSED
HYD PRESS.......................................CHECK
30S AFTER FEATHERING............ ANNOUNCE
X CALL
“30 SECONDS”
CL1 FUEL S/O.................................... ORDER

X ORDER
“CL1 FUEL SHUTOFF”
CL1................................................FUEL S/O
DC BTC............................CONFIRM CLOSED
ENG 1 X REQUIRE
SHUTDOWN “AFTER LANDING CHECKLIST” X CALL & READ
“AFTER LANDING CHECKLIST”
Refer to QRH C/L, performed as a do-list: CM2
reads loudly, acts and checks without CM1
confirmation
“AFTER LANDING CHECKLIST COMPLETE”
NOTE: Taxiing should be done at GI power

During taxi, braking while PLs are in FI , may induce BRK TEMP HOT alarm and early brakes wear.

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
53. PARKING
LAST TURN TO TAXI & T/O LIGHT.................................... OFF HYD PRESS.......................................CHECK

PARKING VERIFY 3X3000PSI
POSITION X CALL
“HYDRAULIC OK”
AIRCRAFT PARKING BRAKE...........................ENGAGED

STOPPED AT X CALL X CALL
PARKING “PARKING BRAKE SET” “CHECK”
POSITION XPDR................................................... STBY
CL2...................................................... FTHR
NP STABILIZED.......................... ANNOUNCE
NP below 15%.
X CALL
“NP STABILIZED”
PROP BRAKE...............CHECK READY LIGHT
PROP BRAKE...........................................ON
PROP BRAKE BLUE LIGHT............CHECK ON PROP 2..............................CHECK STOPPED
X CALL
“PROPELLER STOPPED”
BOTH SEAT BELT SIGN..................................... OFF

PROPELLERS BEACON................................................ OFF
STOPPED PAX DOOR OPENING......................... ORDER
TAIL PROP POSITIONING.................... ORDER
X REQUIRE X CALL & READ
“PARKING CHECKLIST” “PARKING CHECKLIST”
Refer to QRH
“PARKING CHECKLIST COMPLETE”
IF EXTERNAL DC EXT PWR AVAIL......................CHECK ON

POWER DC EXT PWR P/B................................PRESS
AVAILABLE CL2................................................FUEL S/O
WING LIGHTS......................................... OFF
UNLOADING SIGNS.................................................... OFF

COMPLETED CDLS..................................................... OFF

NORMAL PROCEDURES
PROCEDURES
42-500 72-500
54. LEAVING THE AIRCRAFT

ALL X ORDER
DOCUMENTATION “LEAVING THE AIRCRAFT PROCEDURE”
FILLED OXYGEN MAIN SUPPLY.......................... OFF
WINDSHIELD HEATING........................... OFF
EMER EXIT LT ..................................DISARM
ADF....................................................... OFF
WEATHER RADAR.................................. OFF
EFCP...................................................... OFF
NAV 1+2................................................ OFF
• WITH GPU
FUEL PUMP 1+2.................................... OFF
COMs..................................................... OFF
DC EXT PWR.......................................... OFF
BATTERY................................................ OFF
LEAVING THE AIRCRAFT C/L has to be done
before switching off the battery.
• WITHOUT GPU
CL 2...............................................FUEL S.O
WING LIGHT........................................... OFF
FUEL PUMP 1+2.................................... OFF
COMS.................................................... OFF
BATTERY................................................ OFF
LEAVING THE AIRCRAFT C/L has to be done
before switching off the battery.
PARKING BRAKE............................AS RQRD
X CALL
“LEAVING THE AIRCRAFT PROCEDURE
COMPLETE”
BEFORE X REQUIRE
SWITCHING OFF “LEAVING THE AIRCRAFT CHECKLIST” X CALL & READ
BATTERY “LEAVING THE AIRCRAFT CHECKLIST”
Refer to QRH C/L
“LEAVING THE AIRCRAFT CHECKLIST
COMPLETE”

NORMAL PROCEDURES
MARCH
JULY 2120
ADDITIONAL SOP
42-500 72-500
NO GPU
55. HOTEL MODE OPERATIONS

55.1. INITIAL COCKPIT PREPARATION - STEP 1
In the following, no GPU is available. The start of Engine 2 in Hotel mode is done with the flight crew in the
cockpit then, the Initial Cockpit Preparation procedure (different short transit) is done by CM2 while CM1 is
performing the external inspection. When Hotel mode is running, at least one crew member must remain in
the cockpit.
The main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for the flight.
Refuelling in Hotel mode is prohibited.
IMPORTANT: NAC OVHT and ENG FIRE can be triggered in Hotel mode, with a tail wind greater than 10kts.
55.1.1. NORMAL FLIGHT PREPARATION IN HOTEL MODE
CM2
X DO
FOR DETAILS and all TESTS, REFER TO
EMER EQUIPMENTS....................................... CHECK
FCOM:PRO NOP NOR
GEAR PINS & COVERS.............................. ON BOARD
DOCUMENTATION..................................... ON BOARD
MFC AUTOTEST CHECK ALL CIRCUITS BREAKERS............................... CHECK
MFC 1A, 2A flashing (only if cargo door BRAKE HANDLE.......................................... PARKING
control panel is closed), then MFC 1B, 2B. PL 1 & 2.................................................... CHECK GI
GUST LOCK...............................................CHECK ON
CL 1 & 2......................................... CHECK FUEL S.O
EXTERNAL INSPECTION FLAPS LEVER & INDICATOR..... CHECK CONSISTENCY
PREPARATION LANDING GEAR LEVER........................ CHECK DOWN
To minimize BAT discharge, BAT should EEC 1 & 2............................................................PRESSED IN
remain OFF during external inspection. The WIPERS..............................................................OFF
external lights should be checked after BATTERY........... OFF DURING EXTERNAL INSPECTION
ENG 2 is started in hotel mode. HYD AUX PUMP pb pedestal........................... PRESS
Once ENG 2 is started in hotel mode one EXTERNAL INSPECTION.................PERFORM BY CM1
flight crew member must remain in the STBY HORIZON.................................. PULL TO CAGE
cockpit. BATTERY.............................................................. ON
MFC.......................................... MONITOR AUTOTEST
EMER BUS & ESS BUS...............CHECK ARROWS ON
PROP BRK ON UNDV light.............................................. CHECK OFF
Check the PROP BRK blue light is illuminated. STBY HORIZON.......................................... RELEASE
If not, depress HYD AUX PUMP PB on the pedestal. NAV lights............................................................ ON
When the READY green light illuminates, select PROP STICK PUSHER/SHAKER.................................... TEST
BRK ON. FUEL PUMP & FUEL X FEED............................... TEST
Check the UNLK red light is extinguished. ENG FIRE 2....................................................... TEST
ENG 2....................................START IN HOTEL MODE
DC GEN 2 FAULT light............................ TURNED OFF
ANN LT............................................................. TEST

NORMAL PROCEDURES
JULY 21
ADDITIONAL SOP
42-500 72-500
READY TO X CALL
START “GROUND FROM COCKPIT READY TO START
ENGINE 2 IN ENG 2 IN HOTEL MODE, CONFIRM SERVICE
HOTEL MODE DOOR CLOSED AND AREA CLEAR”
SERVICE DOOR............................ CLOSED

FUEL PUMP 2...................................... ON
Check RUN light on and FEED LO PRESS light off
WING LIGHTS....................................... ON
PROP BRAKE SWITCH.......................... ON
If PROP BRAKE sw is OFF, press HYD AUX PUMP
pb on pedestal in order to get the READY green
light, then set PROP BRAKE sw ON
RIGHT SIDE AREA…CHECK CLEAR
AFTER OUTSIDE X CALL

VISUAL CHECK “RIGHT SIDE CLEAR, READY TO START
ENGINE 2?”
X CALL
“I AM READY”
ENG START SELECTOR................ AS REQD

TIMING............................................ START START 2 P/B....................................PRESS
To monitor starter limitation START pb ON light comes
X CALL
“STARTER ON”
NH..............................................MONITOR
NH=10% CL2................................................. FTHR

For engine start in X CALL
hot environment, “FUEL OPEN”
refer to FCOM
ITT TIMING............................................ START

INCREASING LIGHT UP.................MONITOR WITHIN 10S
X CALL
“IGNITION”
NH=45% X CALL
“45%”
START 2 P/B........................................ OFF NH, ITT, OIL PRESS......................MONITOR

X CALL
“STARTER OFF”
START pb ON light turn off
OIL PRESSURE X CALL

INCREASING “OIL PRESS”
MAXIMUM START TIME................... WITHIN ITT MAX.................................. ANNOUNCE

LIMITATIONS
MAXIMUM START ITT....................... WITHIN X CALL
LIMITATIONS “ITT XXX°C”
TIMING..............................................STOP
X CALL
“START TIME XXX”

NORMAL PROCEDURES
JULY 21
ADDITIONAL SOP
42-500 72-500
PARAMETERS X CALL
ENG START SELECTOR.. OFF/START ABORT

BAT charge can be checked on overhead panel
DC GEN 2 VOLTAGE.........................CHECK EXT PWR............................................ OFF
DC GEN 2 FAULT LIGHT....................... OFF
DC BTC........................................ CLOSED
X VALVE OPEN LIGHT................ CHECK ON
PACK 1+2 FAULT LIGHT............CHECK OFF
PL2........................ADJUST AS REQUIRED
For the rest of the procedure, refer to COCKPIT PREPARATION - STEP 2, Normal flight preparation.
–starting from Scan on overhead panel – except for actions concerning Engine 2 fire test, STICK PUSHER/
SHAKER test, Propeller brake and Fuel pump 2, which are already performed.
55.1.2. SHORT TRANSIT IN HOTEL MODE

Refer to COCKPIT PREPARATION - STEP 2 (Short Transit) except that:
– service door remains closed
– during the ATPCS Static test, CM1 liaises with CM2 and monitor Propeller 2 from the outside. CM2 has to
make sure that PL2 is in Ground Idle position during the test.

NORMAL PROCEDURES
JULY 21
ADDITIONAL SOP
42-500 72-500
56. POWER BACK AND PUSH-BACK OPERATIONS

56.1. POWER BACK
Refer to : FCOM PRO NOP ANOR3
56.2. PUSH-BACK WITH TUG (FCOM PRO NOP ANOR 3)

Push-back is done after ATC clearance. Ground staff remains connected with the aircraft by using conventional
signs and/or headphones.
Parking brake is released and steering OFF.
Each crew member keeps his feet on the floor. Never uses brakes during push-back (to avoid tail strike and/
or strain on towing system).
IMPORTANT: Wait for disconnection of the tow bar before switching the steering ON.
IMPORTANT: NAC OVHT and ENG FIRE can be triggered during push-back in Hotel mode, with a tail wind greater than 10kts.
Avoid orientating aircraft in the tailwind direction. If the tail wind is above this limit, the push-back has to be done with the
propeller(s) running and unfeathered.
The following phraseology is used:
CLEARED FOR X DO

PUSH-BACK NW STEERING.................................... OFF
TOW BAR CONNECTION...............CONFIRM
BRAKE HANDLE........................... BRK OFF
FEET.................................. ON THE FLOOR FEET.................................. ON THE FLOOR
BRAKES: DO NOT USE BRAKES................................. DO NOT USE
X CALL
“GROUND FROM COCKPIT, I CONFIRM CLEAR
TO PUSH, FACING XXX, PARKING BRAKE IS
RELEASED, NOSE WHEEL STEERING IS OFF”
PUSH-BACK START UP ENGINE NUMBER 1 AND

COMPLETE RELEASE OF PROPELLER NUMBER 2 CAN
X DO & CALL BE PERFORMED DURING PUSHBACK,
PARKING BRAKE.................................. ON BASED ON LOCAL AGREEMENT
“GROUND FROM COCKPIT, PARKING BRAKE ON” Note: Unfeathering of propellers during pushback
can damage nosewheel and/or pushback servicing
TOW BAR
DISCONNECTED X DO & CALL
AND VISUALLY NW STEERING...................................... ON
CONFIRMED BY “YOU CAN DISCONNECT, GOOD BYE”
CREW
CONTINUE WITH TAXI PROCEDURE

NORMAL PROCEDURES
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57. NOISE ABATEMENT PROCEDURES

The noise abatements procedures contained in ICAO PANS-OPS (Vol 1 Part I section 7) have been designed
for application to turbojet aeroplanes only.
Even if not required for turbopropeller aeroplanes, ATR recommends the following procedures for noise
reduction on the ground.
– Do not use full reverse while taxiing

– Minimize the use of full reverse at landing
No particular noise abatement procedures are recommended in flight.
Local aerodrome procedures: Refer to published airport manuals (In Jeppesen charts, the Noise
Abatement page is usually in chapter 10-4).

NORMAL PROCEDURES
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ADDITIONAL SOP
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58. OPERATIONS IN ICING CONDITIONS

Please refer to Cold Weather Operations guide.

NORMAL PROCEDURES
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59. WET AND CONTAMINATED RUNWAYS

OPERATIONS
Please refer to the Performance guide.

NORMAL PROCEDURES
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60. LOW VISIBILITY OPERATIONS

Please refer to the All Weather Operations guide.

NORMAL PROCEDURES
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CDO
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61. CDO DESCENT

61.1 DESCENT INITIATION IN VS MODE
Calculation of Top of descent point is performed by the GNSS based on default or selected flight path angle
and any altitude and/or speed constraints. Unless ATC constraints dictate, the GNSS-calculated TOD should
be respected to ensure optimum flight path management. The overall strategy is to maintain the VDEV
centered, using indications on the EADI with LNAV mode selected or using VNAV page of the MCDU in HDG
mode. It should be understood that if deviating from flight plan in heading mode, the VDEV information in the
MCDU becomes less accurate.
Flight events PM PF
IF DESCENT ALT SEL................... SET TO CLEARED ALT

BEFORE VS......................................SET & ADJUST
TOD-1 MIN Set initially VS-500
When VDEV is centered, follow VS REQ on
DESCENT page (VNAV 2/2)
X CALL
FMA...............................................CHECK “ALT SEL FL XXX VS-500 ALT WHITE”
X CALL
“CHECK”
IF DESCENT ALT SEL................... SET TO CLEARED ALT
BETWEEN VS......................................SET & ADJUST
TOD-1 MIN Set initially VS-500
AND TOD When VDEV is centered, follow VS REQ on
FMA...............................................CHECK DESCENT page (VNAV 2/2)
X CALL
“CHECK”
X CALL
“ALT SEL FL XXX VS-500 ALT WHITE”
IF DESCENT AT VS......................................SET & ADJUST
TOD Set VS to join and maintain aircraft on scheduled
vertical path (VDEV centered).
VS REQ may be followed.
X CALL
FMA...............................................CHECK “ALT SEL FL XXX VS-XXX ALT WHITE”
X CALL
“CHECK”
IF DESCENT ALT SEL…SET TO CLEARED ALT

AFTER TOD VS…SET & ADJUST
Set VS at or above VS REQ until VDEV centered,
then follow VS REQ
X CALL
FMA...............................................CHECK “ALT SEL FL XXX VS-XXXX ALT WHITE”
X CALL
“CHECK”

NORMAL PROCEDURES
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61.2 DESCENT MONITORING & ADJUSTMENT IN VS MODE

Flight events PM PF
IF HEADING MCDU................................. SET LEG PAGE MCDU...............................SET VNAV PAGE

MODE LEG Page permits to read ALT and SPEED DESCENT....................................MONITOR
constraints on Flight Plan Monitor descent using VDEV and VS REQ
In LNAV mode : VDEV is displayed on EHSI as
long as nav source is RNV.
In HDG mode : Adjust descent regarding VS REQ
and FPA vs VB
VS................................................ADJUST
In order to maintain a coherent vertical profile,
VS should not exceed VS REQ on DESCENT
page (VNAV 2/2)

NORMAL PROCEDURES
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CDO
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62. APPROACH MANAGEMENT

The management of the approach depends on whether a 3D or 2D approach is planned. Approach
management includes the following elements:
Approach planning: determination of TOD and deceleration point
Preparation when cleared for the approach
Deceleration and configuration of the aircraft for landing
Interception of the final approach axis, following a STAR or Radar Vectors
Verification of navigation modes at 2Nm before FAF/P
Preparing the final descent and go-around just prior to the FAF/P
Commencing final descent at FAF/P
Final descent following and stabilization
Missed approach point
ILS approaches will be flown using a 3D technique where possible. The 2D technique is necessary for all
other types of approach.
Set speed bug 170
Cleared for approach
Intercept Final Axis
FAF
F15, gear down
F30, Vapp
Before landing checklist
Stabilized

NORMAL PROCEDURES
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63. APPROACH PROCEDURES

63.1 3D ILS OPERATION – STAR LINKED TO FINAL AXIS
Flight events PM PF
PASSING X COMMAND & DO

DECELERATION “SET SPEED BUG 170”
POINT X DO & CALL
SPEED BUG........................................ 170
“CHECK”
PL......................................................... FI
Maintain vertical profile as speed reduces
WHEN NAV SOURCE 1.....................................V/L 1 FMS FINAL AXIS INTERCEPTION.....MONITOR

INTERCEPTING ILS FINAL AXIS INTERCEPTION.......MONITOR
FINAL AXIS
WHEN LOC CONSISTENCY.........................CHECK

ESTABLISHED X CALL
ON FINAL AXIS “RUNWAY AXIS CONFIRMED”(1) HDG P/B.........................................PRESS
NAV SOURCE 2................................. V/L 2
ILS DISPLAY....................................CHECK
X CALL
“CHECK”
APP P/B..........................................PRESS
ADU/FMA........................................CHECK
ADU/FMA........................................CHECK X CALL
X CALL “APP MODE SET, LOC WHITE, GS WHITE”
“CHECK”

X CALL
X CALL
“CHECK”
LOC GREEN X CALL

ADU/FMA........................................CHECK “LOC GREEN”
X CALL
“CHECK”
GS* GS CAPTURE...............................MONITOR
X CALL
ADU/FMA........................................CHECK “GS STAR”
X CALL
“CHECK”
ALT SEL.............................SET TO G/A ALT

X CALL
ADU/FMA........................................CHECK “GO-AROUND ALTITUDE XXXX FEET SET”
X CALL
“CHECK”
AT TOD CHECK X CALL

ALTITUDE/ “TOP OF DESCENT XX DME CHECK”
DISTANCE
AGAINST
PUBLISHED
PROCEDURE
Flight events PM PF

NORMAL PROCEDURES
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CDO
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GS GREEN ADU/FMA........................................CHECK X CALL

X CALL “GS GREEN”
“CHECK”
FINAL APPROACH PATH...............MONITOR FINAL APPROACH PATH................ FOLLOW
AT VFE-5 FLAPS 15...................................... ORDER

X CALL X CALL
“SPEED CHECK” “FLAPS 15”
FLAPS LEVER....................................... 15
FLAPS POSITION...........ANNOUNCE WHEN
INDICATED
X CALL X COMMAND & DO
“FLAPS 15” “SET SPEED BUG WHITE BUG + 10”
X CALL
AT VLO-5 LANDING GEAR DOWN................... ORDER

X CALL X CALL
“SPEED CHECK” “GEAR DOWN”
LDG LEVER..................................... DOWN

PWR MGT SELECTOR............................ TO
TAXI & TO LIGHTS................................. ON
LDG GEAR...... ANNOUNCE WHEN LOCKED
X CALL
“GEAR DOWN”
CAPTAIN
CABIN REPORT �� OBTAIN
AT VFE-5 FLAPS 30...................................... ORDER

X CALL X CALL
“SPEED CHECK” “FLAPS 30”
FLAPS LEVER.......................................30
FLAPS POSITION...........ANNOUNCE WHEN
INDICATED
X CALL
“FLAPS 30” X COMMAND & DO
X CALL
“XXX SET” X REQUIRE
X CALL AND READ
REFER TO QRH
X CALL
63.2 3D ILS OPERATION – VECTOR TO FINAL AXIS

NORMAL PROCEDURES
JULY 21
CDO
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Flight events PM PF
PASSING X COMMAND & DO

DECELERATION “SET SPEED BUG 170”
POINT X DO & CALL
SPEED BUG........................................ 170
“CHECK”
PL......................................................... FI
Maintain vertical profile as speed reduces
CLEARED FOR HDG P/B.........................................PRESS

HEADING ADU/FMA........................................CHECK X CALL
X CALL “HEADING MODE SET, HEADING XXX”
“CHECK”
X CALL
”SET DIRECT TO INBOUND COURSE”
DTO INBOUND CRS FAF/P... SET & ENGAGE
X CALL
“CONFIRM?”
MCDU............ CHECK CORRECT WAYPOINT
AND INBOUND COURSE
X CALL
“CHECK”
MCDU............................................. EXEC*
NAV SOURCE 1................................. V/L 1 NAV SOURCE 2................................. V/L 2
CLEARED FOR APP P/B..........................................PRESS

APPROACH ADU/FMA........................................CHECK
X CALL
ADU/FMA........................................CHECK “APP MODE SET, LOC WHITE, GS WHITE”
X CALL
“CHECK”

X CALL
X CALL
“CHECK”
CHECK LOC CONSISTENCY.........................CHECK

AIRCRAFT X CALL
ESTABLISHED “RUNWAY AXIS CONFIRMED”(1) X CALL
ON CORRECT “CHECK”
LOC USING
ND OR HSI
LOC GREEN X CALL

ADU/FMA........................................CHECK “LOC GREEN”
X CALL
“CHECK”
GS* GS CAPTURE...............................MONITOR
X CALL
ADU/FMA........................................CHECK “GS STAR”
X CALL
“CHECK”
ALT SEL.............................SET TO G/A ALT

X CALL
ADU/FMA........................................CHECK “GO-AROUND ALTITUDE XXXX FEET SET”
X CALL
“CHECK”
Flight events PM PF

NORMAL PROCEDURES
JULY 21
CDO
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AT TOD CHECK X CALL

ALTITUDE/ “TOP OF DESCENT XX DME CHECK”
DISTANCE
AGAINST
PUBLISHED
PROCEDURE
GS GREEN X CALL
FMA...............................................CHECK “GS GREEN”
X CALL
“CHECK”
FINAL APPROACH PATH...............MONITOR FINAL APPROACH PATH................ FOLLOW
CONFIG AS FOR ILS LINKED TO STAR

NORMAL PROCEDURES
JULY 21
CDO
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63.3 AIRCRAFT CONFIGURATION MANAGEMENT

The aircraft configuration (flaps and gears position) in approach is detailed in the following for normal
operations.
Approach type Deceleration point Configuration guide Fully configured
10 NM before Flaps and gear when VFE/ To be fully configured by

3D approach
touchdown VLE-5 stabilization altitude
Circle-to-land: refer to FCTM flight profile

Visual circuit: refer to FCTM flight profile
DECELERATION POINT CALCULATION
The deceleration point is calculated to ensure stabilization at 1000 feet AAL for 3D approach. Standard
speed reduction point is 10NM from touchdown, to initiate reduction from descent speed to final approach
speed (“ACTIVATE APPROACH SPEEDS”). This is based on 20T (ATR72) landing weight, no wind, on a 3°
descent path using the 3D approach technique. The 10NM must be adjusted according to the following
table:
20T no wind 3° slope 3D approach 10NM

Weight correction +1NM/ton
Wind correction +1NM/10kts tailwind
4° slope correction +5NM
For example, landing at 22T with 10kt tailwind, flying an RNAV(GNSS) approach, the deceleration point
would be:
10NM (standard distance) + 2NM (weight correction) + 1NM (wind correction) = 13NM from touchdown

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64. UPSET PREVENTION & RECOVERY TRAINING

64.1. INTRODUCTION
ATR UPRT policy is fully aligned with the new revision 3 of the Airplane Upset Prevention and Recovery
Training Aid Revision 3 available on ICAO website.
As stated by ICAO in their introduction, this document “…is the result of close collaboration between ICAO,
Airbus, ATR, Boeing, Bombardier and Embraer. ICAO recognizes that this training aid is key in supporting its
safety priority for mitigating loss of control in flight risks”.
The AUPRTA Revision 3 is available on ICAO website with the following links:
• For computers: http://www.icao.int/safety/loci/AUPRTA/index.html
• For tablets and smartphones: http://www.icao.int/safety/loci/AUPRTATablet/index.html
The document now includes the input from ATR to reflect turbo-prop operations. The revised document also
emphasizes that an upset exists anytime an airplane is diverging from what the pilots are intending to do.
Hence the definition of airplane upset adopts the concept of “undesired airplane state” and the pilots
awareness of this regardless of specific pitch and/or bank angle parameters or airspeed.
The manufacturers in this revision focus their training recommendations on recognition and prevention within
the operational flight envelope. The recommended training sequences within the AUPRTA Revision 3
document are grouped by upset-inducing topics, with each topic consisting of the exercise conditions,
training objectives, description and rationale.
We also refer our customers to the ATR Flight Safety Conference Presentation, “Watch Your Speed in Cruise”
available on ATR Active and to the UPRT trainer available on Apple store:
ATR encourage operators to utilize and incorporate this AUPRTA Revision 3 and ATR Safety Conference
presentation in their UPRT training.

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ABNORMAL SITUATIONS
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64.2. DEFINITION OF AIRPLANE UPSET

An airplane upset is an undesired airplane state characterized by unintentional divergences from parameters
normally experienced during operations.
An airplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the
conditions.
Deviations from the desired airplane state will become larger until action is taken to stop the divergence.
Return to the desired airplane state can be achieved through natural airplane reaction to accelerations, auto-
flight system response or pilot intervention.
64.3. MONITORING
ATR and the other aircraft manufacturers believe that flight crew engagement combats complacency through
active monitoring. Therefore, active monitoring is the critical element to ensure awareness and avoidance of
undesired airplane states and provides the strongest countermeasure against startle.
An engaged crew is in the best position to cope with undesired airplane states.
In the context of undesired airplane states, active monitoring means keeping track of the environment, the
airplane’s energy state and flight path trajectory. This creates expectations about future airplane state to
detect deviations in order to take timely corrective actions.
Effective monitoring of the environment, the airplane energy state and flight path depends very heavily on an
accurate and comprehensive understanding of the current airplane’s energy state and flight path trajectory
based on the relevant indications of its status. This understanding, or mental model, can then be used to
create expectations about future state and deviations from the expected state. These expectations then
serve as a baseline for monitoring.
Active monitoring is the responsibility of all crew members to ensure the airplane state is understood and
correct for the situation.
Each pilot should:

• Know and understand the expected airplane state for the situation
• Communicate expectations
• Keep track of current airplane state
• Detect and communicate deviations from expectations
• Assess risk and decide on a response
• Update and communicate understanding
• Take timely corrective actions
64.3.1. ENERGY STATES / AIRCRAFT PERFORMANCE

A pilot has three sources of energy available to manage or manipulate the flight path of an airplane.
The term «energy state» describes how much of each kind of energy the airplane has available at any given
time.
Pilots who understand the airplane energy state will be in a position to know instantly what options they may
have to maneuver their airplane and therefore manage the trajectory.
The three sources of energy are:
a. Kinetic energy, which increases with increasing airspeed.
b. Potential energy, which is proportional to altitude.
c. Chemical energy, from the fuel in the tanks which can be converted to thrust.

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These three types of energy can be traded, or exchanged:

• Airspeed can be traded for altitude (kinetic to potential energy)
• Altitude can be traded for airspeed (potential to kinetic energy)
• Thrust can be converted into airspeed and/or altitude (chemical to either kinetic or potential energy)
Kinetic energy needs to be replenished (from potential or chemical energy), as it is continuously expended in
the process of generating the aerodynamic forces acting on the airplane which result in controlled flight (lift
and drag).
This process of consciously controlling the energy state of the airplane is referred to as «energy management».
The trading of energy must be accomplished with a view toward the final required energy state.
The objective of energy management is to keep the desired kinetic, potential and chemical energy within
operating limits.
This objective is especially important during an inadvertent upset and the ensuing recovery.
The process of controlling forces to produce a new energy state takes time. Airplanes of larger mass generally
take longer to change orientation than airplanes of smaller mass. The longer time requires the pilot to plan
ahead more in a large-mass airplane to make sure that the actions taken will achieve the final desired energy
state.
The amount of time required is a function of the mass of the airplane and the magnitude of the applied forces.
It is also a function of the aircraft actual performance versus the expected performance, for example when
encountering icing conditions, an unusual power required and/or unusual acceleration rate or vertical speed
can be an indicator of ice accretion effect. In that intent, it is crucial that pilots are aware of and expect their
aircraft performance and presets during climb (vertical speed) and level off (target speed, acceleration rate)
in order to perform the most effective monitoring and ensure a timely recovery.
64.3.2. MONITORING OF AIRCRAFT PERFORMANCE IN ICING CONDITIONS

For more information refer to FCOM.
In-service events have evidenced that many upset situations where associated with a lack of flight crew
active monitoring linked to aircraft performance degradation.
These situations mainly occurred during operations in icing conditions where the aircraft had been flown at
or below minimum icing speeds without recovery actions until the aircraft stalled or became unstable in roll.

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ATR believes that active monitoring and aircraft performance expectations, in terms of climb performance
and cruise parameters, are key to prevent any undesired airplane state and to detect and to recover early
enough any aircraft performance degradation.
The effects of ice accretion on the airplane first consist in a drag increase.
It can generate either a loss of climb rate in climb or a loss of airspeed in cruise. Therefore the monitoring of
the rate of climb (in climb) or of the airspeed (in cruise) should be tight to allow detection of icing conditions
that may not be obvious from a visual standpoint (such as clear ice accretion for instance).
The rate of ice accretion depends on a lot of parameters and induced drag increase can be very slow and
progressive or on the contrary fast and massive. The lower is the airspeed, the quicker and the more
important can be such performance decrease. This underlines the importance of an early identification of
loss of performance of the airplane especially when margin to VmLB0icing is limited.
CLIMB
In climb, the AP/FD must be used in IAS mode that maintains the aircraft speed by adjusting the pitch , which
impacts the rate of climb. Any other vertical mode (pitch hold, V/S) is prohibited.
ATR recommends anticipating the entry into icing conditions: if the airplane is not in icing conditions yet but
approaches icing conditions (for instance, a cloud layer above and/or TAT progressively decreasing), the
target climb speed should be increased and the anti-icing systems engaged before actually entering icing
conditions.
The flight crew should monitor the rate of climb to identify any possible loss of performance. At any time
above Minimum Safe Altitude (MSA), a decrease in performance can lead the flight crew to choose a cruise
level below the initial target. For information, in terms of energy exchange, a climb rate of 100ft/min is
equivalent to a speed increase of 10 Kts. For example, if climbing at 400 Ft/min the aircraft will accelerate by
40 Kts when levelling off.
Given the factors that influence the rate of climb (weight, temperature, turbulence, etc.), it may not be easy
for the flight crew to detect a climb performance lower than normal. However the operational ceilings are
defined when the rate of climb reaches a threshold of:
- 300 Ft/min in normal condition
- 100 Ft/min in icing condition
Since they are computed with a lower residual rate of climb in icing conditions, the operational ceiling values
may be higher than in normal conditions. In such case, the operational ceiling is the lowest of the two.
Therefore if the climb rate decreases under 300 ft/min, it means that the aircraft is reaching its operational
ceiling and a level off should be considered. At the latest when climb rate reached 100 ft/min or less, a level
off will certainly not be enough to regain airspeed and the severe icing procedure has to be applied.
CRUISE
Depending on the altitude and temperature, this power level should bring the aircraft to a specific IAS (in
FCOM PERFO 3.05.03).
This target airspeed should be known by the flight crew and bugged so that a deviation from this value could
be easily identified.
Any ice accretion will generate an increase in drag and a decrease in airspeed. Whatever the severity of ice
accretion, there will still be a loss due to ice on unprotected areas (e.g. radome, wipers, spinners, ...). In most
situations, the use of anti and de-icing systems will be enough to limit the loss of performance and it may
even be almost transparent.
As soon as a loss of airspeed is identified, the flight crew should monitor that it stabilizes. If the airspeed
keeps decreasing, the flight crew should take all necessary actions to maintain airspeed above
VmLB0icing+10 kt.

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Of course, the time available to the flight crew between the moment they identify the loss of airspeed and the
moment they need to take an action depends on the margin that is available above the minimum speed and
the rate of ice accretion. That is the reason why it is recommended, if icing conditions are likely on the
planned route, to choose a flight level that provides a cruise speed at least 40 kt above the minimum icing
speed.
To regain or maintain airspeed, a first action can be to increase the rotation speed of the propellers (CL set
to 100%) that helps de-icing the blades. If this is not enough and the IAS continues to decrease, the flight
crew should prepare a descent strategy (MSA, escape route,...).
Example: For an ATR 72 with a takeoff weight of 22T, VmLB (FLAPS 0) icing (ICING BUG) is 165 kt. In ISA
+5 °C and if icing conditions are expected, to maintain at least a margin of 40 kt between VmLB (FLAPS 0)
icing (ICING BUG) and the cruise speed target, the maximum cruise level would be FL180 where cruise
speed target is 205 kt.
In any case if the airspeed cannot be maintained above VmLB0icing+10 kt, the flight crew shall immediately
apply the severe icing procedure and initiate a descent.
64.4. CAUSES OF AIRPLANE UPSETS

An airplane upset is not a common occurrence. There are a variety of reasons why upsets occur, including:
• Pilot-induced
• Mis-use of airplane automation
• Environmentally-induced
• Systems-induced.
64.4.1. PILOT-INDUCED AIRPLANE UPSETS

INSTRUMENT CROSS-CHECK
Pilots must cross-check and interpret the instruments. When a divergent indication exists from what was
intended, it must be communicated to the other pilot and corrected with proper pitch, bank and power
adjustments.
Misinterpretation of the instruments and/or lack of “active monitoring” by the pilots can lead to an airplane
upset.
An important factor influencing cross-check technique is the ability of the pilot: all pilots do not interpret
instrument presentations with the same speed; some are faster than others in understanding and evaluating
what they see. One reason for this is that the natural ability of pilots varies. Another reason is that the
experience levels are different. Most of the time, the level of crew “active monitoring” is a prime factor. Proper
instrument crosscheck must be adequately trained and practiced.
Because situations may change rapidly during high work-load periods, it is crucial for both pilots to monitor
the flight path and instruments.
In a low workload environment, one pilot can usually monitor the airplane as there is normally little change.
Since it is difficult to stay focused on monitoring during low workload periods, it may be beneficial for pilots
to alternate this responsibility.
The important thing to remember is that at least one pilot must monitor the airplane at all times.
Effective active monitoring allows the crew to intervene before an upset can occur.

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ABNORMAL SITUATIONS
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ADJUSTING ATTITUDE AND POWER
A satisfactory instrument cross-check is only part of the task because it is necessary for the pilot to ensure
the correct adjustments to pitch, bank and power are made in order to control the airplane.
Airplane upsets have occurred when the pilot has made incorrect adjustments.
This can happen when the pilot is not familiar with the airplane response to power adjustments or control
inputs. Pilots are very well experienced in the low altitude environment, but usually only observe the autoflight
systems handle the airplane at high altitude. For this reason, they tend to make larger than necessary control
inputs (inputs which would be appropriate at low altitude will most likely be too large at higher altitudes).
Control inputs are usually based upon understanding what the outcome should be.
If the pilot’s control inputs are reactionary, unplanned or excessive, the airplane reaction may be a complete
surprise.
A continued divergence from what is expected due to excessive control inputs can lead to an upset.
There have also been instances when two pilots have applied opposing inputs simultaneously leading to an
upset or a failure to recover from an upset.
INATTENTION AND COMPLACENCY
A review of airplane upsets shows that inattention or neglect of “actively monitoring” can result in upsets.
Many events can be traced to inadequate instrument cross-check; for example, neglecting to monitor all the
instruments or fixating on certain instrument indications and not detecting changes in others.
Although flight path control responsibility is shared while under ATC radar vectoring, situational awareness
and vigilance cannot be relaxed and/or delegated to ATC.
DISTRACTION FROM PRIMARY COCKPIT DUTIES
Distractions can be external or self-induced.
“Control the airplane first” has always been a guiding principle in flying.
Cockpit discipline is the principle that must be respected to ensure that at least one pilot is actively monitoring.
It is impossible to intervene to stop a divergence if the crew is not actively monitoring the airplane.
A pilot who is aware of the energy and flight path is less likely to be startled and therefore more likely to deal
with the situation with controlled inputs versus reactive responses.

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64.4.2. MISUSE OF AIRPLANE AUTOMATION

Technology in modern airplanes includes flight directors, autopilots, auto-throttles and flight management
systems.
Systems will react to what the pilot commands even if it is not what the flight crew intended. Failure to confirm
and monitor intended modes of operation may lead to an airplane upset.
Reliability of modern technologies can lead to overconfidence and eventual complacency.
PILOT-INDUCED OSCILLATIONS (PIO) / AIRPLANE-PILOT COUPLING (APC)
All airplane are developed and certified to ensure control is easy and well-behaved throughout the operational
flight envelope.
Testing to ensure these good handling characteristics assumes that pilots are utilizing typical piloting
techniques.
In some circumstances, pilot control inputs can cause unwanted secondary airplane motion that could lead
or contribute to an upset or loss of control.
This condition occurs when a pilot’s commands become out of phase with the airplane’s motion.
There could be a number of technical or human factor causes for this condition, including over-speed, some
out-of-trim conditions or some flight control system failures.
To the pilot, all of the causes result in the airplane not responding as quickly, or as aggressively, as the pilot
desires.
This leads to pilot inputs that grow increasingly out of phase with the airplane response.
During an upset recovery a PIO/APC can also be initiated when the pilot reacts with large rapid inputs before
determining what is happening.
The net effect is that pilot inputs may produce unexpected airplane motion with accompanied pitch or roll
oscillations.
Sometimes, the PF may be so involved in regaining control, s/he may not be aware of this oscillatory motion.
In this case, the pilot monitoring may need to verbalize the PIO/APC condition or be prepared to take control.

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64.4.3. ENVIRONMENTALLY-INDUCED
WAKE TURBULENCE
DESCRIPTION
Wake turbulence is the leading cause of aircraft upsets.
Vortex Generation
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.
Vortex Strength
The strength of the turbulence is determined predominantly by the weight, wingspan, and speed of the
airplane. The greatest vortex strength occurs when the generating aircraft is heavy-clean-slow.
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.
Induced Roll
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.

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ICAO RECOMMENDATIONS
ICAO Aircraft Category
ICAO has classified the aircraft in three Wake Turbulence categories. Refer to ICAO Doc 4444 Air Traffic
Management, §4.9 Wake Turbulence Categories. ATR aircraft are classified as “Medium”.
MTOW Wake Turbulence Category

>136 tons Heavy
7 tons < MTOW < 136 tons Medium
<7 tons Light
ICAO separation minima

ICAO has specified wake turbulence separation minima -the main ones are reminded below. Refer to ICAO
Doc 4444 Air Traffic Management, §5.8 Time-Based Wake Turbulence Longitudinal Separation Minima for
additional information.
ATR behind… Departing Arriving

Heavy 3 min reduced to 2 min (under 2 min
specific circumstances)
In case of ATS surveillance systems, the following minima apply. Refer to ICAO Doc 4444 Air Traffic
Management, §8.7.3 Separation minima based on ATS surveillance systems.

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ATR behind…
Heavy 5 Nm
Light / medium 3 Nm reduced to 2.5 (under specific
circumstances)
NOTE: For additional information regarding good practices to avoid wake turbulence, you may refer to FAA publication AC 90-
23F Aircraft Wake turbulence (2002).
REPORTING PROCEDURE
If significant wake turbulence is encountered, it must be reported to Air Traffic Control immediately and an
air safety report must be completed after the flight.

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64.4.4. WINDSHEAR
NOTE: ATR operational documentation reference is FCOM PRO NOP ANOR 8.4.
DESCRIPTION
Windshear is a notable change in wind direction and/or speed over a short distance.
NOTE: The air moves downwards until it hits ground level and then spreads outward in all directions.
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. If a
slow moving airplane passes through windshear, the winds can cause it to lose control and plunge toward
the ground.
Here is an example of the windshear effects during approach:
DETECTION
The following are indications that the aircraft is encountering windshear conditions.

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On ground
• Unusual lack of speed acceleration during rolling phase
• Unusual time to reach V1/VR
In flight
Unacceptable flight path deviations recognized as uncontrolled changes from normal steady state flight
conditions below 1,000 feet AGL:
• Indicated airspeed variations in excess of 15 kts;
• Groundspeed variations (decreasing head wind or increasing tail wind, or a shift from head wind to tail
wind);
• Vertical-speed excursions of 500 ft/mn or more;
• Pitch attitude excursions of 5° or more;
• Glide slope deviation of one dot or more;
• Heading variations of 10° or more; and,
• Unusual Power Lever activity or unusual Power Lever position for a significant period of time;
• Or a combination of all these effects.
DEFENCE
Effective defence against windshear is performed by:
• Forecasting, recognizing and avoiding windshear,
• Correctly reacting to windshear encountered during the takeoff, initial climb, approach and landing.
PROCEDURES
Take-off procedure
If a windshear is forecasted or reported, delay the take off.
If a risk of a low-level windshear is expected:

• Calculate VR, V2 for the maximum limiting take-off weight for the day.
• Closely monitor the airspeed and airspeed trend during the take-off roll to detect any evidence of impending
windshear.
If a windshear is experienced before V1, the take-off must be rejected if unacceptable airspeed variations occur
(not exceeding the target V1) and if there is sufficient runway remaining to stop the aircraft.
If a windshear is experienced after lift-off,
PM PF
X CALL
“WINDSHEAR”
Verify power setting. Increase pitch to 10°(1), disregarding FD indication.
Apply maximum power.(2)
Verify all required actions have been completed Do not change the configuration until out of
and call any omissions. windshear condition.(3)
Monitor vertical speed and altitude.(4) When positively climbing, retract the gear and
return to normal climb profile.(4)
Approach procedure
If a windshear is forecasted or reported, delay the approach.
If a windshear is experienced, abort approach:

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PM PF
X CALL
“WINDSHEAR”
Verify power setting. Increase pitch to 10° (1), disregarding FD
indication.
Verify all required actions have been Apply maximum power. (2)
completed and call any omissions. Do not change the configuration until out of
windshear condition.(3)
Monitor vertical speed and altitude.(4)
When positively climbing, retract flaps one
notch and landing gear then return to normal
climb profile.(4)
(1)
Microburst reduces airspeed and lift at normal attitude which results in a pitch down tendency to regain airspeed. Flight
path must be controlled with pitch attitude.
10° pitch attitude is the best compromise, making it to ensure a climbing slope while respecting acceptable high value of AOA.
If necessary, increase power to the ramp and increase pitch up to the limit of stick shaker activation.
(2)
Advance the Power Levers to the Ramp, or to the Wall if necessary.
(3)
Leaving the gear down until the climb is established will allow absorbing some energy impact, should a microburst exceed
the aircraft capability to climb.
(4)
Positive rate of climb must be verified on at least two instruments.
NOTE: For additional information regarding good practices to cope with windshear, you may refer to FAA publication AC 00-54
Pilot Windshear Guide (1988).
Reporting procedure
If significant windshear is encountered, it must be reported to Air Traffic Control immediately and an air safety
report must be completed after the flight.

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64.5. APPROACH TO STALL AND STALL RECOVERY

NOTE: ATR operational documentation references is FCOM PRO NOP ANOR 1.4.
64.5.1. DESCRIPTION
Stall occurs when the wing’s critical angle of attack is exceeded and lift is reduced substantially due to the
airflow separation over the upper surface of the wing.
The secondary stall is a premature increase in angle of attack that results in another stall event during stall
recovery, prior to establishing stable flight conditions.
When approaching the stall, there is no noticeable change in the ATR behavior; that is the reason why the
aircraft is equipped with two “artificial” devices -stick shaker and stick pusher- based on the angle of attack
measurement to detect the approach to stall.
64.5.2. DETECTION
Natural or artificial clues may be detected as a consequence of an approaching or imminent stall:
• reduced roll stability and aileron effectiveness
• inability to maintain altitude or rate of descent
• buffeting
• stick shaker that warns the pilot on approaching the stall
• stick pusher if angle of attack continues increasing despite stick shaker alerts
• low airspeed visual or aural indications
• reduced elevator (pitch) authority

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64.5.3. PROCEDURES
STALL PROCEDURE
At the first indication of stall (see detection clues above) or in case of effective stall, during any flight phases
(except at lift-off), immediately apply the following:
Flight events PM PF
AT 1ST STALL X CALL

INDICATION OR “STALL MEMO ITEMS”
IN CASE OF X DO
EFFECTIVE CONTROL COLUMN........PUSH UNTIL STICK
STALL X DO SHAKER STOPS (1)
FLAPS................................................. 15° PL..........................INCREASE AS NEEDED
X COMMAND
“FLAPS 15”(2)
X DO
CONTROL WHEEL............. ROLL TO WINGS
LEVEL(3)
OUT OF STALL X DO

RECOVER SMOOTHLY (4)
RECOVERY X DO
COMPLETE RETURN TO THE DESIRED FLIGHT PROFILE(5)
(1)
The priority is to reduce the angle of attack.
Crew members must accept to lose altitude. To recover from a stall or approach to stall and maintaining the altitude at the
same time is not possible.
(2)
If the aircraft is in flaps 0° configuration, extend flaps to 15° during the recovery.
In all other configuration and for any flight phase maintain the current configuration for the recovery.
(3)
To correctly orientate the lift vector for recovery.
(4)
To avoid secondary stall.
(5)
Fly the aircraft first and then when it is under control, fly the trajectory.
NOTE: Use rudder with care during stall recovery as it can worsen the situation.
If angle of attack continues increasing up to the stick pusher angle of attack threshold, the control column is
suddenly and abruptly pushed forward. This initiates the stall recovery.
Apply the stall procedure previously described.
Never counteract the stick pusher action.
PROCEDURE AT LIFT-OFF
Incursion in stick shaker range during lift-off can be generated by:

• Excessive pitch up during rotation
• Excessive rate of pitch rotation
• Turbulences
• Windshear situation
In this case, maintain 10° pitch and when out of the stall warning, follow FD bars.
REPORTING PROCEDURE
If stall is experienced, it must be reported to Air Traffic Control immediately and an air safety report must be
completed after the flight.

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64.6. UNUSUAL ATTITUDE RECOVERY
64.6.1. NOSE UP
DETECTION
Steep nose up and possible high bank Eyebrow: guidance to nose down
Speed reducing rapidly
PROCEDURE
Flight events PM PF
MONITOR ATTITUDE, AIRSPEED AND CONTROL COLUMN.......................... PUSH

ALTITUDE THROUGHOUT THE RECOVERY. FOLLOW EYEBROW IF IT APPEARS
VERIFY ALL REQUIRED ACTIONS HAVE BEEN
COMPLETED AND CALL ANY OMISSIONS. PL.............................. ADVANCE TO RAMP
WHEN NOSE IS CONTROL WHEEL...ROLL TO WINGS LEVEL

BELOW THE STOP DESCENT
HORIZON PL................................................ADJUST

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64.6.2. NOSE DOWN
DETECTION
Steep nose down and possible high bank Eyebrow: guidance to nose up
Speed increasing rapidly
PROCEDURE
Flight events PM PF
MONITOR ATTITUDE, AIRSPEED AND PL............................................... FLIGHT IDLE

ALTITUDE THROUGHOUT THE RECOVERY. CONTROL WHEEL........ROLL TO WINGS LEVEL
VERIFY ALL REQUIRED ACTIONS HAVE BEEN
COMPLETED AND CALL ANY OMISSIONS. PULL BACK SMOOTHLY FOLLOWING
EYEBROW IF IT APPEARS
WHEN NOSE IS STABILIZE THE TRAJECTORY

ON THE HORIZON PL..................................................... ADJUST
64.6.3. REPORTING PROCEDURE

If unusual attitude is experienced, it must be reported to Air Traffic Control immediately and an air safety

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65. BOUNCE LANDING

65.1. DESCRIPTION
Bouncing at landing usually is the result of high energy approach. In-service experience shows that most of
the events involving bounces at landing resulted from the following factors:
• Excessive airspeed during approach
• Engine power on touchdown
• Late flare initiation
• Incorrect flare technique
Some environmental factors could also contribute to experience bounce at landing, such as:
• Windshear
• Thermal activity
65.2. HOW TO PREVENT

Available material supporting the prevention of bounce landing
ATR has developed materials to support operators in preventing bounce at landing occurrences. This material
is intended to be used during pilot training, to raise their awareness regarding the factors which contribute to
this type of event. It enables pilots to identify these factors and to take appropriate actions to correct the
situation at an early stage, before it results in bounces at landing.
• “ Watch your speed in approach” material, presented during 2016 Flight Safety Conference, is available on
ATRactive
• The landing trainer application is available on itunes for Apple platforms.

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Approach Speed
APP = VmHB + WIND FACTOR
The approach speed is defined as V
or VMCL, whichever is higher
Where WIND FACTOR is the highest of:
− 1/3 of the head wind velocity,
− Or the gust in full.
WIND FACTOR is limited to a maximum of 15 kt.
VAPP provides appropriate margins to avoid approaching stall during the approach and flare, and to
accommodate turbulences and wind gradient that would be encountered during the approach and landing.
Stabilized Approach
The most efficient prevention is to ensure the approach is stabilized with a focus on the airspeed and the rate
of descent.
Stabilization means:
• Aircraft configured for landing
• All briefing and checklists done
• Lateral flight path management
• Energy management
- Pitch
- Power
- Speed
- Vertical flight path
In case of un-stabilized approach, at any point during the approach, a go-around shall be performed.
For indication, when the aircraft is stabilized in approach at VAPP on a 3° descent path, the pitch attitude
should be in the range -2.5° to +1°. A pitch attitude lower than -2.5° during the approach may indicate an
excess of aircraft energy.
Correct landing technique

Power reduction shall be initiated passing 20 ft. The touchdown shall occur with power levers at Flight Idle.
In coordination with power reduction, the pilot flying progressively adjusts aircraft pitch to flare the aircraft.
Airspeed reduction during flare is normal. Touchdown should occur at an airspeed below VAPP .
For indication, a pitch attitude below -1.5° at touchdown would result in contact with the runway on the nose
landing gear first and would lead to a bounce.

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65.3. BOUNCE RECOVERY - REJECTED LANDING

In case of significant bounce at touchdown, the following rejected landing technique must be applied:
− Maintain a normal landing pitch attitude
− Initiate a rejected landing by advancing power levers to the ramp
− Maintain the landing gear and flaps configuration
− Be ready for a possible second touchdown
• Should a second touchdown happen, as landing pitch attitude is maintained and power is increased, it
would be soft enough to prevent damage to the aircraft.
− When steady positive climb is established, follow normal go-around procedures.
Note: When a rejected landing is initiated, the flight crew must be committed to proceed with the intended maneuver.
65.4. COMMITMENT FOR GO-AROUND

If a rejected landing is initiated, the flight crew must be committed to proceed with the intended maneuver
and not retard the power levers in an ultimate decision to complete the landing.
Reversing a go-around decision usually is observed when the decision to reject the landing and to initiate a
go-around is taken by the PF but is overridden by the other crewmember.
Runway overruns, impact with obstructions and major aircraft damage (or post impact fire) often are the
consequences of reversing an already initiated rejected landing.
66. CREW MEMBER INCAPACITATION

66.1. DESCRIPTION
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.
66.2. DETECTION
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.

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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 member feels sick, he must inform the other crew member and transfer the flying task.
66.3. PROCEDURE
The recovery from any detected incapacitation of a crew member shall follow the following sequence.
FLIGHT
The remaining pilot must ensure the control and resume the aircraft to a safe flight path. He has to call “MY
CONTROL” and use Autopilot and headset.
INCAPACITATION
The remaining 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.
ORGANIZATION AND COMMUNICATION
REMAINING PILOT
• AP ON
• Coupling on remaining pilot
• Resume to a safe flight path
• Headset ON
• Flight attendant call
• Message “MAYDAY” to ATC
• Situation assessment
• Decision
• Report decision to ATC
The remaining pilot must land as soon as possible on an suitable airport, taking into account incapacitated
pilot state of health, airport equipments (prefer airport with ILS approach), weather and runway conditions,
knowledge of airport by the remaining pilot (...), and request medical assistance:
‘‘MAYDAY, MAYDAY, MAYDAY, (CALL SIGN) EXPERIENCING CREW INCAPACITATION, REQUEST MEDICAL
ASSISTANCE ON LANDING’’
The remaining pilot must:

• perform PF and PM tasks
• verify and calls loudly all actions
• perform all checklists loudly

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67. RUDDER USE

67.1. GENERAL
On February 8th, 2002, the National Transportation Safety Board (NTSB), in cooperation with the French
“Bureau Enquêtes Analyse” (BEA), issued recommendations for aircraft manufacturers to re-emphasize the
structural certification requirements of the rudder and vertical stabilizer, showing some maneuvers which can
result in exceeding design limits and even lead to structural failures.
In this perspective, AFM and FCOM LIM.3 now states:
Rapid and large alternating controls inputs, especially in combination with large changes in pitch, roll or yaw
(e.g. large sideslip angles) may result in structural damage at any speed, including below maneuvering
speed VA.
67.2. RUDDER GOOD PRACTICES

The rudder may be used:
• In normal operations, for directional control:

— During the take-off roll, when on ground, especially in crosswind conditions.
— During the landing flare with crosswind, for decrab maneuver.
NOTE: Correction in upwind direction requires less effort than in downwind direction. An equal effort will have a stronger
effect upwind. Just releasing the downwind input without applying a force in upwind direction will lead to a rudder deflection
in upwind side, allowing heading corrections only through downwind pedal movements.
— 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 asymmetric 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 maneuvers 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.
• During stall recovery as it can worsen the situation.

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68. MANAGING TAWS

On the ATR 500, the Terrain Awareness Warning System (TAWS) is called the Enhanced Ground Proximity
Warning System (EGPWS).
A pilot must never fly in a situation which may put his aircraft in jeopardy. An immediate reaction against
activation of terrain avoidance alarm is vital regarding flight safety. Air disaster analysis shows that crew
involved did not trust the terrain avoidance warnings and as a consequence did not take the proper action.
NOTE: Only when flying in daylight VMC, a warning may be ignored if due to specific terrain configuration and in sight of
obstacles. The warning can be considered as a caution and the approach can be continued.
IMPORTANT: At night, in IMC or in daylight VMC if obstacles location is unknown, an immediate go-around must be initiated.
To have the details of the existing TAWS alerts and the associated procedures, refer to ATR operational
documentation: FCOM PRO NOP NSU - NAVIGATION: GPWS.
REPORTING PROCEDURE
If a TAWS warning is experienced, it must be reported to Air Traffic Control immediately and an air safety
69. MANAGING TCAS WARNINGS

NOTE: ATR operational documentation references is FCOM PRO NOP NSU - NAVIGATION : TCAS.
Traffic alert and Collision Avoidance System is used for detecting and tracking aircraft in the vicinity of your
aircraft. By interrogating their transponders, 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 aural advisories to the crew for appropriate vertical avoidance
maneuvers.
There are two types of cockpit displays:

• Traffic Advisory (TA)
• Resolution Advisory (RA)
NOTE: 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 for aircraft separation until resuming the initial clearance.

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69.1. TRAFFIC ADVISORY
69.1.1. DESCRIPTION
Traffic Advisory informs the pilot of any surrounding traffic. The TA display shows the intruding aircraft’s
relative position and altitude with the trend arrow indicating if it is climbing or descending at a rate greater
than 500 ft/mn. The TA display identifies the relative threat of each intruder by using various symbols and
colors and provides appropriate synthetic voice call-outs.
Non-threat traffic advisory

Information about any non-threatening traffic in the vicinity.
Proximity intruder traffic advisory

Information about any traffic in the proximity.
‘‘TRAFFIC TRAFFIC”
Information about intruding aircraft considered potentially hazardous. The crew should attempt to establish
visual contact with the intruder and assess the potential collision risk.
69.1.2. PROCEDURE
Flight events PM PF
“TRAFFIC, CAPTAIN
TRAFFIC”
“TCAS, MY (YOUR) CONTROL”
X DO & CALL

VSI.................................................CHECK
“3 O’CLOCK, 500 FT BELOW”
X DO
SEAT BELTS......................................... ON
IMPORTANT: At this step, the crew must take no evasive action, have to remain on the same route, maintain the autopilot ON,
even if the opposite traffic is in sight.
NOTE: Traffic advisory may become a RA within 15 seconds.

If the intruder is Non-Altitude Reporting the traffic symbol appears without an altitude number or trend arrow. The type of
symbol selected by TCAS is based on the intruder location and closing rate.
IMPORTANT: The crew must not turn his overall attention to establish the visual contact with the intruder. The crew must be
available for a potential RA.

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69.2. RESOLUTION ADVISORY
69.2.1. DESCRIPTION
Resolution Advisory warns the pilot on the vertical maneuver to carry on to avoid collision with the
surrounding traffic. Red and green areas are displayed on the VSI to indicate the required rate, or limitation
of climb or descent to avoid a possible collision.
Resolution Advisories can be preventive or corrective:

• Preventive advisories require that NO action be taken to alter the flight path of the aircraft. Vertical Speed
has to remain outside the red sector.
• Corrective advisories require the crew to act following the green sector indication on the VSI and escaping
the red sector (when Vertical Speed is currently in the red sector).
Combined with the Resolution Advisory, the TCAS triggers an aural synthetic voice call-out describing the
avoidance maneuver required.

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RESOLUTION VERTICAL SPEED

DOWNWARD UPWARD
ADVISORY REQUIRED (VS)
INITIAL PREVENTIVE “MONITOR VERTICAL “MONITOR VERTICAL
0
RA SPEED” SPEED”
CORRECTIVE
“DESCENT, DESCENT” “CLIMB, CLIMB” Monitor
RA
ANY
“INCREASE DESCENT, “INCREASE CLIMB,
STRENGTHENING INCREASE DESCENT” INCREASE CLIMB”
± 2500 ft / min
OF AN RA
ANY WEAKENING OR “ADJUST VERTICAL SPEED, “ADJUST VERTICAL SPEED,
± 1500 ft / min
SOFTENING OF AN RA ADJUST” ADJUST”
OPPOSITE RA “DESCENT, DESCENT NOW” “CLIMB, CLIMB NOW” Adjust

“DESCEND, CROSSING, “CLIMB, CROSSING
CROSSOVER RA DESCEND, DESCEND, CLIMB, CLIMB, CROSSING ± 2500 ft / min
CROSSING, DESCEND” CLIMB”
MAINTAIN EXISTING
“MAINTAIN VERTICAL “MAINTAIN VERTICAL
VERTICAL SPEED SPEED, MAINTAIN” SPEED, MAINTAIN”
± 1500 ft / min
RA
MAINTAIN EXISTING
“MAINTAIN VERTICAL “MAINTAIN VERTICAL Maintain
VERTICAL SPEED
SPEED, CROSSING SPEED, CROSSING ± 4400 ft / min
WHILE CROSSING MAINTAIN” MAINTAIN” >Vs > ± 1500ft / min
THREAT’S ALTITUDE
LEVEL OFF “LEVEL OFF, LEVEL OFF” “LEVEL OFF, LEVEL OFF” 0
END OF RA “CLEAR OF CONFLICT” 0
IMPORTANT: Resolution Advisories commands are based on aircraft performance assumed within a flight envelope defined
during the TCAS certification. When the current conditions are outside the flight envelope, the RA commands may not be
appropriate. In any case, stall warning must take precedence above before RAs commands.
69.2.2. PROCEDURE
In response to the Resolution Advisory, PF must maneuver the aircraft promptly (within 5 seconds) and
smoothly. The autopilot must be disconnected before responding to the RA.

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Flight events PM PF
RA COMMAND X DO & CALL

TRIGGERED AP...................................................... OFF
“MY CONTROL”
X DO
ADU/AFCS......................................... STBY
X DO & CALL X DO
ATC.................................................. CALL PITCH...................................INITIALLY ±5°
“XXX CONTROL, CALL SIGN” then
“TCAS RA” VSI..................... FOLLOW GREEN SECTOR
X DO PL.............................................. AS RQRD
SEAT BELTS......................................... ON
if climb
X DO
PWR MGT.......................................... MCT
CLEAR OF X TCAS CALL

CONFLICT “CLEAR OF CONFLICT”
X DO
FLIGHT PATH.RESUME TO INITIAL FL/ALT(1)
AFCS SETTINGS..................................REQ
AFCS.................................................. SET AP....................................................... ON
X DO & CALL
ATC.................................................. CALL
“XXX CONTROL, CALL SIGN, CLEAR OF
CONFLICT, RESUMING TO FL/ALT”
(1)
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.
IMPORTANT:
Do not follow the Flight Director and do not change the altitude selected on AFCS. Control the aircraft only
with a pitch attitude to obtain the commanded vertical speed.
Average pitch attitudes are:

• ±5° for climb or descent orders
• ±8° for increase climb or increase descent orders
• ±1° for adjust vertical speed orders (following climb or descent initial orders)
• for all other cases follow green sector indication
Do not over react to a Resolution Advisory.
Two TCAS 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 must never maneuver in the opposite direction of the advisory. TCAS
resolution has absolute priority over ATC orders.
69.3. REPORTING PROCEDURE

If a TCAS warning is experienced, it must be reported to Air Traffic Control immediately and an air safety

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70. MANAGING APM ADVISORIES

The Aircraft Performance Monitoring (APM) function is to monitor the aircraft drag in icing conditions in order
to alert the crew of a risk of severe icing conditions. The speed in cruise will be also monitored to alert the
crew of an abnormal speed decrease in icing conditions. The APM will check also that the Minimum Severe
Icing Speed (MSIS) is respected.
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.
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 deicing 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 alert:
• CRUISE SPEED LOW
• DEGRADED PERF.
• INCREASE SPEED
The associated C/L are found in the QRH, under normal procedures and following failures procedures.
The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the ICING AOA is illuminated
and/ or if the airframe de-icing is selected ON and/ or if ice accretion has been detected.
The APM is deactivated when gears and flaps are extended, if one engine is failed, or if the Outside Air
Temperature is above 10°C.
To have more details on the alerts activation conditions, refer to the operational documentation: FCOM PRO
NOP ANOR 8.

JULY 21
42-500 72-500
71. ON GROUND ENGINE FIRE

The procedure below starts at the controls transfer. For the beginning of the take-off procedure, please refer
to Take-off.
Flight events PM PF
X CALL
“MY CONTROL”
Control through rudder pedals and control wheel &
column.
ENGINE FIRE X CALL

“ENGINE FIRE”
ENGINE FIRE CAPTAIN
X CALL
“STOP!”
X DO X DO
PL 1 & 2..........................GI/REV AS RQRD MASTER WARNING...................... CANCEL
BRAKES........................... APPLY AS RQRD CONTROL COLUMN ......... HOLD AS RQRD
If possible, stop the aircraft to get the engine on
fire headwind or to leeward. X TRANSMIT on VH1
“MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),
ENGINE FIRE, ABORTED TAKE OFF”
X CALL on Public Address

“PLEASE, REMAIN SEATED, CABIN CREW AT
STATION”

JULY 21
42-500 72-500
AIRCRAFT X DO
STOPPED PARKING BRAKE.................................. ON
X CALL & DO
“ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE MEMO ITEMS”
CL 1 & 2................... FTR THEN FUEL S.O.
FIRE HANDLE AFFECTED SIDE........... PULL
AGENT 1 AFFECTED SIDE........ DISCHARGE QRH....OPEN TO ON GROUND ENG FIRE C/L
 IF FIRE AFTER FURTHER 30 SECONDS
AGENT 2 AFFECTED SIDE........ DISCHARGE
X CALL & REQUIRE
“MEMO ITEM COMPLETE, ON GROUND ENG
FIRE OR SEVERE MECHANICAL DAMAGE
CHECKLIST” X DO, CALL & READ
ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE C/L.............. POINT
MECHANICAL DAMAGE CHECKLIST”
X DO & CALL Refer to QRH
C/L POINTED AT BY CM2 .................CHECK
“CONFIRM”
 IF EVACUATION REQUIRED
“YES OR NO?”
EVACUATION X REPLY
NOT REQUIRED “NO” X CALL
MECHANICAL DAMAGE CHECKLIST
COMPLETE”
EVACUATION X REPLY & REQUIRE

REQUIRED “YES, ON GROUND EMERGENCY EVACUATION
CHECKLIST” X DO, CALL & READ
ON GROUND EMER EVAC C/L............POINT
“ON GROUND EMER EVACUATION
X DO & CALL CHECKLIST”
C/L POINTED AT BY CM2 .................CHECK Refer to QRH
“CONFIRM”
....................................
CAPTAIN
X CALL
“WE EVACUATE”
Then, on Public Address
“EVACUATION, EVACUATION, EVACUATION”
X READ
.....................................................
X DO & CALL
BATTERY............................................. OFF
“BATTERY OFF” X CALL
“ON GROUND EMERGENCY EVACUATION
CHECKLIST COMPLETE”

JULY 21
42-500 72-500
72. ENGINE FIRE AT TAKE-OFF

In the following, PF is seated on the right side. The procedure below starts at the controls transfer. For the
beginning of the take-off procedure, please refer to Take-off.
Flight events PM PF
X CALL
“MY CONTROL”
Control through rudder pedals and control wheel
& column.
REACHING V1 X CALL
“V1”
CM1
X DO
PL 1 & 2....................................RELEASE
REACHING VR X CALL
“ROTATE” X DO
PITCH.................................. ROTATE TO 8°
FD BARS......................................FOLLOW
POSITIVE RATE X CALL

“POSITIVE CLIMB” X COMMAND
“GEAR UP”
X DO
LANDING GEAR.....................................UP
YAW DAMPER.............................. ENGAGE
Check green arrows illuminated.
TAXI & T.O. LIGHTS.............................. OFF
ENGINE FIRE X CALL

“ENGINE FIRE”
X CALL
X DO “CHECK”
MASTER WARNING...................... CANCEL
X CALL
“ENG FIRE AT TAKE-OFF MEMO ITEMS”
ALL LDG GEAR X CALL

LIGHTS “GEAR UP”
EXTINGUISHED

JULY 21
42-500 72-500
Flight events PM PF
PASSING In case of high published acceleration altitude, Captain

ACCELERATION may decide to start Memory Items before reaching it
ALTITUDE but never below 400 ft AAL.
(mini 400 ft
AAL or higher if X CALL
requested) “ACCELERATION ALTITUDE”
X COMMAND
“SET MCT”
X DO & CALL
PWR MGT ......................................... MCT
TQ / NP........................... CHECK / ADJUST
“MCT SET” X COMMAND
“INCREASE IAS TO WHITE BUG”
X DO & CALL
IAS ................... INCREASE TO WHITE BUG
“IAS XXX SET”
X COMMAND & DO
“SET SPEED BUG WHITE BUG”
X DO & CALL SPEED BUG ............................WHITE BUG
SPEED BUG ............................WHITE BUG
“WHITE BUG SET”
REACHING X CALL
WHITE BUG “WHITE BUG” X COMMAND
“NORMAL CONDITIONS, FLAPS 0”
or
“ICING CONDITIONS, MAINTAIN FLAPS 15”
X DO
FLAPS........................................ AS RQRD
FLAPS 0°/15° X CALL

ON INDICATOR “FLAPS 0” Normal conditions
“MAINTAIN FLAPS 15” Icing conditions
FLIGHT PATH X DO & CALL

STABILIZED PL 1 (OR 2)......................................POINT
X DO & CALL “PL 1 (OR 2)?”
PL POINTED AT BY PF......................CHECK
“CONFIRM” X DO & CALL
PL 1 (OR 2)..............RETARD GENTLY TO FI
X DO & CALL “FLIGHT IDLE”
CL 1 (OR 2) .....................................POINT
“CL 1 (OR 2)?” X DO & CALL
CL POINTED AT BY PM....................CHECK
“CONFIRM”
X DO & CALL
CL 1 (OR 2)................ FTR THEN FUEL S.O.
“FEATHER, FUEL SHUT-OFF”
Shut-off step by step. Stay 1 sec in FTR position
before setting CL to Fuel S.O.
X DO & CALL

FIRE HANDLE 1 (OR 2).................... POINT
“FIRE HANDLE 1 (OR 2)?”
X DO & CALL
FIRE HANDLE POINTED AT BY PM.....CHECK
“CONFIRM”
X DO & CALL
FIRE HANDLE 1 (OR 2)...................... PULL
“PULLED”
TIMING............................................ START

JULY 21
42-500 72-500
Flight events PM PF
10 SEC AFTER X DO & CALL

FIRE HANDLE AGENT 1..........................................POINT
PULLED “10 SECONDS, AGENT 1?” X DO & CALL
AGENT POINTED AT BY PM..............CHECK
X DO “CONFIRM”
AGENT 1................................. DISCHARGE
1ST DISCH X CALL

AMBER LIGHT “DISCHARGED”
ON FIRE PANEL X MONITOR
TIME .................................. MONITOR 30” X REQUEST
“RADIO RIGHT/LEFT SIDE”
X TRANSMIT on VH1
“MAYDAY, MAYDAY, MAYDAY, (CALL SIGN),
ENGINE FIRE, I’LL CALL YOU BACK”
IF FIRE X DO & CALL

REMAINS AGENT 2......................................... POINT
AFTER 30 SEC “30 SECONDS, AGENT 2?” X DO & CALL
AGENT POINTED AT BY PM..............CHECK
X DO & CALL “CONFIRM”
AGENT 2................................. DISCHARGE
“DISCHARGED”
2ND DISCH X CALL

AMBER LIGHT “MEMO ITEMS COMPLETE”
ON FIRE PANEL X REQUIRE
“ENG FIRE AT TAKE-OFF CHECKLIST”
X CALL & READ

ENG FIRE AT TO C/L .........................POINT
“ENG FIRE AT TAKE-OFF CHECKLIST” X DO & CALL
Refer to QRH C/L POINTED AT BY PM ................. CHECK
“CONFIRM”
X CALL
“ENG FIRE AT TAKE-OFF CHECKLIST
COMPLETE”
Any pilot shall call “FIRE STOPPED” as soon as the

red light disappears on CAP/ FIRE HANDLE
ENGINE FIRE X DO & CALL X DO & CALL

AT TAKE-OFF CAP ...............................................CLEAR CAP ... CROSS-CHECK WITH LOCAL ALERTS
CHECKLIST “CAP CLEARED” “CLEAR CAP”
COMPLETE
X REQUIRE
X CALL & READ “AFTER TAKE-OFF 1 EO    CHECKLIST”
“AFTER TAKE-OFF 1 EO CHECKLIST”
Refer to QRH
“AFTER TAKE-OFF 1 EO CHECKLIST
COMPLETE” X REQUIRE
“SINGLE ENG OPERATION CHECKLIST”
Continue with Single Engine operation.

JULY 21
42-500 72-500
73. ENGINE FLAME OUT AT TAKE-OFF

In the following, PF is seated on the right side. The procedure below starts at the controls transfer. For the
beginning of the take-off procedure, please refer to Take-off.
Flight events PM PF
X CALL
“MY CONTROL”
Control through rudder pedals and control wheel
& column.
REACHING V1 X CALL
“V1”
CM1
X DO
PL 1 & 2....................................RELEASE
REACHING VR X CALL
“ROTATE” X DO
PITCH.................................. ROTATE TO 8°
FD BARS......................................FOLLOW
ENGINE FLAME First CM who detects the engine failure calls loudly “ENGINE FAILURE”
OUT The detection clues are:
PF: Unexpected roll and dissymmetric handling
PM: abnormal engine parameters (TQ decrease, rapid ITT decrease)
And the other CM acknowledges with “CHECK”
X ORDER
“ENGINE FLAME OUT AT TAKE-OFF MEMO ITEMS”
POSITIVE RATE X CALL

“POSITIVE CLIMB” X COMMAND
X DO & CALL “GEAR UP”
AUTOFEATHER ENG 1 (OR 2)...........CHECK
UPTRIM ENG 2 (OR 1)......................CHECK
LANDING GEAR.....................................UP
YAW DAMPER ............................ ENGAGE
TAXI & T.O. LIGHTS ............................ OFF
BLEEDS FAULT................................CHECK
ILLUMINATED
“AUTOFEATHER, UPTRIM, GEAR UP, BLEEDS If no UPTRIM, PF orders PL 1 & 2 to the ramp.
FAULT LIT” If bleed fault not illuminated, order BLEED 1 (or 2) OFF.
If YD can not be engaged, use rudder trim first and
then engage YD
X CALL
“RADIO RIGHT SIDE”
X TRANSMIT
“MAYDAY, MAYDAY, MAYDAY, (CALL SIGN),
ENGINE FLAME OUT, I’LL CALL YOU BACK”
PASSING X CALL
ACCELERATION “ACCELERATION ALTITUDE” X COMMAND
ALTITUDE “SET ALT”
(mini 400 ft X DO & CALL
AAL or higher if AFCS: ALT........................................... SET
requested) “ALT GREEN” X CALL
“CHECK”
X COMMAND & DO
X DO & CALL “SET SPEED BUG WHITE BUG”
SPEED BUG.............................WHITE BUG SPEED BUG.............................WHITE BUG
“WHITE BUG SET”

JULY 21
42-500 72-500
Flight events PM PF
REACHING X CALL
WHITE BUG “WHITE BUG”
X DO, CALL & COMMAND
PL 1 & 2.................. CHECK IN THE NOTCH
X DO & CALL “PL IN THE NOTCH, SET MCT”
PWR MGT.......................................... MCT
TQ / NP.......................... CHECK / ADJUST
“MCT SET”
X COMMAND
“SET IAS”
X DO & CALL
AFCS: IAS MODE ........................ ENGAGE
“IAS XXX SET”
X COMMAND
or
X DO “ICING CONDITIONS, MAINTAIN FLAPS 15”
FLAPS....................................... AS RQRD

FLIGHT PATH X DO & CALL

STABILIZED PL 1 (OR 2)......................................POINT
X DO & CALL “PL 1 (OR 2)?”
PL POINTED AT BY PF......................CHECK
“CONFIRM” X DO & CALL
PL 1 (OR 2).... RETARD GENTLY TO FI
X DO & CALL “FLIGHT IDLE”
CL 1(OR 2).......................................POINT
“CL 1 (OR 2)?” X DO & CALL
CL POINTED AT BY PM....................CHECK
X DO & CALL “CONFIRM”
CL 1 (OR 2)................ FTR THEN FUEL S.O.
“FEATHER, FUEL SHUT-OFF”
Shut-off step by step. Stay 1 sec in FTR position
before setting CL to Fuel S.O.
X CALL
“MEMO ITEMS COMPLETE”
X CALL & READ X REQUIRE

ENG FLAME OUT AT TO C/L .............. POINT “ENGINE FLAME OUT AT TAKE-OFF CHECKLIST”
“ENGINE FLAME OUT AT TAKE-OFF CHECKLIST”
Refer to QRH
X DO & CALL
X CALL C/L POINTED AT BY PM ................. CHECK
“ ENG FLAME OUT AT TAKE-OFF CHECKLIST “CONFIRM”
COMPLETE”
ENGINE FLAME X DO & CALL X DO & CALL

OUT AT TAKE- CAP ...............................................CLEAR CAP.. CROSS-CHECK WITH LOCAL ALERTS
OFF CHECKLIST “CAP CLEARED” “CLEAR CAP”
COMPLETE
X REQUIRE
X CALL & READ “AFTER TAKE-OFF 1 EO CHECKLIST”
“AFTER TAKE-OFF 1 EO CHECKLIST”
Refer to QRH
“AFTER TAKE-OFF 1 EO CHECKLIST X REQUIRE
COMPLETE” “SINGLE ENG OPERATION CHECKLIST”
Continue with Single Engine operation.

JULY 21
42-500 72-500
74. SINGLE ENGINE OPERATION

In the following, PF is seated on the right side.
Flight events PM PF
AFTER TAKE- X REQUIRE

OFF CHECKLIST “SINGLE ENGINE OPERATION CHECKLIST”
COMPLETE X CALL, READ & DO
SINGLE ENGINE OPERATION C/L....... POINT
“SINGLE ENGINE OPERATION CHECKLIST?”
X DO & CALL
PWR MGT......................................... MCT C/L POINTED AT BY PM...................CHECK
ENG BOOST (IF INSTALLED).................. ON “CONFIRM”
LAND ASAP
FUEL PUMP AFFECTED SIDE................ OFF
FUEL PUMP 1 (OR 2)....................... POINT
“FUEL PUMP 1 (OR 2)?” X DO & CALL
FUEL PUMP POINTED AT BY PM......CHECK
FUEL PUMP 1 (OR 2).......................... OFF “CONFIRM”
“OFF”
DC GEN AFFECTED SIDE...................... OFF

DC GEN 1 (OR 2)..............................POINT
“DC GEN 1 (OR 2)?” X DO & CALL
DC GEN POINTED AT BY PM............CHECK
DC GEN 1 (OR 2)................................. OFF “CONFIRM”
“OFF”
ACW GEN AFFECTED SIDE................... OFF

ACW GEN 1 (OR 2)...........................POINT
“ACW GEN 1 (OR 2)?” X DO & CALL
ACW GEN POINTED AT BY PM..........CHECK
ACW GEN 1 (OR 2).............................. OFF “CONFIRM”
“OFF”
BLEED & PACK AFFECTED SIDE........... OFF

PACK 1 (OR 2)..................................POINT
“PACK 1 (OR 2)?” X DO & CALL
PACK POINTED AT BY PM................CHECK
“CONFIRM”
PACK 1 (OR 2)..................................... OFF
“OFF”
BLEED 1 (OR 2)................................POINT

“BLEED 1 (OR 2)?”
X DO & CALL
BLEED 1 (OR 2)................................... OFF BLEED POINTED AT BY PM..............CHECK
“OFF” “CONFIRM”
APM................................................... OFF
“APM OFF”
TCAS........................................... TA ONLY
“TCAS TA ONLY”
OIL PRESSURE ON FAILED
ENGINE.......................................MONITOR
IN ICING COND FLAPS 15° IMPROVES

DRIFT DOWN PERF & 1 EO CEILING
REFER TO MCDU PAGE “PERF CRUISE”

JULY 21
42-500 72-500
Flight events PM PF
APPROACH IS X CALL, READ & DO

INITIATED (OR When FUEL CROSS FEED is required
BEFORE, ON “YES OR NO?” X CALL
CAPTAIN’S “UNBALANCE ... KG”
DECISION) For approach “CROSSFEED NOT REQUIRED NOW”
MAX APPROACH SLOPE for Steep Slope
Approach........................................... 5.5°
BLEED not affected side...................... OFF
BLEED 2 (or 1)................................. POINT
BLEED 2 (or 1).................................... OFF
“BLEED 1 (or 2)?” X DO & CALL
BLEED POINTED AT BY PM..............CHECK
“CONFIRM”
BLEED 2 (or 1).................................... OFF
“OFF”
CL live engine..........................100% OVRD
VAPP (1)...................... NOT LESS THAN VGA
If affected engine NP above 10%

“YES OR NO?” X DO & CALL
If YES NP AFFECTED ENGINE.....................CHECK
– V APP.. NOT LESS THAN V REF+10kt “NO”
When VAPP is increase (2)

“YES OR NO?”
– LDG DIST MULTIPLY by 1.15 X CALL
“YES INCREASED”
Note: Refer to QRH to determine 1.1VMCA, and
to determine landing distance.
Note: ILS CAT 2 prohibited
At Touch Down
CAUTION: Do not reduce below FI before
nose wheel is on the ground
Limitation
Recommended operational maximum fuel
unbalance is 200 kg (440 lb)
In approach
Max slope for steep app is 5.5°, ILS CAT 2 is
prohibited
“SINGLE ENGINE OPERATION CHECKLIST
COMPLETE”
SINGLE ENGINE X DO

OPERATION RECALL..........................................PRESS
CHECKLIST SITUATION................................... ASSESS
COMPLETE Refer to FCTM Assessment / Decision / Information
X CALL X CALL
“RADIO LEFT SIDE” “RADIO LEFT SIDE”
(1)
 VAPP: highest value between (V REF+wind effect) and VGA.
(2)
 VAPP is considered as “increased” if:
– VAPP=VGA (case where VREF+wind effect <VGA)
– or if answer to previous item (“if affected engine NP above 10%) is “yes” and VREF+wind effect <V REF+10.

JULY 21
42-500 72-500
75. SINGLE ENGINE GO-AROUND

   
Flight events PM PF
DA/ MDA X CALL

“MINIMUM”
RUNWAY OR X CALL & DO

APPROACH “GO-AROUND, SET POWER, FLAPS ONE NOTCH”
LIGHTS NOT IN X DO GA PB ON PL ............................. DEPRESS
SIGHT OR ANY FLAPS ........................................ 15° (25°) PITCH ................ ROTATE TO +8° NOSE UP
OTHER TQ .................. CHECK / ADJUST TO GA TQ PL ............................ ADVANCE TO RAMP
UNEXPECTED CAVALRY CHARGE ....................... CANCEL
EVENTS
NOTE: For 42, when VGA Flaps 25° the 1,1 VMCA
values are higher than the QRH table wich for flaps 15°.

ON INDICATOR “POWER SET, FLAPS 15 (25)”
POSITIVE POSITIVE CLIMB......................... ANNOUNCE

CLIMB X CALL
“POSITIVE CLIMB” GEAR UP........................................... ORDER
X CALL
LDG GEAR LEVER.................................... UP “GEAR UP”
YAW DAMPER............... CONFIRM ENGAGED
TAXI & T/O LIGHTS.................................. OFF
LDG GEAR.................MONITOR RETRACTION
SEQUENCE
AFCS..................................................... SET
Lateral setting: check HDG and LOW BANK mode
engaged on ADU, if not, press HDB an BANK P/b
Vertical setting: press IAS P/b and SET VGA
X CALL When workload permits, adjust NAV SOURCE,
“HEADING, LOW BANK, IAS XXX SET” lateral (NAV or HDG) guidance mode to comply
with Go around path or ATC clearance
X DO & CALL X COMMAND & DO
SPEED BUG ..........................................VGA “SET SPEED BUG VGA”
“XXX SET” SPEED BUG ..........................................VGA
ALL LDG GEAR X CALL

LIGHTS “GEAR UP” X CALL
EXTINGUISHED “CHECK”
X DO & CALL
ADU/FMA MODE........CHECK & ANNOUNCE
“HEADING, LOW BANK, IAS XXX SET”
Read the ADU.
PASSING X CALL
ACCELERATION “ACCELERATION ALTITUDE” X COMMAND
ALTITUDE “SET ALT”
(mini 1000ft AAL or
higher if requested) X DO
ALT ............................................. ENGAGE
“ALT GREEN” X CALL
“CHECK”
REACHING X CALL
WHITE BUG OR “WHITE BUG / VGA+15”
VGA +15, X COMMAND
42 PEC
WHICHEVER X DO “FLAPS 15”

LOWER FLAPS................................................. 15°
FLAPS 15° ON X CALL

INDICATOR “FLAPS 15”

JULY 21
42-500 72-500
Flight events PM PF
X COMMAND & DO
X DO & CALL “SET SPEED BUG WHITE BUG”
SPEED BUG.............................WHITE BUG SPEED BUG ............................WHITE BUG
“WHITE BUG SET”
REACHING X CALL
WHITE BUG “WHITE BUG” X DO, CALL & COMMAND
PL 1 & 2............... RETARD TO THE NOTCH
“PL IN THE NOTCH, SET MCT”
X DO & CALL
PWR MGT.......................................... MCT
TQ / NP.......................... CHECK / ADJUST
“MCT SET” X COMMAND
“SET IAS”
X DO & CALL
FGCP: IAS........................................... SET
“IAS XXX SET” X COMMAND
or
“ICING CONDITIONS, MAINTAIN FLAPS 15”
X DO
FLAPS....................................... AS RQRD

Continue with after take-off 1 EO checklist.

JULY 21
42-500 72-500
76. EMERGENCY DESCENT

In the following, PF is seated on the right side.
Flight events PM PF
LOSS OF CAPTAIN
PRESSURIZATION
OR STRUCTURAL X COMMAND
DAMAGE “EMERGENCY DESCENT MEMO ITEMS”
Autopilot remains engaged.
X DO & CALL X DO & CALL

OXYGEN MASK .......................... AS RQRD OXYGEN MASK .......................... AS RQRD
Breathing 100% oxygen for a long period may cause
alterations of understanding. So return to Normal
setting if no smoke presence.
GOGGLES (IF NECESSARY) ......... AS RQRD GOGGLES (IF NECESSARY) ......... AS RQRD
CREW COMMUNICATION........... ESTABLISH CREW COMMUNICATION........... ESTABLISH
“OXYGEN ON”
“OXYGEN ON”
ALT SEL....................... LOWEST ALTITUDE
X DO IAS MODE........................................... SET
OXYGEN PAX SUPPLY........................... ON HEADING MODE........................... ENGAGE
SEAT BELTS......................................... ON HEADING KNOB...................... TURN ± 45°
XPDR................................................7700 PL 1 & 2................................................ FI
CL 1 & 2.................................100% OVRD
ALT SEL .......................................ADJUST
SPEED TARGET............................ 180/240
According to potential structural damages
X CALL on Public Address
“EMERGENCY DESCENT, REMAIN SEATED”
X TRANSMIT on VH1
“MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),
EMERGENCY DESCENT, CONFIRM MSA”
X CALL FMA
“HDG SEL XXX, IAS, SPEED 180/240,
X DO & CALL ALT WHITE”
MINIMUM SAFE ALTITUDE...............CHECK Read the FMA.
ALT SEL.............................................MSA
“CHECK, MEMO ITEMS COMPLETE” X COMMAND
“EMERGENCY DESCENT CHECKLIST, RADIO
RIGHT SIDE”
X DO
HEADING......................................ADJUST
According to flight path (airway, ATC).
X CALL & READ
“EMERGENCY DESCENT CHECKLIST”
Refer to QRH
PASSING FL100 X CALL
“YOU CAN REMOVE OXYGEN MASK”
X DO X DO
OXYGEN MASK............................REMOVE OXYGEN MASK............................REMOVE
OXYGEN HATCH..............................CLOSE OXYGEN HATCH..............................CLOSE
OXYGEN TEST PB....................... DEPRESS OXYGEN TEST PB....................... DEPRESS
Enables normal headset use. Enables normal headset use.
UNPRESSURIZED
CAPTAIN
FLIGHT RATE OF
DESCENT
REACHED X DO
CABIN ATTENDANT REPORT.......... RECEIVE
X DO
SITUATION................................... ASSESS

FLIGHT PATTERNS
AIRCRAFT CONFIGURATION JULY 21
MANAGEMENT
42-500 72-500
AIRCRAFT CONFIGURATION MANAGEMENT

The aircraft configuration (flaps and gears position) in approach is detailed in the following for normal and
single engine operations.
Normal procedures Single engine procedures
Glide Slope alive → Flaps 15 Glide Slope alive → Flaps 15

ILS 1 dot → Gear down Glide Slope Star → Gear down
½ dot → Flaps 30 (35) Established in descent → Flaps 30 (35)
4 Nm / 2 mn before FAP/FAF 4 Nm / 2 mn before FAP/FAF → Flaps 15

Other
→ Flaps 15 + Gear down 1 Nm before FAP/FAF → Gear down
pproaches
a 1 Nm before FAP/FAF → Flaps 30 (35) Established in descent → Flaps 30 (35)
Flaps 15 + Gear down Flaps 15 → Refer to ILS or Other

→ Refer to ILS or Other approach approach sequence
Circle to Land sequence End of Downwind → Gear down
Read “Before landing C/L” Read “Before landing C/L”
Aligned on final RWY → Flaps 30 (35) Aligned on final RWY → Flaps 30 (35)

PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A NORMAL TAKE-OFF
AFTER T/O
CHECK LIST
SET ALTIMETER
PM ACTIONS DURING CLIMB PROCEDURE: STANDARD
– SET IAS 170 KTS (PITCH WHEEL)
77. TAKE-OFF
– SET PWR MGT ON CLIMB

– BLEED VALVES SET ON (IF OFF) PASSING FL
XXX, NOW
SET HIGH
BANK
CHECK
PM ACTIONS AT LANDING GEAR RETRACTION: SET SPEED BUG FLAPS 0
– SET L/G LEVER UP 170 (160) STANDARD
– SET YAW DAMPER ON SET
– SET TAXI AND T/O LIGHT OFF
CLIMB HI BANK
PROCEDURE SET AFTER T/O
C/L COMPLETE
FLIGHT PATTERNS
FLAPS 0
FOR TRAINING ONLY

TAKE OFF AT XX.XX, ACC. ALT.
V1 XXX KT (400FT MINI) WHITE BUG +10
170 (160) SET (normal conditions)
or
NORMAL PROCEDURES
GEAR UP CLIMB ICING BUG +10

POWER LEVERS SET (icing conditions)
ACCELERATION PROCEDURE WHITE BUG
ALTITUDE COMPLETE (normal conditions)
MY CONTROL or
ICING BUG
(icing conditions)
42-500
GEAR UP
70KTS
ATPCS ARMED V1 POSITIVE
POWER SET ROTATE CLIMB
JULY 21
72-500
201
202
PM CALL-OUTS DURING AN ILS PRECISION APPROACH
SET SPEED BUG 170
APPROACH MODE SET

LOC WHITE, GS WHITE
170 SET
VOR ALIVE
FLAPS 25
42 PEC
RWY AXIS
CONFIRMED SET SPEED BUG
LOC STAR V APPROACH GS STAR
SET SPEED BUG
WHITE BUG +10
FLAPS 15 SET GA ALTITUDE
FLAPS 30
GEAR DOWN (35)
SET LOC GREEN BEFORE LANDING C/L
HEADING,
DUALS ILS GLIDE SLOPE
GREEN
WE CONTINUE
78. BASIC 3D ILS APPROACH
HDG, DUAL XXX SET

ONE DOT
FLIGHT PATTERNS
ILS SET GLIDE SLOPE ALIVE

HALF DOT XXXX FT SET
FOR TRAINING ONLY

WHITE BUG
+10 SET
SPEED CHECK GO AROUND
SPEED CHECK FLAPS 30 (35) BEFORE LANDING
C/L COMPLETE SET POWER
...... GEAR DOWN 1000 FT, FLAPS ONE NOTCH
NORMAL PROCEDURES
STABILIZED
SPEED CHECK
...... FLAPS 15 SPEED CHECK
...... FLAPS 25 TOP OF DESCENT, XX 500 ABOVE
42 PEC
DME, CHECK LAND
100 ABOVE DA
MINIMUM AUTO PILOT OFF

80
50
20
42-500
JULY 21
TWO LOW PITCH

72-500

PM CALL-OUTS
DURING A LOC APPROACH
SET SPEED BUG 170
170 SET NAV

MODE
LOC ALIVE SET LOC SET GO AROUND
WHITE FLAPS 25 ALTITUDE
42 PEC
SET SPEED BUG SET VS 0 FT/MIN
WHITE BUG +10
SET SPEED BUG
LOC STAR V APPROACH SET VS MINUS XXX
SET HEADING GEAR DOWN FLAPS 30 (35)

FLAPS 15
LOC
GREEN BEFORE LANDING C/L
79. LOC/LDA 2D APPROACH
WE CONTINUE
FLIGHT PATTERNS
HEADING SET SPEED CHECK VS MINUS XXX SET,
FOR TRAINING ONLY

...... FLAPS 15 TOP OF DESCENT
XXX SET
VS 0 FT/MIN GO AROUND
WHITE BUG SET BEFORE LANDING
+10 SET SPEED CHECK... SET POWER
FLAPS 30 (35) C/L COMPLETE
FLAPS ONE NOTCH
NORMAL PROCEDURES
SPEED CHECK 1000 FT

XXXX FT STABILIZED
.....GEAR DOWN SET
500 ABOVE
SPEED CHECK 100 ABOVE MDA+30
....... FLAPS 25 LAND
42 PEC
AUTO PILOT OFF
MINIMUM 80
50
42-500
20
PM MONITORS FLIGHT PATH
JULY 21
4 NM BEFORE FAF 0.3 NM BEFORE FAF

72-500
TWO LOW PITCH
203
204
PM CALL-OUTS DURING A CIRCLE-TO-LAND (AP ON)
AIRCRAFT CONFIGURATION:
– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
HDG XXX, HEADING XXX SET
VS MINUS XXX SET – BEFORE LANDING C/L COMPLETE
FLAPS 25 EXCEPT FLAPS 30 (35)
42 PEC
START TIMING
OUTBOUND TIME (IN SEC):

MDA/20 ±1S/KT ALT SET,
OF HEAD/TAIL WIND ABEAM ALT GREEN
THRESHOLD HDG,
HDG XXX SET
80. CIRCLE-TO-LAND
START TIMING
SPEED
BUG V APP SPEED CHECK 500 ABOVE
......FLAPS 25
42 PEC
MINIMA
FLAPS 30 (35)
100 ABOVE
MDA+30
FLIGHT PATTERNS
AUTOPILOT
FOR TRAINING ONLY

OFF
LAND 30s
MINIMUM
NORMAL PROCEDURES
XXX SET 45°
SPEED CHECK
...... FLAPS 30 (35) 80 50 20 PF ACTIONS WHEN REACHING

BEFORE LANDING O/I
COMPLETE BREAKING-OFF POINT AT MDA:
300 FT – ALT SET
STABILIZED
42-500
TWO LOW PITCH – TQ ADJUSTED (AROUND 40%)

– HDG MODE SET
– HI BANK CHECK ENGAGED
– HDG BUG: ±45°
JULY 21
– START TIMING
72-500

PM CALL-OUTS
DURING GO-AROUND
2 ENGINES
AFTER T/O
SET ALTIMETER CHECK LIST
STANDARD
PASSING FL
---, NOW
PF ACTIONS AT GO-AROUND:
1) PRESS GO AROUND PBs ON PLs SET HIGH
2) ROTATE BANK
3) ADVANCE PLs TO THE RAMP
PF ACTION AT ACC ALTITUDE: FLAPS 15
RETARD PLS IN THE NOTCH
42 PEC
CLIMB
81. GO-AROUND
PROCEDURE 0
FLAPS 0
STANDARD SET
SET SPEED AFTER T/0
BUG 170 (160) C/L COMPLETE
HIGH BANK SET
ACC. ALT. FLAPS 0

SET SPEED (1000 FT MINI)
GEAR UP BUG VGA
HEADING, WHITE BUG +10
LOW BANK, (normal conditions)
170 (160) or
FLIGHT PATTERNS
IAS VGA SET FLAPS 15 ICING BUG +10
FOR TRAINING ONLY

42 PEC
GO-AROUND, CLIMB
SET POWER, (icing conditions)
PROCEDURE
FLAPS ONE NOTCH COMPLETE
ACCELERATION WHITE BUG

NORMAL PROCEDURES
ALTITUDE (normal conditions)

GEAR UP or
WHITE BUG OR ICING BUG
XXX SET VGA + 15 (icing conditions)
42 PEC
VHF: (CALL SIGN)

HEADING LOW, IS GOING AROUND STANDARD TAKE OFF PHASE
IAS XXX SET
POSITIVE
CLIMB
42-500
POWER SET
FLAPS 15 (25)
JULY 21
72-500
205
206
PM CALL-OUTS DURING A STANDARD VISUAL PATTERN
AIRCRAFT CONFIGURATION IN DOWNWIND:

– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
START TIMING
SET HEADING XXX, VS -700 FLAPS 25 SET SPEED BUG
WHITE BUG +10
42 PEC
GEAR DOWN SET HDG XXX
OUTBOUND TIME (IN SEC): SET YELLOW BUG
MDA/20 ± 1S / KT VGA, TQ BUG XXX% FLAPS 15 ALT
SET ADU STBY STAR …ALT
OF HEAD/TAIL WIND ABEAM
THRESHOLD GREEN
HDG XXX SET

YELLOW BUG WHITE BUG SPEED CHECK
SET SPEED HEADING XXX, XXX, TQ +10 SET …FLAPS 15 AFTER TO C/L
BUG V APP VS -700 SET SPEED CHECK
FLAPS 25 BUG XXX%
SPEED CHECK
42 PEC
SET SET HIGH
FLAPS 30(35) BEFORE LANDING C/L … GEAR DOWN CLIMB FLAPS 0 BANK
PROCEDURE
FLIGHT PATTERNS
SET SPEED
FOR TRAINING ONLY

GEAR UP BUG 170
LAND
ACC. ALT.
(400FT MINI) HIGH
FLAPS 0 BANK SET
NORMAL PROCEDURES
XXX
SET AFTER TO C/L
COMPLETE
WHITE BUG +10
SPEED CHECK 170 SET
FLAPS 30 (35) BEFORE
WHITE BUG
LANDING C/L GEAR UP CLIMB
COMPLETE 80 50 20 PROCEDURE
500FT, V1
ROTATE COMPLETE
STABILIZED
42-500
POSITIVE
CLIMB ACCELERATION
ALTITUDE
JULY 21
82. STANDARD TRAFFIC PATTERN (1500 FT AAL)

72-500

CM1 CALL-OUTS CALL-OUTS
CM2 CALL-OUTS DURING ON GROUND ENGINE FIRE
ON GROUND ENGINE FIRE OR SEVERE

MECHANICAL DAMAGE MEMO ITEMS
– PL 1 & 2 ..............................................GI
– PARKING BRAKE ..............................ON
– CL 1 & 2 ....... FEATHER/FUEL SHUTOFF
CM1 ACTIONS
– FIRE HANDLE AFFECTED SIDE..... PULL
PL 1 & 2..................................... GI MEMO ITEM COMPLETE,
– FIRST AGENT AFFECTED SIDE... DISCH
BRAKES ........... APPLY AS REQUIRED ON GROUND ENGINE FIRE
REVERSE ............USED AS REQUIRED OR SEVERE MECHANICAL WE EVACUATE
IF FIRE AFTER 30 s DAMAGE C/L ON PUBLIC ADRESS:
WHEN A/C STOPPED:
SECOND AGENT .................. DISCHARGE EVACUATION,
PARKING BRAKE ........................ ON
EVACUATION,
EVACUATION
…
YES, ON GROUND BATTERY OFF
EMER EVACUATION C/L
FLIGHT PATTERNS
STOP
PROCEDURES
FOR TRAINING ONLY

83. ON GROUND ENGINE FIRE
ABNORMAL & EMERGENCY
AIRCRAFT
STOPPED
ENGINE FIRE
READ: READ:
ON GROUND ENGINE FIRE OR ON GROUND EMER EVACUATION C/L,
42-500
SEVERE MECHANICAL …
DAMAGE C/L, EVACUATION ....................... INITIATE
CM2 ACTIONS TO ATC: MAYDAY MAYDAY BAT............................................ OFF
PRESS MASTER WARNING MAYDAY (CALLSIGN) ENGINE FIRE – …
IF EVACUATION REQUIRED: ON GROUND EMER EVACUATION
HOLD FIRMLY CONTROL WHEEL ABORTED TAKE OFF
JULY 21
YES OR NO? CL COMPLETE

ON PUBLIC ADRESS: PLEASE REMAIN
SEATED – CABIN CREW AT STATION
72-500
207
208
PM CALL-OUTS DURING AN ENGINE FIRE AT TAKE-OFF
SINGLE ENGINE
OPERATION C/L
ENG FIRE AT RADIO LEFT

TAKE-OFF CL SIDE READY
FOR
ASSESSMENT
AFTER TAKEOFF
C/L
RADIO RIGHT SIDE
+
RADIO MESSAGE: CLEAR
MAYDAY ! CAP
NORMAL
CONDITIONS
FLAPS 0 CONFIRM
or CONFIRM
CONFIRM SINGLE
ICING ENG.
CONDITIONS FLIGHT OPERATION
MAINTAIN IDLE CAP C/L
FLAPS 15 CLEARED COMPLETE
CONFIRM
INCREASE IAS
TO WHITE BUG MEMO
PL 1 ITEMS
(OR 2) ? COMPLETE AFTER T/O
DISCHARGED C/L COMPLETE
SET SPEED BUG
WHITE BUG ENGINE FIRE
AT TO C/L
FLIGHT PATTERNS
PULLED COMPLETE
PROCEDURES
84. ENGINE FIRE AT TAKE-OFF
FOR TRAINING ONLY

SET MCT 30 s
AGENT 2? READY
10 s
AGENT 1?
CONFIRM
ACC. ALT. FIRE
(400FT MINI) IAS CL 1 HANDLE
XXX WHITE BUG (OR 2)? 1 (OR 2)?

ENG FIRE AT TAKEOFF SET
MEMO ITEMS DISCHARGED
FLAPS 0
or
GEAR UP MCT SET MAINTAIN FEATHER,
WHITE
BUG SET FLAPS 15 FUEL SHUT OFF
ACCELERATION
ALTITUDE
42-500
NOTE: AP is set at discretion

JULY 21
V1 POSITIVE ENGINE
GEAR
when the aircraft is properly trimmed
CLIMB FIRE
ROTATE UP
72-500

PM CALL-OUTS DURING AN ENGINE FLAME OUT AT TAKE-OFF
SINGLE
ENGINE
OPERATION
C/L
RADIO LEFT
AFTER TAKEOFF SIDE READY
C/L FOR
ASSESSMENT
NORMAL ENGINE FLAME OUT

CONDITIONS AT TAKE-OFF
FLAPS 0 C/L
or
ICING CONFIRM
CONDITIONS CLEAR
MAINTAIN CAP
FLAPS 15
FLIGHT
IDLE
 
SINGLE
SET SPEED BUG ENG.
WHITE BUG PL 1 CAP OPERATION
(OR 2)? CLEARED C/L
SET IAS COMPLETE
RADIO RIGHT SIDE ENGINE
+ FLAME OUT
FLIGHT PATTERNS
RADIO MESSAGE: SET ALT AT TAKE-OFF

PL IN THE
PROCEDURES
MAYDAY! C/L COMPLETE
FOR TRAINING ONLY

NOTCH, SET
MCT AFTER TAKE-OFF
C/L COMPLETE
ACC. ALT. CONFIRM
(400FT READY
MINI) CL 1
(OR 2)? MEMO ITEMS
GEAR UP ALT COMPLETE

85. ENGINE FLAME OUT AT TAKE-OFF
GREEN MCT SET FLAPS 0

or FEATHER,
ENGINE FLAME OUT AT WHITE MAINTAIN
ACCELERATION BUG SET FUEL SHUT OFF
TAKE-OFF MEMO ITEMS IAS FLAPS 15
ALTITUDE
XXX
WHITE BUG SET
42-500
GEAR UP,
UPTRIMMED NOTE: AP is set at discretion
JULY 21
AUTOFEATHERED
V1 ENGINE
POSITIVE BLEED FAULT LIT
ROTATE FAILURE CLIMB
72-500
209
210
PM CALL-OUTS DURING A SINGLE ENGINE GO-AROUND
PF ACTIONS AT GO-AROUND:
1) PRESS GO-AROUND PBs ON PLs
2) ROTATE NORMAL CONDITIONS AFTER TAKE-OFF
3) ADVANCE PLS TO THE RAMP FLAPS 0 C/L
or
& SIMULTANOUSLY APPLY FORCE ON SET SPEED BUG ICING CONDITIONS
RUDDER PEDAL (LIVE ENGINE SIDE) WHITE BUG MAINTAIN FLAPS 15
PF ACTION AT ACC ALTITUDE:
SET PLs IN NOTCH
SET IAS
FL APS 15 PL IN THE
42 PEC
NOTCH, SET
MCT AFTER TAKE-OFF
SET ALT C/L COMPLETE
ACC. ALT.
(1000 FT MINI) FLAPS 0
GEAR UP
HEADING, or
LOW BANK, MAINTAIN
SET SPEED FLAPS 15
IAS VGA BUG VGA
GO-AROUND, ALT
SET POWER, GREEN WHITE BUG IAS XXX SET
FLAPS ONE NOTCH SET
FLIGHT PATTERNS
ACCELERATION FL APS 15 MCT SET

PROCEDURES
FOR TRAINING ONLY

42 PEC
GEAR UP ALTITUDE
VHF: (CALL SIGN) WHITE BUG
HDG LOW, IS GOING AROUND
WHITE BUG
86. SINGLE ENGINE GO-AROUND
IAS XXX SET OR VGA +15

42 PEC
XXX SET
POSITIVE
POWER SET CLIMB
FLAPS 15°
42-500
NOTE: AP is set at discretion

JULY 21

72-500
ANNEXES
JULY 21
CROSSWIND LANDING
42-500 72-500
SAFETY NOTE # 1
BE PREPARED FOR
CROSSWIND LANDING
When crosswind conditions are reported
on arrival airport, it is essential to
anticipate by reviewing the landing technique
and to prepare an action plan before starting
the approach. This “Be prepared for crosswind
landing” provides an overview of operational factors
involved in planning and conducting the approach
and flare under crosswind conditions, as well as some
recommendations regarding handling techniques.
reported wind and the steady wind, without considering

Key points for a safe and wind direction). In any case the wind factor to be added is
successful crosswind landing limited to 15 kt.
 Review and brief crosswind landing technique. For example, when landing in Toulouse Blagnac airport on
 Strictly adhere to computed Vapp. runway 14R, with a wind reported as 200° / 18 kt gusting at
 Ensure strengthened crew cooperation. 30 kt, 1/3 of headwind component is 3 kt while the gust in full
 Be prepared for a go-around. is 12 kt (30-18). Hence the wind factor to be considered for
 Look for a reduced air/ground transition. the approach speed computation will be 12 kt.
 Keep aileron into wind during landing roll. The wind factor shall not be increased further, even in
strong crosswind conditions. An excessive approach speed
increases the duration of the flare (while under crosswind
MAXIMUM RECOMMENDED conditions, it is preferable to shorten the transition from air
CROSSWIND to ground), , it also increases the risk of landing with nose
The crosswind value given in the AFM performance section landing gear first and it increases the landing distance . Long
(6-01) as maximum demonstrated crosswind shall be flare and “greased” landings are not recommended by ATR.
understood as the maximum crosswind under which the
capacity of the ATR aircraft for landing was demonstrated
during flight tests. It shall be considered as the maximum
P R E PA R I N G T H E A P P R O A C H
recommended crosswind.
The best defence against crosswind conditions is anticipation
The operators may consider establishing operating
conditions, based on crews experience or airfields through a reminder of the landing technique before starting
specificities, for which the maximum crosswind would be the approach. While preparing for the approach, the crew shall
reduced. check the applicable maximum demonstrated crosswind,
calculate the estimated drift on final, the approach speed
During the approach briefing the pilot flying shall evaluate
his/her own ability to land in announced crosswind condition and associated preset values (pitch and torque). The pilot
and get prepared for a go-around and/or a diversion. flying shall evaluate his/her own ability to land in forecasted
conditions and the crew shall review the available means
The AFM 6-01 also provides maximum recommended
to timely detect any change in wind conditions, and how
crosswind applicable in case of contaminated runway.
changes will be communicated. It
is of utmost importance that
the crew organizes their
APPROACH SPEED
resources in order to build
The FCOM (3.08.02) defines the approach speed as Vapp = and maintain proper
VmHB + wind factor where the wind factor is the maximum
situational awareness
of either 1/3 of the headwind velocity or the gust in full (to
on final approach.
be understood as the difference between the maximum
https://www.atractive.com

ANNEXES
JULY 21
CROSSWIND LANDING
42-500 72-500
CONDUCTING
Crabbed Approach
THE APPROACH
ATR recommends performing a crabbed approach. : wings
L R
level and drift correction.
ATR recommends disconnecting the autopilot and yaw
damper at the latest at 500 ft in order to have time to
establish manual control.
Crosswind conditions are often associated with turbulence.
In any case, the crew shall strictly adhere to the stabilized
approach criteria in force within the applicable operator
Standard Operating Procedures. Any deviation shall be called
out and corrected. Performing a go-around is an option that WIND
shall be considered at any time until a safe landing is ensured.
During final approach, the crew shall pay particular attention
to changes in wind direction and strength and maintain a
high level of cooperation.
DECRAB AND FLARE TECHNIQUES

Proper
er correction
ATR recommends the standard decrabbing technique:
the pilot flying decrabs the aircraft by coordinating downwind
rudder input, with into wind aileron input. These actions WIND
enable to align the aircraft with runway axis.
This manoeuver shall be initiated at the latest at 20 ft but could be
started earlier. The resulting aircraft position must be maintained Aileron deflections are exaggerated for a better visual understanding.
up to the touchdown. Correction of flight path deviation, if
necessary, will be performed around this new position.
No correction
ction
Power reduction shall be initiated passing 20 ft. The
touchdown shall occur with power levers at Flight
Idle. In coordination with power reduction, the pilot flying WIND
progressively adjusts aircraft pitch to flare the aircraft, until
upwind main landing gear contacts with the runway.
As wind intensity increases, manoeuvers dynamic should be
implemented toward a faster executed set of simultaneous actions.
cock effect). To avoid that, the pilot flying must gradually

AIRCRAFT HANDLING increase the aileron input into the wind (up to maximum
DURING LANDING ROLL deflection if necessary). In addition, rudder pedals shall be
A N D D E C E L E R AT I O N used to keep the airplane on runway axis and any heading
deviation must be corrected smoothly, especially in
The upwind main wheels contact the ground first, followed
upwind direction.
by downwind main wheels. After both main landing gears
contact, the pilot flying assists the nose landing gear towards In case of lateral deviation tendency, reverse shall be released
the ground and selects the power levers to Ground Idle. and the pilot shall primarily use rudder pedals to regain lateral
Selecting power levers on Ground Idle causes an effective control. Asymmetrical braking can also be used to assist
reduction of energy. If further deceleration is needed the lateral control as rudder efficiency decreases with airspeed.
crew could use reverse or brake to minimize landing roll.
Below 70 kt, The Captain controls airplane alignment with
During the landing roll, the pilot flying holds the control nose wheel steering and the First Officer maintains aileron
column in nose down position to increase directional input into the wind until the aircraft comes to a complete stop.
efficiency, maintaining aileron input into the wind. In case of
Note: the use of reverse is more efficient at high speed and brake at low
insufficient aileron input, crosswind gusts will lift the upwind speed. Reverse shall be selected only after pilot monitoring has checked and
wing and make the aircraft turn (accentuated by weather announced the 2 low pitch green lights.
Any comment or question on this document can be sent to flight-ops-support@atr.fr
THIS DOCUMENT IS INTENDED AT PROVIDING AN OVERVIEW OF APPLICABLE STANDARDS AND BEST PRACTICES IN RESPECT OF FLIGHT OPERATIONS AND AT ENHANCING ATR OPERATOR’S AWARENESS IN RELATION THERETO.
HOWEVER THIS DOCUMENT SHALL NOT IN ANY WAY WHATSOEVER SUPERSEDE ANY APPLICABLE REGULATIONS NOR ANY ATR’S OR ATR OPERATOR’S DOCUMENTATION. IN THE EVENT OF ANY INCONSISTENCY BETWEEN THIS
DOCUMENT AND ANY ATR’S OR ATR OPERATOR’S DOCUMENTATION, THE LATTER SHALL PREVAIL.THIS DOCUMENT AND ITS CONTENTS SHALL NOT BE USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS INTENDED. ANY
COMMERCIAL USE OF THIS DOCUMENT OR ANY PART THEREOF IS PROHIBITED. THIS DOCUMENT MAY BE COPIED, DISTRIBUTED, ADAPTED OR TRANSLATED, IN WHOLE OR IN PART, BY ATR OPERATORS FOR THE PURPOSE OF AVIATION
SAFETY. COPIES, ADAPTATIONS OR TRANSLATIONS OF THIS DOCUMENT (OR ANY PART THEREOF) SHALL BE MADE AT THE SOLE RISK OF THE ATR OPERATORS. ATR SHALL HAVE NO LIABILITY WHATSOEVER FOR THE USE, ACCURACY,
COMPLETENESS AND/OR CORRECTNESS OF ANY COPY, ADAPTATION OR TRANSLATION OF THIS DOCUMENT OR ANY PART THEREOF.

ANNEXES
JULY 21
WEIGHT AND BALANCE
42-500 72-500
DEFINITION
- Prior to each flight, flight crew should ensure that the actual aircraft weight and center of gravity location
comply with limitations described below.
- The goal of the C.G. envelopes is to make sure that the center of gravity stays within the limitations for the
whole duration of the flight.
- These limitations ensure that the aircraft maneuverability

and stability are respected during the entire flight.
- There are two type of envelopes: certified envelope

and operational envelope.
- Operator is responsible for defining and using proper

operational envelope applicable to one aircraft
and one flight type.
ALLOWED / PROHIBITED CG LOCATIONS

- CG has to be within ops envelope during all flight phases. It allows an operational margin for in flight events
such as passenger movement.
- Certified CG envelope must not be used for operational purpose, notably at flight planning stage.
CONCLUSION
For better knowledge and understanding of the weight an balance limitations, please refer to the
documentation available on ATRactive.com

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: ops.support@atr-aircraft.com
Yours faithfully,
Your ATR Training and Flight Operations support team.

ATR
CONTACT
e-mail: atc@atr.fr
1, allée Pierre Nadot
Tel: +33 (0)5 62 21 62 21

Fax: +33 (0)5 62 21 68 00
Tel: +33 (0)5 62 21 62 07
31712 Blagnac cedex - France

For ordering manuals, please contact us at:
ATR Product Support & Services Portal: https://www.atractive.com

© ATR. 2021. All rights reserved. Proprietary document of ATR. This document shall not be reproduced or disclosed to a third party without the written consent of ATR.
This document and its content shall not be used for any purpose other than that for which it is supplied. ATR, its logo, the distinctive ATR aircraft profiles and patented
information relating to the ATR aircraft are the exclusive property of ATR and are subject to copyright. This document and all information contained herein are the sole
property of ATR. No intellectual property right is granted through, or induced by, the delivery of this document or the disclosure of its content. The statements made
herein do not constitute an offer or a representation. They are based on the mentioned assumptions and are expressed in good faith.

Flight Crew Training Manual: Normal, Abnormal & Emergency Procedures

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Flight Crew Training Manual: Normal, Abnormal & Emergency Procedures

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FLIGHT CREW

EDITION JULY 2021

This manual is a comprehensive document that efficiently complements FCOM procedures.

The Training and Flight Operations support team.

SOP GOLDEN RULES............................................................................................................................................. 29

FOR TRAINING ONLY 3

STANDARD OPERATING PROCEDURES

4 FOR TRAINING ONLY

38. COCKPIT PREPARATION – STEP 2............................................................................................................................. 97

CONTINUOUS DESCENT OPERATIONS

FOR TRAINING ONLY 5

ABNORMAL & EMERGENCY PROCEDURES

6 FOR TRAINING ONLY

ABNORMAL & EMERGENCY PROCEDURES

WEIGHT AND BALANCE.................................................................................................................................... 213

FOR TRAINING ONLY 7

Abnormal & Emergency procedures

Abnormal & Emergency procedure

Flight patterns - Annexes

8 FOR TRAINING ONLY

PF is the Pilot Flying. PM is the Pilot Monitoring.

Example: Before take-off procedure

4. EMERGENCY & ABNORMAL SITUATION

Example: Engine fire, Smoke

4.2. ABNORMAL SITUATION

Example: Pack valve fault

FOR TRAINING ONLY 9

4.3. STANDARD COMMUNICATION

10 FOR TRAINING ONLY

When it comes to procedures, general task sharing as stated below is applicable:

• Aircraft configuration • Communication

• Procedure initiation • Checklist reading

During Emergency or abnormal C/L,

ON THE GROUND < 70Kt PF(1) PM

ON THE GROUND 1st

TRANSFERRING FLIGHT CONTROLS

Pilot being assigned PF functions, takes control and calls back:

FOR TRAINING ONLY 11

7.2. COLLISION AVOIDANCE

7.3. COMMUNICATING IN THE COCKPIT

7.4. HEADSET OPERATIONS

7.5. SAFETY BELTS AND HARNESSES

12 FOR TRAINING ONLY

7.6. CABIN CREW

Following appropriate announcement, cabin crew must:

To allow an efficient cross check:

FOR TRAINING ONLY 13

9. AFM, FCOM AND QRH

14 FOR TRAINING ONLY

If PF answers “YES”, apply following actions.

If answer is “NO”, skip the related item.

FOR TRAINING ONLY 15

11. MEMORY ITEMS

Following event confirmation:

Act and crosscheck accordingly by Act and crosscheck accordingly by

After completion of all items

Continues reading boxed items and

16 FOR TRAINING ONLY

12. DARK COCKPIT PHILOSOPHY

No light = normal operation

Remember lights philosophy:

13. CHECKLIST PRIORITIES

14. NORMAL PROCEDURES

• Aircraft configuration • Communication

• Procedure initiation • Checklist reading

• Before landing procedure is triggered by passing deceleration point.

15.4. ASSESSMENTS / DECISION / INFORMATION

• Fit the design of the aircraft,