OM Part 2-Annex 4 - ATR 42 45 72 Classic Series SOP

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OPERATIONS MANUAL (DRAFT) Revision Date: 01/012020
Document No: AOC-OPS-MAN-01
STANDARD OPERATING PROCEDURES
ATR 42 / 45 / 72 CLASSIC SERIES
FOR VARIANTS:
42-500
72-201/202
72-212
72-212A (500)
LAN Ref: X:\GENERAL\Manuals\AOC\Operations Manual (OM) Part 2 Annex 4 Page 1 of 96

Copyright © Solenta Aviation – This document is uncontrolled when reproduced from controlled document.
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PART 2 – ANNEX 4
ATR 42/45/72 CLASSIC SOP
TABLE OF CONTENTS
1. LIST OF REVISION .......................................................................................................................... 5
2. INTRODUCTION .............................................................................................................................. 7
3. LEGEND ........................................................................................................................................... 7
4. CALL OUTS ..................................................................................................................................... 7
5. CONFIGURATION CHANGE ........................................................................................................... 8
6. CHANGE OF CONTROL ................................................................................................................. 9
7. ALTIMETER AND ALTITUDE ALERT SETTING .......................................................................... 10
8. MANDATORY VERBAL CONFIRMATIONS & ACKNOWLEDGEMENT ..................................... 10
9. MANAGEMENT OF FLIGHT CONTROL PANELS (FLIGHT DIRECTOR) .................................. 10
10. AVIONICS & EHSI SET UP ........................................................................................................... 11
11. STERILE COCKPIT ....................................................................................................................... 12
12. PASSENGER BRIEFING ............................................................................................................... 12
13. COCKPIT/CABIN CREW CO-OPERATION .................................................................................. 12
14. COCKPIT COMMUNICATION IN AN EMERGENCY .................................................................... 13
15. CARGO LOADING ......................................................................................................................... 15
16. SAFETY AROUND THE AIRCRAFT ............................................................................................. 15
17. SECTION 1: NORMAL PROCEDURES ........................................................................................ 16
18. PRELIMINARY COCKPIT PREPARATION .................................................................................. 19
19. LONG TRANSIT (INITIAL SETUP)................................................................................................ 20
20. SHORT TRANSIT (THROUGH FLIGHT) ....................................................................................... 25
21. FINAL COCKPIT PREPARATION................................................................................................. 26
22. EMERGENCY BRIEFING .............................................................................................................. 28
23. NORMAL DEPARTURE BRIEFING .............................................................................................. 29
24. BEFORE START AND STARTING ............................................................................................... 31
25. BEFORE PROPELLER ROTATION .............................................................................................. 32
26. BEFORE TAXI................................................................................................................................ 35

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27. TAXI ................................................................................................................................................ 37
28. BEFORE TAKE-OFF ..................................................................................................................... 39
29. TAKE-OFF ....................................................................................................................................... 40
30. TAKE-OFF ...................................................................................................................................... 41
31. AFTER TAKE-OFF......................................................................................................................... 42
32. CLIMBING THROUGH FL100 ....................................................................................................... 43
33. CRUISE .......................................................................................................................................... 44
34. DESCENT ....................................................................................................................................... 45
35. HOLDING TIME.............................................................................................................................. 45
36. BEFORE DESCENT ...................................................................................................................... 46
37. DESCENDING THROUGH FL 100 ................................................................................................ 46
38. APPROACH ................................................................................................................................... 47
39. VISUAL APPROACH 45 & 72 ....................................................................................................... 48
40. STABLE APPROACH .................................................................................................................... 48
41. THE MONITORED APPROACH .................................................................................................... 48
42. BEFORE LANDING – APPROACHES .......................................................................................... 53
43. NON-PRECISION APPROACH (CANPA) (VOR or NDB Approach) .......................................... 55
44. NON-PRECISION APPROACH (RNAV) ....................................................................................... 57
45. RNAV APPROACH ........................................................................................................................ 59
46. RNP APPROACH........................................................................................................................... 60
47. RNAV (GNSS) APPROACHES ..................................................................................................... 60
48. CIRCLE-TO-LAND ......................................................................................................................... 61
49. LANDING ....................................................................................................................................... 63
50. REVERSE POLICY ........................................................................................................................ 63
51. GO-AROUND ................................................................................................................................. 64
52. AFTER LANDING .......................................................................................................................... 65
53. PARKING ....................................................................................................................................... 66
54. LEAVING THE AIRCRAFT ............................................................................................................ 67
55. NORMAL FLIGHT PREPARATION IN HOTEL MODE ................................................................. 68

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56. POWER BACK AND PUSH-BACK OPERATIONS ...................................................................... 69
57. NOISE ABATEMENT PROCEDURES .......................................................................................... 70
58. OPERATIONS ON NARROW RUNWAYS (ATR 42, 45 and 72) .................................................. 71
59. CROSSWIND LIMIT ATR 42-500 .................................................................................................. 72
60. SECTION 2: EMERGENCY PROCEDURES ................................................................................. 72
61. UNCOMMANDED AUTOFEATHER .............................................................................................. 74
62. ON GROUND ENGINE FIRE ......................................................................................................... 75
63. ENGINE FIRE AT TAKE-OFF ........................................................................................................ 77
64. ENGINE FIRE AT TAKE-OFF (CONTINUED) ............................................................................... 78
65. ENGINE FIRE AT TAKE-OFF (CONTINUED) ............................................................................... 79
66. ENGINE FLAME OUT AT TAKE-OFF ........................................................................................... 80
67. ENGINE FLAME OUT AT TAKE-OFF (CONTINUED) .................................................................. 81
68. SINGLE ENGINE OPERATION ..................................................................................................... 82
69. SINGLE ENGINE GO-AROUND .................................................................................................... 84
70. EMERGENCY DESCENT .............................................................................................................. 85
71. WINDSHEAR.................................................................................................................................. 86
72. APPROACH TO STALL AND STALL RECOVERY ...................................................................... 87
73. UNUSUAL ATTITUDE RECOVERY .............................................................................................. 88
74. CREW MEMBER INCAPACITATION ............................................................................................ 89
75. RUDDER USE ................................................................................................................................ 90
76. MANAGING TAWS ........................................................................................................................ 91
77. MANAGING TCAS WARNINGS .................................................................................................... 92
78. MANAGING APM ADVISORIES ................................................................................................... 93
79. SECTION 3: RMM ............................................................................................................................. 95
80. ATR 42/72 DIFFERENCES TABLE AND LIMITATIONS .............................................................. 96

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1. LIST OF REVISION
PAGE
DATE DESCRIPTION OF CHANGE
NUMBER
31/08/0217 6 Include Taxi speeds
31/08/0217 8 Sterile Cockpit
31/08/0217 11 Evacuation calls amended
31/08/0217 12 Cold Weather
31/08/0217 13 Introduction and Note
31/08/0217 16 MLG Breaks
31/08/0217 17 Exterior Inspection
31/08/0217 19 Aircraft Checklist
31/08/0217 20 Normal Checklist
31/08/0217 22 Equipment Check
31/08/0217 31 Note 4
31/08/0217 36 Normal Briefings
31/08/0217 40 Push Back
31/08/0217 43 Before Take-Off
31/08/0217 45 Take off note added as well as Note 3 and Note 5
31/08/0217 46 Check enige parameters
31/08/0217 52 Visual Approach
31/08/0217 53 Changed (e)
31/08/0217 54 Added (g) >1000min
31/08/0217 60 Precision Approach
31/08/0217 63 Constant Angle Non-Precision
31/08/0217 66 Approved Aircraft
6 Use of Breaks
7 Large Dual Opposite Controls
01/08/2018
9-10 HT1000 – Time date update
59 Shutdown Procedures
24/04/2019 1-100 ALL – Aligned with ATR FCTM
12/12/2019 7 Legend
12/12/2019 8 General call outs
12/12/2019 9 Red bug to Icing bug
12/12/2019 11 Avionics & EHSI setup
12/12/2019 12 Passenger briefing
12/12/2019 14 CM1 to PM
12/12/2019 16 Level 2 and 3 changed to Anti-icing and De-icing
12/12/2019 16 Aircraft models updated
12/12/2019 17 Fuel system
12/12/2019 20 ATR 42 added
12/12/2019 22 Set and Checked
12/12/2019 23 New Checklist
12/12/2019 28 Scan on Pedestal
12/12/2019 33 Briefings
12/12/2019 35 Instrument scan and cross check
12/12/2019 35-36 Engine 1 and 2 Starts and start sequence
12/12/2019 37 Before start and starting
12/12/2019 41-42 NP Stabilized around 71%
12/12/2019 44 Note 4

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12/12/2019 45 Line-up clearance received and cabin secure

12/12/2019 46 Note 3
12/12/2019 48 Passing acceleration altitude
12/12/2019 49 Note 9
12/12/2019 50 Reaching Cruise speed
12/12/2019 53 Approach
12/12/2019 54 Stable approach/Instrument approach
12/12/2019 57 Aircraft Configuration Management
12/12/2019 58 ILS Precision Approach
12/12/2019 60 Non-Precision approach (VOR/NDB)
12/12/2019 63 Non-Precision approach (RNAV)
12/12/2019 70 After Landing
12/12/2019 70 Note 1
12/12/2019 71 Parking
12/12/2019 79 System Reset
12/12/2019 80 On ground engine fire
12/12/2019 81 Aircraft stopped
12/12/2019 82 Engine Fire at Take-off
12/12/2019 84 Engine Fire at Take-off
12/12/2019 95 Incapacitation
01/01/2020 1-96 All

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2. INTRODUCTION
The purpose of this document is to integrate Solenta Aviation policy with the AFM, FCOM and
FCTM in a practical way. This document must be consulted in conjunction with the AFM, FCOM
and FCTM. Where a discrepancy exists, the manufacturer’s documents shall take preference.
NOTE:
THESE STANDARD OPERATING PROCEDURES WILL IN NO CASE SUBSTITUTE THE
MANUFACTURERS LIMITATIONS.
NOTE:
All operations are relevant to paved, dry runways, unless otherwise indicated.
3. LEGEND
PM : Pilot monitoring (not flying).
PF : Pilot Flying.
CAPTAIN : Pilot sitting in the left seat.
FIRST OFFICER(F/O) : Pilot sitting in the right seat.
CM1 : Crew Member 1: Captain
CM2 : Crew Member 2: First Officer
"XXX procedure" : A procedure is triggered by "XXX procedure" callout. It is performed
before the relevant checklist.
4. CALL OUTS
The use of the “two communications” rule is essential to a well-structured multi-crew operation. At
any stage of flight, where a challenge is made and no response is forthcoming, a second challenge
should be made. If there is still no response, incapacitation must be assumed, and the PM must
take control.
The purpose of standardising a set of challenges and the responses is to ensure that crew
members have a base line for determining when the two-communication rule can be applied and
to provide a fixed reference format that makes flight operations and communications on the
COCKPIT with different crew easier.
The call outs also ensure that there are no misunderstandings and provide a doorway for crew to
question performance and standards that are below company requirements.

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GENERAL CALL OUTS
FLT EVENT/PHASE Pilot Monitoring Pilot Flying
At any time when bank angle exceeds

“Check Bank” “Correcting”
30º in normal flight
At any time when speed is below stated
“Check Speed” “Correcting”
requirement, by more than 10 knots
At any time when heading varies by more
than 10º from Heading Bug or Course “Check Heading” “Correcting”
Indicator
At any time when rate of Descent varies
from stated requirement by more than “Check Rate of Descent” “Correcting”
200’/min
When the CDI needle starts moving in
“Radial Alive” “Check”
(within 10° of selected radial)
When a selected navigation mode “VOR* SET HDG to
“HDG to Course set”
becomes active Course”
When the localiser starts moving in “Localiser Alive” “Check”
When the Localiser mode becomes “LOC* Set Runway

“Runway HDG set”
active Heading”
“Missed Approach “GS* Set Missed
When the Glideslope becomes active
Altitude set” Approach Altitude”
When Altitude mode becomes active “Check” “Alt*”
When 1000 ft to go to in cleared altitude “1000 ft to
“Check”
or FL FL___/____ft”
5. CONFIGURATION CHANGE
The PF shall request configuration changes. The PM must verbally confirm that the speed/altitude
criteria are met by saying “SPEED CHECK” before the desired configuration change is actioned.
The PM must only respond once the configuration change is complete.
CONFIGURATION CHANGE CALL OUTS

Pilot Monitoring
Pilot Flying
“Gear up” “Landing Gear Up”

“Flap 0” “Flap 0 Set”
“Gear Down” “Gear Down, 3 Greens”
If the aircraft speed/altitude does not meet the

“Check Speed/Altitude”
criteria for the configuration change

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The Solenta speeds for configuration changes are as follows.

Above White Bug (Normal conditions)
Flap retraction
Icing Bug (Icing conditions)
Aircraft Limitation (Make selection at least 5 –
Flap Extension
10 knots below limitation
Propellers Any speed
Aircraft Limitation (Make selection at least 5 –
Gear
10 knots below limitation
LVO Operations 10 kts / 15 KTS in turns / 25 kts
Taxi speed Limits
for Taxi/ 35 kts for Backtracking
It is good airmanship to extend the flaps and gear below the aircraft limitational speed. Aim to be at
least 5 – 10 kts below the maximum speed before making the selection.
Configuration change procedures are applicable for all phases of flight.
6. CHANGE OF CONTROL
Any time that control of the aircraft is transferred from one pilot to the other, the following
phraseology shall be used:
Pilot handing over control: “YOU HAVE CONTROL”
Pilot taking control: “I HAVE CONTROL”
When control is transferred, the pilot handing over control must make the other pilot aware of the
intentions and flight conditions e.g. track, altitude, autopilot selection (on/off) and flight director
selection prior to transferring control. The ADU must be selected to the PF side.
6.1 Use of Brakes
The correct use of power during the taxi is essential to prevent the “riding” the brakes causing
high temperatures, which could lead to tyre deflation, reduced braking efficiency and fire. It takes
up to ten minutes after an aborted take-off for the brakes to reach their maximum temperature,
and the aircraft should be stopped for at least ten minutes after which the crew must assess the
situation.
6.2 Large Dual Opposite Controls
ATR issued recommendations:
In-flight aggressive or large elevators input should be avoided. Such inputs may lead to high
loads and result in structural damage.
The aircraft must be controlled from one control column only. Dual input in opposite direction
may result in a pitch disconnect.

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7. ALTIMETER AND ALTITUDE ALERT SETTING
When the PM obtains an altitude clearance, he/she will select the cleared altitude on the Altitude
Selector. The PM shall point to the Altitude Selector until the PF confirms the altitude set is correct
by verbally repeating the cleared altitude/level. This procedure reverses roles when the change is
made by the PF.
Altimeter settings will be cross checked whenever the altimeter settings are changed. The PM
initiates the check by calling Transition Altitude or Level when cleared to an altitude. PF calls “Set
Altimeters Standard” or “Set QNH…….”. PM Calls “Standard Set” or “QNH…..Set”. PF calls
“Passing FL…..now” or “Passing…….ft now”. The PM then calls out any difference or if they are
the same, “Check”.
8. MANDATORY VERBAL CONFIRMATIONS & ACKNOWLEDGEMENT
The following must be confirmed and acknowledged between pilots:
• A.T.C. clearance and altimeter settings and amendments thereto.

• Any Hold Short instruction
• Runway clearance before proceeding on to the active runway.
• Take off clearance before power application.
• Landing clearance before landing.
If any doubt exists as to the clearance, a clarification will be requested from A.T.C. immediately.
9. MANAGEMENT OF FLIGHT CONTROL PANELS (FLIGHT DIRECTOR)
The Flight Director system has two main functions:
• To aid crew in flight path control during all phases of flight
• To provide desired flight path requests to the autopilot
• The use of the Flight Director (FD) is encouraged, as it reduces pilot workload, especially
during critical phases of flight and emergencies. The correct use of the FD is however, very
important – always ensure that the correct modes are selected, and ensure that both crew
members have the same FD indications.
FD selections must be called out by the PF. Responses by the PM below:
FLIGHT DIRECTOR SELECTION CALL OUTS

Pilot Flying Pilot Monitoring
“Select Heading” “Heading selected”
“Select Indicated Air Speed” “Indicated Air Speed Selected”
“Arm Nav Mode” “Nav Mode Armed”
“Arm Approach Mode” “Approach Mode Armed”
“Select Vertical Speed” “Vertical Speed Selected”
Note: Any combination of the above may be set at the same time, eg. “Select
Heading, Indicated Airspeed”
Note the difference in terminology:

“Select HDG” is a request for a selection on the Flight Director Control Panel.
“Set HDG ....” is a request to set a new HDG on the EHSI HDG bug

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10. AVIONICS & EHSI SET UP
Nav 1 and 2 active frequencies shall be the same at all times with the exception of the Precision
Approach on base leg.
Com 1 is used for ATC. Com 2 is used for Ops/ATIS/IFBP over Africa/secondary ATC.
EHSI’s for departure should be set up as follows:
Heading bug to runway heading.
Course bars to be set to the first track that has to be intercepted (radial or GPS track) or as required
by the SID / Departure clearance.
RMI needles as required.
HSI’s for the approach should be set up as follows:
Heading bug to the cleared heading/heading required to route to cleared position.

Course Bars to be set to the current track / radial flown, or as required by the STAR, until cleared
for the approach. Once released from the STAR, inbound courses (applicable to the approach),
must be set.
If a STAR is not flown, the inbound course can be set during the briefing.
If weather is present, at least the PF must have the weather radar in arc mode selected as the
active screen.
HT1000 Time Date update
All Crew flying ATR’s with HT1000 installed are to verify that the FMS MPC Time and date is
correct on the first flight of the day. This will be done by CM2 and the route setup will be done by
the PF.
Procedure and Pics below:
Press Menu then MPC Press Time & Flight Check Date and Time Correct, if Not
Insert time in the appropriate line (this takes a few seconds to update)
Insert date in the appropriate line (this takes a few seconds to update)
Return to the menu page.

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11. STERILE COCKPIT

Sterile cockpit shall be maintained from obtaining start clearance until above FL100/10’000ft. This
means that there should be no unnecessary communication between the crew. Headsets must be
worn from start until climbing through FL100/10’000ft and from TOD until shutdown. Should the
flight be conducted below FL100 / 10 000ft on a short sector, the sterile cockpit will then apply up
to Transition Altitude or once the After-Take-Off checklist has been completed. The PM must notify
the PF that they are “Heads Down”. No company/operations communications should occur during
the Sterile Cockpit phase.
At the captain’s discretion, the “Sterile Cockpit” status may be implemented earlier for an approach
into very busy airspace. For passenger flights, the Seat Belt signs must then be switched on at this
time.
12. PASSENGER BRIEFING

The passenger briefing will be done by the SCCM.
The following items must be covered during the passenger briefing:
Introduction:
• Welcome
• Introduce crew
• Flight details (destination, flight time, cruising altitude, expected weather)
Safety items:
• As per the automated CD/memory card player. If the CD/memory card player is
unserviceable, the first officer will read the prepared Safety Briefing (ATR 42 only).
• Temperature control
Take-off and landing:
• Seatbelts
• Tray tables
• Seat back
An individual briefing may be required for special needs passengers and his “guardian”.
If the memory card player used by the Cabin Crew is unserviceable, then the Co-pilot must read
the passenger briefing whilst the Cabin Crew member does the emergency demonstration. This
must be done after engine starts and prior to taxying. It must not be done on the taxi. (ATR 42 only)
13. COCKPIT/CABIN CREW CO-OPERATION
For the purposes of this and the next section, the term Cabin Crew (CC) refers to the ATR 42 and
the term Senior Cabin Crew Member (SCCM) refers to the ATR 72. The term Cabin Crew
Member(s) will be used to reflect general duties.
The Cabin Crew Member(s) must be part of the general briefing prior to the flight during which
expected weather, numbers of passengers and emergency signals etc. are discussed. This will
also be the time for the Captain to brief on any special requirements and quiz the CCM as per the
Cabin Services Flight Report and Checklist. On the ATR 72, the quizzing of the CC will be carried
out by the SSCM.
Once in the cockpit, the Captain will carry out the communication check with the SCCM as per this
SOP.

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For standardization purposes between the ATR 42 and 72, all communication with the cockpit will
take place by means of the Crew Interphone system, with the exception of the TESTS/NITS
briefing in an emergency.
Prior to closing the main cabin entrance door, the number of passengers will be confirmed to the
Captain by the SCCM. On the ATR 72, the SCCM will also confirm that the tail prop is on board.
The tail prop will be handed to the SCCM by the ground staff after the last passenger has boarded.
If no ground staff are available, the SCCM is responsible to remove and stow the tail prop. If the
seat belt sign was not on, it will now be selected on.
After start, preferably during the taxi out, the SCCM will call the cockpit on the Crew Interphone
system and give the Captain the “Cabin Secure” call, indicating that the cabin is prepared for
take-off. This must be acknowledged verbally by the Captain.
Once cleared to line up, the cockpit will advise the cabin crew to be seated on the PA – “Cabin
crew, seats for take-off” Once climbing through 10,000’ and the conditions are deemed
acceptable, the seat belt signs will switch off. Should there still be some turbulence, the captain
may leave the seat belt sign on, however, he can instruct the SCCM to continue with the service.
A passenger announcement will be made by the SCCM to the effect that the service will commence
but that all passengers must remain seated until the captain switches off the seat belt sign.
Once the seat belt signs have been switched off, they can be switched on again at any time due
to expected/ encountered turbulence. Should the turbulence be such that the captain wants the
cabin crew seated immediately, then an announcement to this effect must be made over the PA.
The CCM(s) must then stow the trolley if they are busy with a service and return to his crew seat
as soon as possible. The seatbelt sign will be switched on at Top of Descent (TOD).
Approximately 10 minutes to landing, the cockpit will advise the cabin crew “10 minutes to
landing” if a “Cabin Secure” has not been received.
The SCCM will call the cockpit on the Crew Interphone system and give the Captain the “Cabin
Secure” call, after the seat belt signs have been selected ON, indicating that the cabin preparation
for landing is complete.
On turning final approach for the landing, the cockpit will advise the cabin crew to be seated on
the PA – “Cabin crew seats for landing”.
The cabin crew will remain in their crew seats until the seat belt signs have been selected off after
engine shutdown. The entrance door may now be opened and the passengers deplaned. On the
ATR 72, the tail prop must be placed in position before any passengers are permitted to deplane.
14. COCKPIT COMMUNICATION IN AN EMERGENCY
Emergency. If an emergency arises, the Captain will summons the SCCM to the cockpit by
means of the PA system:
“CC to the cockpit” (ATR 42/45)
“SCCM to the cockpit” (ATR 72)

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The SCCM will lead the Captain through the TESTS/NITS sequence:
T Type of emergency
E Evacuation necessary
S Signal confirmation
T Time remaining
S Special instructions
When the emergency cabin preparation is complete, the SCCM will enter the cockpit to report
“Cabin Secure” to the captain. The interphone system will not be used.
Emergency Descent. If an emergency descent is required, the PM will make the following
announcement on the PA:
“Emergency descent, remain seated”
Once the aircraft levels off, the following announcement will be made by the PM on the PA:
“Cabin Crew Members, resume your duties”
Brace Signal. In a planned or unplanned emergency landing, the captain will make the following
announcement on the PA at approximately 200’ AGL/30 seconds prior to landing/impact:
“Brace, Brace, Brace”
Evacuation. If an evacuation is required, the captain will command the evacuation over the PA:
“Evacuate, Evacuate, Evacuate”
If, for some reason one side of the aircraft is deemed unsafe for an evacuation, the command will
come from the Cabin crew members to which side the evacuation must take place.
If a verbal command cannot be given over the PA, the alternative evacuation signal will be the
repeated flashing of the seat belt signs once the aircraft has come to a complete stop after an
emergency landing.
If an evacuation is not necessary or cannot be given immediately, the following announcement will
be made on the PA: This announcement must be followed by an evacuation command or an
explanatory announcement.
“Remain seated, Remain seated”
Deplanement. Some circumstances require passengers to leave an aircraft in an expeditious

manner using the normal exit, without risk of personal injury or damage to the aircraft. This
deplanement announcement must be made from the cockpit. All passengers must gather 500
metres upwind of the aircraft following a deplanement.

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15. CARGO LOADING
The Captain is responsible to confirm that the cargo is correctly loaded as per the Load Plan and
that is securely tied down and lashed as per Part 1 Chapter 10 of this OM.
16. SAFETY AROUND THE AIRCRAFT
Both crew members are at all times responsible for safety around the aircraft. When there are
passengers and/or cargo arriving at or leaving the aircraft, the following must be adhered to:
No person shall be allowed to board the aircraft without the permission of the crew.
On the ATR 72, passengers may not board or disembark the aircraft if the tail prop is not fitted.
No passenger shall disembark the aircraft until requested to do so by the crew.
When the aircraft engines are starting and whilst they are running, no person shall stand in line
with the propellers as injuries may be caused by stones deflected by the propellers.
All personnel on the ground shall keep a minimum distance of 10 meters from the aircraft until a
crew member permits them to approach the aircraft.
No vehicles or people are to approach the aircraft until such time as the propellers have come to
a COMPLETE stop and the red rotating beacon has been turned off. The ATR 42-300 operations
will be the exception, as on the freighter, the cargo door needs to be opened whilst #2 engine is
still running in Feather.
No one may walk underneath the wings. Crew must ensure passengers walk around the wing.
16.1 PRESSURE REFUELING
During pressure refuelling, the Captain is to ensure that the delivery pressure does not exceed
50 psi (3.5 bar).
16.2 DEFUELING
If defueling is required, it must be done by the aircraft engineers.
16.3 COLD WEATHER OPERATIONS
Under prevailing ground icing conditions, it is recommended to perform a detailed visual

inspection of the aircraft surface prior to take the decision NOT to de-ice the aircraft. Use of a
dedicated platform is necessary to inspect elevated surfaces such as the horizontal elevator or
the wing. Conditions for ice adherence to the aircraft exposed surfaces can be different between
the wing and the horizontal stabilizer. In case of any doubt regarding aircraft surfaces
contamination, request de-icing.
When the aircraft is on the stand under snow conditions it is recommended to install the engine
air intake plugs (particularly for windy conditions) to prevent snow accumulation inside the air
inlet. When the engine air intake plugs are not installed, the removal of cumulated snow in the
engine air inlets shall be performed prior to aircraft surfaces de-icing.
Prefer the use of de-icing type I fluid when available rather than 1 step de-anti-icing with type
II/IV to limit detrimental effects associated to the use of thickened fluids (residues and stick
forces at the rotation). Implement periodic visual inspections of the aircraft surfaces to detect
the formation of fluid residues and wash the aircraft if necessary.

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If necessary, to depart in active ice accretion conditions, departure with anti-icing and de-icing
is allowed provided de-icing and anti-icing has been done and you are operating within the hold
over time of the applicable icing fluid
Note:
A Captain will be deemed to be suitably qualified following a line check that includes a minimum of one
satisfactory approach and landing on a short runway.
17. SECTION 1: NORMAL PROCEDURES

17.1 Checklist Philosophy
The Solenta Aviation flows and checklist are based on ATR procedures as laid out in the AFM
and FCOMs. All checks are done as flows at required stages of flight. The appropriate checklist
is then called for and completed in a standard Challenge and Response format.
The FO/PM will call “……………Checklist Complete” when the checklist has been correctly
responded to and all items have been attended to. When a checklist is only done up to a line
break, the FO/PM will call “……………Checklist to the line”. To continue the flows, the Captain
only needs to request “Below the Line” or “To the second line” A checklist may only be called
“.....Checklist Complete” when all items on the checklist has been correctly responded to and all
items have been attended to.
When the pilot responding to the checklist checks the status of that item, the annunciation/gauge
for that item must be checked. If there is no annunciation/gauge for that item installed, the status
of the switch must be checked. For example: when confirming flaps are set correctly, the pilot
responding to the checklist should look at the flap gauge, not the flap lever.
The crew co-ordination is such that reference is made to CAPTAIN and F/O during ground
operations up to 70 knots. During such times the FO will challenge the Captain from the checklist
and the Captain responds. Past 70 knots, the dynamics change to PF and PM. During these
phases the PM makes the checklist challenges and the PF gives the response.
As the Checklist is a ‘Challenge and Response’ and not an ‘Action’ checklist (read and do), it is
to be used AFTER all the procedures have been accomplished by memory (flow) and is meant
as a last chance check to ensure that the most important SAFETY items have been correctly
carried out.
The checklist is used as a ‘Challenge and Response’ Checklist except for the After Take-off and
After Landing Checklists which do not require a response from the PF but are completed half
voice by the PM.
“AS REQUIRED” means that you must answer the status of the switch or item, i.e. “ON or OFF””
not “AS REQUIRED”.
“SET AND CHECK” means the pilot that set the item says “SET” and the other pilot check that
the item has been set and respond “CHECK”.
First/last flight of the day items may be omitted if it is not the first/last flight of the day.
The after take-off checklist can be commenced once 160/170 kts is set on both ASIs.

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17.2 AIRCRAFT CHECKLIST
Abnormal and Emergency checklist procedure should never be interrupted, however in the event
of an interruption, the crew will restart the checklist procedure. n case The Normal Checklist is
interrupted the responding Pilot/PF will ask for HOLD AT “ITEM” or the checklist procedure will
be restarted.

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17.3 ALTIMETER AND RADIO ALTIMETER MANAGEMENT

PF and PM altimeter settings must be identical. Any change must be performed with a specific
call and cross control.
Example: cleared down to an altitude with QNH 1015
The altimeter value is:
• expressed in feet for QNH setting
• expressed in Flight Level for standard setting.
For each flight phase, the altimeter setting must follow the following table.
ALTIMETERS
FLIGHT PHASES
CAPTAIN STANDBY FISRT OFFICER
From ground until QNH QNH QNH
cleared to FL (departure airport) (departure airport) (departure airport)
From climb to cruise
STANDARD until
FL
STANDARD landing data is received STANDARD
until cleared down to
then QNH
altitude
QNH QNH QNH
Cleared to altitude
(Arrival Airport) (Arrival Airport) (Arrival Airport)
17.4 LONG (INITIAL) AND SHORT (THROUGH FLIGHT) TRANSIT

It is the Captain's responsibility to determine whether to perform long or short transit regarding
the criteria described hereafter:
Only the Preliminary Cockpit Preparation will differ whether the transit is long or short, and whether a
GPU is connected, or the Hotel Mode is used. In the following, the GPU is assumed to be connected.
For Hotel Mode procedures, refer to Hotel Mode operations.
NOTE: For the first flight of the day, perform the Long Transit procedure.

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18. PRELIMINARY COCKPIT PREPARATION

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This procedure (different for long or short transit) is done by CM2 while CM1 is performing the external
inspection. In the following, GPU is assumed connected.11
The main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for the
flight.
(1)
In case of Preliminary Cockpit Preparation done with Engine 2 in Hotel mode, apply the procedure
detailed in.Hotel Mode operations.
19. LONG TRANSIT (INITIAL SETUP)
FOR ALL TESTS, REFER TO CM2

FCOM: PRO NOP NOR
Note 1: Check both wiper rotary selectors  DO

are in the OFF positions. This will prevent EMER EQUIPMENT………………………CHECK
inadvertent operation of the wipers when
the main buses are powered with the battery GEAR PINS & COVERS ........................ ON BOARD
switch ON. Operation of the wipers on dry DOCUMENTATION ............................... ON BOARD
glass may cause damage to the CIRCUIT BREAKERS…......................... CHECK
windshields.
CDLS sw (If Installed)……………….…….OFF
Note 2: With external power available, the
PRELIMINARY COCKPIT PREPERATION BRAKE HANDLE………………………… PARKING
checks can be completed before Engine 2 is INDIGOSAT………………………………..ON
started.
PL 1 & 2 ...................................................GI
GUST LOCK .......................................... ENGAGE
CL 1 & 2 ................................................. FUEL S.O.
FLAPS LEVER …………………………... CHECK
LANDING GEAR ………. ....................... DOWN
MFC AUTOTEST CHECK
EEC 1 & 2 .............................................. ON
MFC1A/2A fault lights check flashing then
extinguished. NAV LIGHT ON …………………………..CHECK
MFC1B/2B fault lights check flashing then WIPERS ..................................................OFF
extinguished.
BATTERY ................................................ON
NOTE: If cargo door control panel is MFC AUTOTEST ....................................CHECK

opened, the MFC1A/2Aauto test is EMER & ESS BUS SUPPLY IND ............CHECK
automatically done, in this case, check UNDV LT.............................................. CHECK
that MFC1A/2A fault lights are extin-
DC EXT PWR .........................................ON
guished.

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ANNUNCIATOR LIGHT TEST

Check all lights are illuminated, except
for fuel LO LEVEL and engine gauges. CM2
FUEL PUMPS & X-FEED TEST FCOM

PRO.NOP.NOR.30.1
 DO
DOORS TEST FCOM
PRO.NOP.NOR.30.3 P76 OVHD PANEL
ANNUNCIATOR LIGHT………………………………… ……………………TEST
ENG FIRE PROTECTION TEST DOME LIGHT ....................................................................... CHECK/AS RQRD
FCOM PRO.NOP.NOR.29.1 STANDBY COMPASS LIGHT ...................................................... CHECK/OFF
STORM LIGHT ............................................................................. CHECK/OFF
CALL ATTND (if installed) ......................................................................CHECK
PROP BRK ON MIN CAB LIGHT ......................................................................................... OFF
Check the PROP BRK blue light is FUEL PUMPS X-FEED .............................................................................. TEST
illuminated. FUEL PUMPS .................................................................................. CHECK ON
If not, depress HYD AUX PUMP PB on DOORS ...................................................................................................... TEST
the pedestal. SPOILER LTs........................................................................... EXTINGUISHED
When the READY green light LDG GEAR IND…………………….…… CHECK 3 GREEN /NO RED LIGHTS
illuminates, select PROP BRK ON. TLU.............................................................................................. CHECK AUTO
Check the UNLK red light is SELCAL (if installed) .................................................................. CHECK CODE
extinguished. FLT CTL FAULT .................................................................. CHECK NO LIGHT
ENG 1 FIRE ............................................................................................... TEST
EXTERIOR LIGHTS ............................................................................ AS RQRD
NAV lights must stay ON all the time.
CVR & SSFDR RECORDERS PROP BRK.................................................................... CHECK ON / LOCKED
TEST ENG ROTARY…………………………..SELECTOR OFF & STARTER ABORT
FCOM PRO.NOP.NOR.29.4 MAIN ELEC PWR .................................................. CHECK NO AMBER LIGHT
Except DC GEN FAULT lights.
HYD PWR CHECK
CVR &DFDR………………………………………………………………..…...TEST
Blue and green PUMP LO PR illuminated
and no other light. SIGNS PANEL (NO SMKG SEAT BELTS) ................................................... ON
Check also the memo panel.
EMER EXIT LT TOGGLE SW .................................................................... ARM
EMER EXIT LT DISARM ..................................................... CHECK NO LIGHT
DE- /ANTI-ICING ................................................................. CHECK NO LIGHT
OXYGEN PANEL CHECK Except AFR AIR BLEED amber light illuminated.
PROBES HEATING ....................................................................... CHECK OFF
Check oxygen high pressure To avoid any injury to ground staff.
indication. WINDSHIELD HEATING .............................................................. CHECK OFF
AC WILD ELEC PWR………………………….…….CHECK NO WHITE LIGHT
Check the oxygen duration chart in HYD PWR ...............................................................................................CHECK
FCOM to determine if there is EMER LOC XMTR………………..…….CHECK GUARDED AUTO / NO LIGHT
sufficient quantity for the scheduled ANNUNCIATOR LIGHT SWITCH....................................................... AS RQRD
AIR BLEED/ COMPT TEMP ................................................. NO WHITE LIGHT
flight.
OVBD VALVE SWITCH ......................................................... GUARDED AUTO
Select MAIN SUPPLY ON: check no AVIONICS VENT FAULT ..................................................... CHECK NO LIGHT
light and green arrow on Air Cabin OXYGEN PANEL ....................................................................................CHECK
SD page. Check PAX SUPPLY COMPT SMK ............................................................................................. TEST
OFF. AVIONICS VENT EXHAUST MODE ...................................................... RESET
To restart the extract fan.
ENG 2 FIRE……………………………………………………………………TEST
COMPT SMK TEST
FCOM PRO.NOP.NOR.30.4
Note 1: Navigation Lights, No Device and VHF 1 stay ON at all times

Note 2: Passenger operations: The seat belt sign will be selected ON, before the passengers board the aircraft. If the aircraft
is being refuelled with passengers onboard, the seat belt sign must remain OFF until refuelling is complete. Switch the seat
belt sign on once refuelling is complete.
Note 3: Refuelling Procedures: Refer to Part 1 Chapter 9 of this OM

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ATPCS STATIC TEST FCOM PRO.NOP.NOR.29.4 CM2

must be done prior to starting #2 engine (no GPU) or
during the initial cockpit preparation if GPU is available.
On short turnarounds with #2 engine running in hotel
mode, the ATPS may still be tested, as #2 engine CL is
in FTR.
 DO
SCAN ON PEDESTAL
PITCH, ROLL AND YAW TRIMS TEST FCOM ATPCS ..................................................... STATIC TEST
PRO.NOP.NOR.28.3 TCAS ................................................................... AUTO
TRIMS ........................................ TEST / SET NEUTRAL
FDEP OR MCDU .................. FLIGHT NUMBER + DATE
IDLE GATE CHECK PULLED Check FDAU time base, adjust if necessary.
No IDLE GATE FAIL amber light, and red band on the VHF 1&2........................................................ ON / TEST
lever visible ADF 1&2......................................................... ON /TEST
TRANSPONDER ......................................... STBY/TEST
System 1 on odd days & system 2 on even days.
IDLE GATE.......................................... CHECK PULLED
PARKING BRAKE ON EMER AUDIO CANCEL ...................CHECK GUARDED
Check ACCU BRAKE pressure & use HYD AUX PUMP PARKING BRAKE ..................................................... ON
PB if required. AIL LOCK ......................................... CHECK NO LIGHT
Warning: Do not pressurize system without EFIS CONTROL PANELS ............................TEST / SET
clearance from ground crew. WEATHER RADAR ............................................... STBY
CENTRAL PANEL
FUEL OTY .............................................. TEST / CHECK
FUEL OUANTITY PANELTEST CAP..................................................................... CLEAR
FCOM PRO.NOP.NOR.30.2 PEC 1& 2 .......................... DEPRESSED IN / NO LIGHT
PWR MGT ................................................................. TO
STBY INSTRUMENTS ....................... CHECK NO FLAG
FUEL USED ........................................................ RESET
ENG INDICATORS............................................. CHECK
EEC 1 & 2 .......................... DEPRESSED IN/ NO LIGHT
ATPCS .............................. DEPRESSED IN / NO LIGHT
APM TEST – FCOM PRO.NOP.NOR.28.6 MEMO PANEL ... NO SMKG/ SEAT BELTS/PROP BRK
CAB PRESS PANEL .......................................... CHECK
AUTO PRESS .........................TEST / LDG ELEVATION
CAB PRESS INDICATORS ................................ CHECK
CAB PRESS PANEL CHECK STICK PUSHER ............................... CHECK NO LIGHT
No light & rotary selector in green zone RUD TLU................................... LO SPD ILLUMINATED
FLAPS ASYM ................................... CHECK NO LIGHT
PITCH TRIM ASYM .......................... CHECK NO LIGHT
BRK TEMP HOT............................... CHECK NO LIGHT
AUTO PRESS TEST FCOM PRO.NOP.NOR.30.8 ANTISKID.......................... DEPRESSED IN / NO LIGHT
HYD SYST ......................................................... CHECK
LDG GEAR INDICATOR…..CHECK 3 GREEN /NO RED
LIGHTS
OXYGEN MASK TEST
FCOM PRO.NOP.NOR.30.9 SCAN ON GLARESHIELD
FD BARS ON NAV 1&2 TEST /ON ADU BRT …. ADJUST

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Note 1: In order to check both OIL LO PRESS local alerts, place both Condition Levers in Feather during the Preliminary Cockpit
Preparation. After 30 seconds the Master Warning must sound and flash, with both Oil Low Pressure lights on the CAP and the
red Low Pressure lights on the oil pressure gauges illuminated. Carry out both fire tests and then retard both Condition Levers
back to Fuel Shutoff. Do NOT perform the ATPCS test during this oil pressure test, as it may cause the Autofeather pumps to run.
Note 2: To test the CVR, push the TEST button on the CVR panel and check that the meter reading indicates in the green arc of
the indicator. Take note that if external power is used, all CVR’s are inhibited from operation until the RCDR pushbutton on the
centre pedestal is pushed ON. This allows for override of the inhibit logic while using external power.
Note 3: If the oxygen pressure is below 1400psi, check the oxygen duration chart in the Limitations Section of FCOM2 to determine
if the quantity is sufficient for the planned flight.
Note 4: GPWS Test. Press GPWS pushbutton; GPWS FAULT amber illuminate on CAP; G/S amber lights illuminate on both
pilots panels; voice alert “GLIDE SLOPE” is given; one second time delay; GPWS red lights illuminate on both pilots panels; voice
alert “WHOOP WHOOP PULL UP” is given several times; GPWS red light extinguishes; G/S lights and GPWS FAULT lights will
extinguish as soon as pb is released.
Note 1: Passenger operations: Interphone, PA and Cockpit Door check. The captain must initiate the check by calling the
CCM/SCCM on the PA:
“Cabin Crew, Communication check”
The CC/SCCM will then do an Interphone, check with the cockpit. The captain will repeat the Interphone, check from the
cockpit the SCCM/CCM will then proceed to the Cockpit Door and carry out the following checks: (First Flight of the day only)
o Ensure that the door is locked
o Activate the NML CALL Button. Cockpit Crew to confirm single chime and door alert tone and then select door OPEN. Green
light on access control panel must illuminate and door magnetic locks release. SCCM to lock door and repeat NML CALL.
Cockpit Crew select DENY. Door must stay locked and red light on access control panel must illuminate.
o Lock the door. SCCM to press EMER. Green Call light must flash for 30 seconds.
Cockpit Crew select DENY and door must stay locked. Once system has reset itself, SCCM to press EMER again. Cockpit
Crew take no action. Door must unlock after 30 seconds has elapsed

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CM1 CM2
 DO
 DO
SCAN ON RIGHT LATERAL PANEL
LEFT LATERAL PANEL
EXTRACT AIR FLOW ................................................ OPEN
COCKPIT COM HATCH............................................ OPEN
OXYGEN MASK ............................................. DAILY TEST
Kept open until ENG1 start to avoid pressurization bumps. SCAN ON RIGHT SWITCHING PANEL
STICK PUSHER / SHAKER .......................... DAILY TEST ATT/HDG, VOR/ILS, EFIS SG .............. CHECK NO LIGHT
ROTARY SELECTOR ........................... NORMAL FLIGHT AUDIO 2 SEL ......................................... CHECK NO LIGHT
NW STEERING ........................... CHECK GUARDED ON AHRS 2 .................................................. CHECK NO LIGHT
OXYGEN MASK ............................................ DAILY TEST SCAN ON RIGHT INSTRUMENT PANEL
LEFT SWITCHING APM ............................................................... DAILY TEST
MRK ................................................................................ LO GPWS G/S PB ....................................... CHECK NO LIGHT
AUDIO 1 SEL ....................................... CHECK NO LIGHT ALTIMETER .............................................CHECK NO FLAG
AHRS 1 ................................................. CHECK NO LIGHT VSI ............................................................................CHECK
ATT/HDG, VOR/ILS, EFIS SG ............. CHECK NO LIGHT DSP SEL ...................................................................CHECK
EGPWS ................................... CHECK GUARDED NORM RMI/EHSI ................................................................. CHECK
EGPWS ASSOCIATED LIGHT ............ CHECK NO LIGHT EADI .........................................................CHECK ATTITUDE
TERR ............................... CHECK GUARDED / NO LIGHT ASI ............................................................................CHECK
CLOCK........................................................................... SET
LEFT INSTRUMENT PANEL
CLOCK ......................................................................... SET
ASI .......................................................................... CHECK
RMI/EHSI .............................................................. CHECK
EADI .................................................... CHECK ATTITUDE
EGPWS ...................................................................... TEST COCKPIT DOOR LOCKING SYSTEM ON
GPWS G/S PB...................................... CHECK NO LIGHT The control switch located behind CM2 is set ON. On
ALTIMETER .......................................... CHECK NO FLAG the cockpit door control panel (pedestal), the toggle
VSI .......................................................................... CHECK switch is in CLOSE position and the OPEN light is OFF.
TAT / SAT / TAS PANEL ........................................ CHECK
ADC SWITCH ............................................................... SET
System 1 on odd days & system 2 on even days.
DISPLAY SEL......................................................... CHECK
CDLS ……………………………………..TEST + ON
COCKPIT DOOR LOCKING SYSTEM DAILY TEST

FCOM PRO.NOP.NOR.28.5

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20. SHORT TRANSIT (THROUGH FLIGHT)
CM1 CM 2
 DO  DO
COCKPIT COM HATCH..................................... OPEN ENG 1 FIRE………………………………………………. TEST
Kept open until ENG1 start to avoid pressurization ENG 2 FIRE………………………………………………. TEST
bumps. ATPCS………….……………………………...…STATIC TEST
NOSE WHEEL STEERING .......................... AS RQRD FDAU .................................................... ……………... DATE
EXTERNAL INSPECTION.......................... PERFORM Check FDAU time base, adjust if necessary.
FUEL OTY(AFTER) ……………………………………. CHECK
FUEL USED ……………………..……………………..….RESET
AUTO PRESS……………………...…..TEST/LDG ELEVATION
ATPCS STATIC TEST

ENG FIRE PROTECTION TEST FCOM PRO.NOP.NOR.29.1
Arm – Left then Eng 1
Should see Uptrim; Autofeather
ARMED light will extinguish 2.15
sec later. FUEL OUANTITY PANEL TEST FCOM PRO.NOP.NOR.30.1
Arm – Right then Eng 2

Should see Uptrim; Autofeather
ARMED light will extinguish 2.15 sec AUTO PRESS TEST FCOM PRO.NOP.NOR.30.8
later
NOTE: The ATPCS test can be performed when in hotel mode.

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21. FINAL COCKPIT PREPARATION
FLIGHT CM1 CM2

EVENTS
 DO
CAPTIAN’S BRIEFING
PRELIMINARY
COCKPIT  CALL
 DO
PREPARATION "FINAL COCKPIT PREPARATION
COMPLETE PROCEDURE" ATIS…………………………………..OBTAIN
TAKE-OFF DATA CRAD……..FILL 1ST PART
 DO
QNH………………………………SET CHECK
FUEL QTY ............ CHECK/BALANCED
CLEARANCE……………………….OBTAIN
QNH……SET OWN + STBY / CHECK
FLIGHT PM PF
EVENTS
 DO
NAV AIDS & GNSS/FMS.…………SET

According to expected SID.
VHF 1&2…………………….……SET
 DO
 READ & DO
CREW READY
FOR DATA CARD SEAT, SEAT BELTS, HARNESS, TAKE-OFF DATA CARD……….. 1ST PART
RUDDER PEDALS……………....ADJUST
1ST PART DEPARTURE BRIEFING………..PERFORM
PROCEEDING
SEAT, SEAT BELTS, HARNESS,
RUDDER PEDALS……………….ADJUST
 CALL
"FINAL COCKPIT PREPARATION

PROCEDURE COMPLETE"

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 REPLY & REQUIRE

 CALL & READ
FINAL COCKPIT "FINAL COCKPIT PREPARATION
PREPARATION
CHECKLIST"
PROCEDURE
"FINAL COCKPIT PREPARATION CHECKLIST"
COMPLETE
"FINAL COCKPIT PREPARATION
CHECKLIST COMPLETE"
BRIEFINGS
First Part
CAPTAIN’S BRIEFING
Operational Briefing:
o Applicable NOTAMs.
o Weather
o Aircraft Version and Differences
o Serviceability (Deferred Defects, MEL)
o OFP – Fuel, FL.
o Threats
o Weather.
o Icing.
o Terrain.
o ATC.
o Any additional threats that are identified
PF BRIEFING
TOLD CARD
• 1st part
o Routing
o ATIS
o RTOW, TQ, RTO, Bleeds ON/OFF
o RWY
o QNH
o Acceleration Altitude
o MSA
o Single Flight Path
o Expected Departure Route
o RMI/BRG set

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• 2nd Part
o TOLD CARD
o TO weight
o Speeds (V1,VR, V2 White Bug, Icing Bug)
o Trim index
Note:
If all the information has been received and the TOLD CARD completed the whole TOLD
CARD can be briefed during the Final Cockpit Preparation phase.
22. EMERGENCY BRIEFING
Captain:
Taxi Instructions. (For pushback discuss only two pins on board for start)
“In the event of a decision to stop before V1, which is ________, either of us will call “STOP”. I will
simultaneously close the power levers, apply braking as required, and reverse as permitted by
directional control. You will hold the control column and advise the tower. I will bring the aircraft to
a stop and apply the park brake and I will advise the passengers to remain seated.
We will assess the situation and take the appropriate actions.
Note 1:
This part of the briefing is to be done by the PF for the sector, as he will be in control of the aircraft
after V1/Rotate. Engine Failure will be briefed on the first sector of the day. Engine Fire will be briefed
on the second sector. When both briefings have been done, it is acceptable to refer to “As Briefed”
for the remainder of the day’s flying for multiple sectors
Engine Failure at or after V1:
“In the event of an engine failure at or after V1, the most important calls are “Positive climb” & “Gear
Up”. You will confirm: Continuous Relight, Up-trim and Auto-feather (72)/ Up-trim and Auto-feather,
Bleeds Off (45 & 75), cancelling any Warnings and Cautions. If no up-trim, you will set RTO torque.
If no Autofeather, you will identify, I will verify and you will shut down the affected engine by means
of the Condition lever. There will be no further actions before acceleration altitude which is
________ft.
At acceleration altitude, I will request “ALT”. We will set white bug. At white bug, I will request “PL
in the notch, MCT”, “IAS” and “FLAPS 0º” (In Icing Conditions; FLAP will stay at 15°). I will request
the Memo Items, Emergency Checklist, Normal Checklist and the Procedure Following Failure
Checklist.”
OR
Engine Fire at or after V1:
“In the event of an engine fire at or after V1, the most important calls are “positive climb” & “Gear
Up”. You must identify the fire, cancelling any warnings/cautions. There will be no further actions
before acceleration altitude which is ________ft.
At acceleration altitude, I will request “INCREASE IAS TO WHITE BUG”, and we will set White
Bug. At white bug, I will request: “PL in the notch, MCT” and “FLAPS 0º” (In Icing Conditions; FLAP

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will stay at 15°). I will request the Memo Items, Emergency Checklist, Normal Checklist and the
Procedure Following Failure Checklist.”.
Note:
Depending on the nature of the emergency situation, the Captain (If PF) may decide to hand
over control of the aircraft (become PM) once the emergency checklist has been completed,
with the After Take-Off abnormal checklist to follow.
23. NORMAL DEPARTURE BRIEFING

Brief SID/ Nonstandard departure include heading bugs and course bar/ GNSS track in briefing.
Departure from runway……. HDG bug set to runway hdg……. Degrees. GNSS track/ course
bar…… degrees on my side, GNSS track/ course bar……. degrees your side.
RNV or V/L selected both sides, Bearing/ QDM……
Standby compass, No flags or comparators, GNSS/ GPS set.
To reduce the time to a minimum that passengers must remain in an unpowered and non-air
conditioned aircraft, the PF’s briefing may be completed before the passengers arrive.
23.1 INSTRUMENT SCAN AND CROSS CHECK

• ASI: Bugs set
• EADI: Two erect
• Altimeter: QNH_____ set and crosschecked
• VSI: Zero; 6nm; Above
• EHSI: Heading 1___ (2): Heading 2___(1): Stdby Compass: Hdg___
• Heading bugs___: Course Bars____; Nav Source: VL/RNAV
• No Comparators: No Flags
An example briefing is as follows: ASI Bugs set: EADI two erect; QNH 1032 set and crosschecked;
VSI zero, 6/12 miles above; Compass 1 340, Compass 2 340, Stby compass 330; Heading bugs
034; Course bars 311; VL selected; GNSS programmed; No comparators No flags.
25.2 ENGINE 1 AND 2 STARTS AND START SEQUENCE
Flows before any engine start
• ATPCS test done
• Applicable engine Fire Test done
• Doors closed. Door warning lights not visible on battery start; confirm visually/verbally with
Engineer/CC, Comm hatch can remain open until after start/pushback.
• Fuel pump/pumps on
• Beacon light on (no PROP BRAKE fitted)
• Wing light on (PROP Brake fitted)

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• Start Selector as applicable (START A&B first start of the day, A or B rest of the day)
23.3 Ground Power Unit available:
When using a GPU, start Engine 2 first. For GPU starts, start both engines with START A on odd
days and with START B on even days; this will test both ignition exciters. Engine will be started
after completion of the PRELIMINARY COCKPIT PREPARATION procedure, all the cargo in the
aft hold is loaded and service door have been closed.
Pre-start flow as above
• Check Propeller 2 is clear and start Engine 2.
• Remove GPU.
When all the passengers are onboard and doors are closed:
• Request “Start Clearance”
• Complete “BEFORE PROPELLER ROTATION CHECKLIST”
• Release Prop Brake (If Fitted)
• Complete with “BEFORE TAXI PROCEDURE”
23.4 No Ground power Unit available – No Prop Brake.
• Before the CM2 starts Engine 2, he shall visually/verbally ensure that the service door is
closed.
• Request start
• When starting from Battery power, start with START A&B.
• When stable start and battery charging, complete the PRELIMINARY & FINAL COCKPIT
PREPARATION procedure and all Briefings. When freight/baggage loading is complete
request ground personnel to close cargo door. Complete the FINAL COCKPIT
PREPARATION checklist.
• When pax onboard, door closed (Tail prop onboard)
• Complete with “BEFORE TAXI PROCEDURE”
23.5 No Ground power Unit available – Prop Brake fitted.
Before the CM2 starts Engine 2, he shall visually/verbally ensure that the service door is closed.
Check that the prop brake is engaged. If not, activate the DC AUX hydraulic pump. When the
green prop brake READY light illuminates, select the prop brake ON. The red UNLOCK light
must go out within 5 seconds and the blue PROP BRK light must illuminate, indicating that the
prop brake is engaged. The green READY light should extinguish after a further 15 seconds.
• Conditions for prop brake engagement:
o Aircraft on ground and

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o RH CL FTR or FUEL SO and
o Gust Lock on and
o Blue hydraulic pressure > 2900 psi
• When stable start and battery charging, continue with the PRELIMINARY & FINAL
COCKPIT PREPARATION checks and all Briefings. When freight/baggage loading is
complete, request ground personnel to close cargo door. Complete the FINAL COCKPIT
PREPARATION checklist.
Complete “BEFORE PROPELLER ROTATION CHECKLIST”
Complete with “BEFORE TAXI PROCEDURE”
NOTE 1:
The ATPCS test must be done prior to starting #2 engine (no GPU) or during the initial cockpit
preparation if GPU is available. On short turnarounds with #2 engine running in hotel mode, the ATP S
may still be tested, as #2 engine CL is in FTR.
NOTE 2:
If the engine start ITT is greater than 200°C prior to engine starting; P&W recommends that you
introduce fuel (CL to Feather) between 10-19% NH. This will help to reduce starting ITT.
NOTE 3:
In case of tailwind over 10 kts, NAC overheat alarm can occur
24. BEFORE START AND STARTING

Once the take-off briefing has been completed, and all passengers are on board, the F/O will
request “Start / Start and Pushback” from ATC.
Start for Push-back:
• Start engine 2.
• Disconnect GPU (if used).
• Keep CL’s in feather until aircraft is pushed back and the nose gear pin is received from
the ground-crew.
• Release prop brake (if fitted).
• Engine 2 CL to MAX/AUTO as per start procedures below.
Note:
When a pushback is done, the Chocks Off time is when the pushback commences and not
when the aircraft subsequently commences taxying.

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25. BEFORE PROPELLER ROTATION

IMPORTANT: Engine 2 start in Hotel mode is decided in accordance with operational requirements and
limitations. Before starting Engine 2 in Hotel mode, the Preliminary Cockpit Preparation Procedure for
short or long transit must at least be completed.
FLIGHT CM1 CM2

EVENTS
READY TO  CALL  DO
START ENG 2 "GROUND FROM COCKPIT READY TO OVERHEAD PANEL ……………..CHECK
IN HOTEL START ENG 2 IN HOTEL MODE, Check tailwind below 10 kt
MODE CONFIRM SERVICE DOOR CLOSED AND
AREA CLEAR"
 CALL
AFTER OUTSIDE  REPLY
VISUAL CHECK "RIGHT SIDE CLEAR, READY TO
"READY" START ENG 2?"
 DO & CALL
ENG START ................................... AS RQRD

A & B for the 1st flight of the day, then A
for odd days &
B for even days, to detect ignition system
hidden failure.
START 2 ……………….DEPRESS / CHECK
ON
ONCE NH  DO "STARTING NO 2 NOW"

INCREASES TIMING……………………………….START
To monitor starter limitation. "ROTATION"
NH=10%  DO & CALL

For engine start in CL2 ………………..…..FEATHER
hot environment, TIMING…………….….START
refer to Ignition must occur within 10 s otherwise FUEL
FCOM 2.03.09 S.O.
 DO "FUEL IN”
ENGINE PARAMETERS……MONITOR
 DO
ENGINE PARAMETERS..MONITOR
 CALL
"IGNITION"
ITT  DO
INCREASING ENGINE PARAMETERS...…MONITOR
OIL PRESSURE  DO & CALL

INCREASING  DO ENGINE PARAMETERS……MONITOR
ENGINE PARAMETERS……MONITOR "OIL PRESS"
 CALL
 DO & CALL " 45%"
START 2 ......................... CHECK NO LIGHT TIMING………………………………STOP

"STARTER LIGHT OUT"  DO & CALL
NH=45% TIMING.................................................STOP ITT MAX ...................................... CHECK[2]
"ITT XXX °C"

Issue: 8
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(1) OVERHEAD PANEL CHECK
— Service door: closed, no UNLK amber light (2) ITT MAX CHECK
— Fuel Pump 2: RUN, no FEED LO PR
— Wing lights: ON, to visually inform that Hotel Mode — if ITT > 950°
started. — if 840° < ITT < 950° for more than 5s
Propeller brake: ON and PROP BRK blue light If Prop
— if 800° < ITT < 840° for more than 20s
brake is OFF, press HYD AUX PUMP, in order to get
the READY green light, then place the Prop brake CL…………………………………….Fuel SO
switch to ON.
FLIGHT CM 1 CM2
EVENTS
 CALL
NH=61.5% “STABLE START ENGINE NO 2"
“MAX ITT………”
PARAMETERS  DO  DO
STABILIZED DC GEN 2 VOLTAGE CHECK
ENG START .............. OFF & START ABORT
 CALL DC EXT PWR ........................................ OFF
“GROUND TO COCKPIT, STABLE START, DC GEN 2 FAULT ............ CHECK NO LIGHT
YOU CAN DISCONNECT GPU" DC BTC.............................. CHECK CLOSED
BLEED / PACKS / X VALVE ................. OPEN
 DO & CALL
LOAD & TRIM LOAD & TRIM SHEET ........................ CHECK
SHEET ON TOW ...................................................... CALL
BOARD CG (0/0 MAC) ......................................... CALL
PITCH TRIM ......................................... CALL
"TOW XXX, CG (% MAC),TRIM XX  DO
 DO TAKE-OFF DATA CARD………FILL 2ND PART
TO SPEEDS & TRIM…………….CROSSCHECK

Read in QRH
FLIGHT PM PF
EVENTS
 DO & CALL
CREW READY TAKE-OFF DATA CARD... 2ND PART PROCEED"'
FOR DATA CARD GNSS WEIGHT & FUEL................................. FILL
2ND PART
PROCEEDING
BRIEF 2ND PART OF  BRIEF

TOLD CARD

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FLIGHT CM1 CM2

EVENTS
CAPTAIN
 DO
CABIN SECURE .............................................RECEIVE
Confirm pax number & tail prop on board (for ATR 72).
CABIN ANNOUNCEMENT .................. PERFORM
PASSENGERS  DO  DO
ON BOARD &
CARGO LOADED DOORS …………….CHECK CLOSED START UP CLEARANCE………OBTAIN
BEACON…………………………….ON
NW STEERING (if push back)…. OFF
BEFORE  CALL
 REQUIRE
PROPELLER "BEFORE PROPELLER ROTATION
ROTATION PROCEDURE COMPLETE"
"BEFORE PROPELLER ROTATION
PROCEDURE  CALL & READ
CHECKLIST"
COMPLETE "BEFORE PROPELLER ROTATION
CHECKLIST"
"BEFORE PROPELLER ROTATION

CHECKLIST COMPLETE"
COCKPIT DOOR LOCKING SYSTEM ON

The control switch located behind CM2 is set ON. On
the cockpit door control panel (pedestal), the toggle
switch is in CLOSE position and the OPEN light is OFF.

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26. BEFORE TAXI
FLIGHT CM1 CM2

EVENTS
 COMMAND
START UP "BEFORE TAXI PROCEDURE"
CLEARANCE  CALL
RECEIVED " GROUND TO COCKPIT, PARK BRAKE
SET, READY TO RELEASE
PROP BRAKE, AREA CLEAR"
 CALL
"RIGHT SIDE CLEAR?"

 CALL
 "RIGHT SIDE CLEAR"
HYD AUX PUMP............................... DEPRESS 
PROP BRAKE ........CHECK READY LIGHT ON 
 CALL 
"RELEASING PROP BRAKE" 
 DO 
PROP BRAKE .......................................... OFF 
PROP BRAKE ........ CHECK NO BLUE LIGHT 
UNLOCK extinguished after 15s max. 
 CALL (after visual check)

NP……………………CHECK STABILIZED "ROTATION"



NP ........................ CHECK STABILIZED
 COMMAND 
"CL 2 AUTO" 
 CALL & DO

CL 2................................................... AUTO

PEC SGL CH AUTO TEST .............. CHECK

LO PITCH ............................ ILLUMINATED

"SINGLE CHANNEL, LOW PITCH"



► DO 
LIGHTS CHECK WITH ENGINEER 
 CALL & DO

NP STABILIZED AFTER HYDRAULIC CHECK REQUEST  GEN 2 ONLINE, BTC CLOSED NO
"ACW
AROUND 71% CHOCKS TO BE REMOVED  HYDRAULIC FAULTS, GOOD
 HYDRAULIC PRESSURE"

PROBES HEATING ............................. ON
 ICING .................................. AS REQ
ANTI

HEADING MODE....................... ENGAGE
LOBANK REPLY..................................... SELECT
IAS MODE ................................. ENGAGE
IAS ....................................... V2+5 KT SET
COUPLING ................................... PF SIDE
ANTISKID ........................................ TEST
ICE DETECTOR ............................. TEST
FLAPS…………………………………….. 15°
READY TO  CALL  DO
START ENG 1 "COCKPIT TO GROUND, OVERHEAD
CLEAR TO START ENG 1" PANEL…………………..CHECK
AFTER OUTSIDE
ENG 1 start procedure is the same as ENG 2. Refer to 2.02.06. Before Propeller Rotation.
VISUAL CHECK
ICE DETECTOR TEST

Push To Test for 3 seconds. ANTI SKID TEST
Check ICING amber flashes and MC + SC FCOM PRO.NOP.NOR 28
+ ICING on CAP

Issue: 8
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Note 1:
On the ATR 72, the green ready light for Prop Brake disengagement may not illuminate due to the
CG being slightly aft once passengers have boarded, which opens the nose gear WOW switch.
(Another sign is that the bleed air GND X FEED light will extinguish with just #2 engine running).
Either move passengers forward until the DC Aux pump produces a green ready light, or, if #1 engine
is already started, unfeather # 1engine and move the #1 PL ahead of GI, (forward thrust produces a
nose down moment).
Note 2:
Prior to starting the second engine after a battery start, the charge rate on the ammeter on the
overhead panel must be below 0.5
FLIGHT CM1 CM2

EVENTS
START UP  CALL
CLEARANCE " STABLE START ENGINE NO 1"
RECEIVED “MAX ITT………”
PARAMETERS  DO
STABILIZED ENG START ................. OFF & START ABORT
DC GEN 1 FAULT ............................. NO LIGHT
DC BTC ............................... CHECK NO LIGHT
BLEED / PACKS / X VALVE .... CHECK NO
LIGHT
 COMMAND  DO & CALL
"CL 1 AUTO" CL 1 ....................................................... AUTO
PEC SGL CH AUTO TEST .....................CHECK
LO PITCH .................................. ILLUMINATED
"SINGLE CHANNEL, LOW PITCH"
 DO ► CALL & DO
WHEN NP COCKPIT COM HATCH ................... CLOSE
STABILIZED NW STEERING………………………………ON "ACW GEN 1 ONLINE, BTC OPEN"
AROUND 71% XPDR ...........................................................ON
OVHD PANEL .................... CHECK NO LIGHT
Except exhaust mode FAULT light for 2 min.
 CALL
BEFORE TAXI
PROCEDURE "BEFORE TAXI PROCEDURE COMPLETE"
COMPLETE  CALL
"I SEE HDG LOW BANK IAS TO …."
 REQUIRE
"BEFORE TAXI CHECKLIST"  CALL & READ
"BEFORE TAXI CHECKLIST"
"BEFORE TAXI CHECKLIST COMPLETE"

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27. TAXI
FLIGHT CM1 CM2

EVENTS
TAXI  CALL
CLEARANCE "GROUND TO COCKPIT, TWO STABLE
RECEIVED STARTS, YOU CAN REMOVE ALL GROUND
EQUIPMENT AND HAND SIGNALS ON THE
LEFT / RIGHT HAND SIDE"
READY TO TAXI  COMMAND  DO

"REQUEST TAXI CLEARANCE” TAXI CLEARANCE ............................... OBTAIN
WHEN GROUND  DO & CALL  DO & CALL

STAFF IN SIGHT BLOCK TIME ......................... CALL OUT BLOCK TIME.... WRITE DOWN ON NAV LOG
LEFT SIDE AREA ........... CHECK CLEAR
"LEFT SIDE CLEAR" RIGHT SIDE AREA ............... CHECK CLEAR
"RIGHT SIDE CLEAR"
TAXI & T.O. LIGHTS........................ ON
BRAKES .................................... CHECK BRAKES ............................................ CHECK
 COMMAND
ON TAXIWAY "TAXI PROCEDURE”  DO
TO CONFIG ............................................. TEST
 DO
ATC CLEARANCE ................................ OBTAIN
PF AND PM READY ALT SEL...................................................... SET
NAVAIDS SETTING (if necessary) ....... REVISE
Confirm that ATC clearance matches with
GNSS & VOR/ADF settings.
BRAKE CHECK
For passenger comfort, the following procedure can be used to test the brakes:
• Park brake still set - set taxi power (Aircraft must not move)
• Park brake handle from ON to EMER position (Aircraft must not move)
• Then CM 2 checks his brakes (park brake released) (Aircraft must not move)
• The CM 1 checks his brakes (CM 2 brakes released) (Aircraft must not move)
and then starts to taxi.

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FLIGHT CM1 CM2

EVENTS
CAPTAIN
 DO
CABIN SECURE REPORT ........... RECEIVE
 CALL
TAXI PROCEDURE  COMMAND TAXI PROCEDURE COMPLETE"
COMPLETE  CALL & READ
"TAXI CHECKLIST”
"TAXI CHECKLIST"
"TAXI CHECKLIST COMPLETE"
Note 1: When cleared to cross a runway, all external lights will be switched on to enhance aircraft
visibility and assist in reducing runway incursions.
Note 2: When approaching the holding point, the CM2 will request Departure clearance, if not already
received. If the clearance differs from the expected/briefed SID/departure clearance, the crew
will re-brief the SID/Departure at the holding point and confirm that all settings are set, as
required for the SID.
Note 3: During passenger operations, the Captain or FO will give the CCM a “Cabin crew, seats for
take-off” call when approaching the holding point. The crew should only enter the runway if
a “Cabin secure” call was received from the CCM. Unless a backtrack is required, the
BEFORE TAKE-OFF CHECKLIST shall only be completed “BELOW THE LINE” once “CABIN
SECURE” received.
Note 4: When cleared to enter the runway and commanded by CM1 the CM2 commences the cockpit
flows for the Before Take-off Procedure. The Flight Control Check must be completed before
entering the runway, to ensure the crew can execute a proper look-out while entering the
runway. When backtrack is required flight control check can be completed during the back
track.
Note 5: Icing Level selection:
• If the crew expect to enter icing conditions before acceleration altitude:
• Anti-icing must be selected on before take-off.
• If there is any ice-accretion on the ground (visible icing, Icing light):
• The aircraft must be de-iced then anti-iced and must be operated within the holdover time for
the fluid used.
• Anti-icing must be selected on after start.
• Excessive elevator control force will be required to rotate the aircraft, after it has been de-iced
with Type 2 De-icing Fluid. This must not be mistaken as an Elevator Jam and abort the take-
off unnecessarily. This must be included in the Take-off briefing.
Note 6: The strobe lights are selected ON by the FO as aircraft enters runway, whether for backtrack
or line-up for departure

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Note 7: The landing lights are selected ON by the Captain as an acknowledgement of Take-off
Clearance received. They must be switched on as soon as Take-off clearance is received
to warn other aircraft that you have been cleared for take-off.
The Flight Director will be checked when the aircraft is lined up on the runway, and the captain will then
request the First Officer to complete the Before Take-off Checklist.
28. BEFORE TAKE-OFF
FLIGHT CM 1 CM 2
EVENTS
 COMMAND
APPROACHING "BEFORE TAKE-OFF PROCEDURE" • DO
HOLDING
POINT  DO TCAS ........................................... AUTO or TA/RA
FLT CTL…………………..CHECK RUDDER TA ONLY appears on VSI on ground.
 DO
WEATHER RADAR ......................... TEST + WX
To activate the EGPWS terrain clearance floor
mode.
APM ROTARY SELECTOR(1) ..................... TOW
AIR FLOW ............................................... NORM
BLEED VALVES…………………………AS REQ
CONT RELIGHT(72-200)…………………….ON
"BEFORE TAKE-OFF PROCEDURE
COMPLETE"
 COMMAND
"BEFORE TAKE-OFF CHECK LIST"  CALL & READ
"BEFORE TAKE-OFF CHECK LIST"
"BEFORE TAKE-OFF CHECK LIST TO THE

LINE"
LINE-UP • DO & CALL

CLEARANCE  COMMAND LINE UP CLEARANCE ..................... OBTAIN
RECEIVED AND
"BELOW THE LINE" "FLIGHT CONTROLS"
CABIN SECURE
FLT CTL…………………..CHECK
RECEIVED
• Release Gust Lock
• Check full and free operation of Aileron and
 CALL Spoiler:
UP SPOILER and AILERON" o “Left Aileron”
(When Capt has finished speaking):
 DO o “Left Spoiler Light, Right Aileron,
CCAS ................................................ RCL Right Spoiler Light”
RCL must done before TO INHI to make o “Up spoiler and Aileron”
sure • Check full and free operation of Elevator
there are no degraded systems for take- • CALL
off. “COLUMN FULL AND FREE”
TO INHI .................................. DEPRESS XPDR………………………………………..ALT
OVERHEAD PANEL………………CHECK STROBE LIGHTS (RWY Entry)……………ON
LINED UP  DO
RUDDER CAM ....................... CENTER D O
LATERAL FD BARS(2)………………CENTER
WHEN CLEARED  DO
FOR TAKE-OFF LAND LIGHTS ................................. ON
 CALL
"BEFORE TAKE OFF CHECKLIST BELOW
 CALL & READ
THE LINE"
"BEFORE TAKE OFF CHECKLIST
COMPLETE"

Issue: 8
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Note 1: The APM Rotary selector switch must be set to TOW once both engines are running. Even if
the correct value is already selected, the rotary switch must be reset before re-selecting the
current weight.
Note 2: If the FD bars are not centred and the aircraft is on the correct heading, recycle the
HDG mode on the AFCS by selecting it off and then on. Check that Low Bank
remains selected.
29. TAKE-OFF
Note 1: The Strobes have to be switched on when entering the runway, even if a long backtrack is
expected. The remaining checks to be done when line up clearance is received or may be
delayed until the backtrack is almost complete.
Note 2: The “POWER SET” call from the CM2 shall only be made when the ATPCS light is ON
and the Take-off power has been set to the correct value. Take-off Power must be set
before 50 KIAS.
Note 3: During the take-off run, the CM2 keeps the control column in a slightly forward of neutral
position and into wind as applicable. If the CM2 is PF for the sector, he acknowledges taking
control of the aircraft at 70 KIAS with the call “I have control” and places both hands on
the control column. This change over should be smooth and immediate.
Note 4: When using the FOS, for limiting take offs, the V1 and VR speed will be split and the call
for each speed will be done separately. In this case, the green bug will then be used for
V1 and the yellow bug for VR
Note 5: If there is a possibility of windshear on departure, calculate VR, V2 at the maximum take-
off weight available for present conditions. If the possibility is high, delay the take-off. Refer
to Part 2 regarding procedures if windshear is encountered after take-off
Note 6: Acceleration altitude will be a minimum of 400ft AAL and maximum of 1500ft AAL unless
stated otherwise.
Note 7: The autopilot may be engaged any time after 100’ following take-off. Practically, this should
be done once climb sequence is complete. Prior to any autopilot engagement, the status of
the flight director on the ADU must be verbalized, with the aircraft conforming to the flight
director bars. If it is desired to hand fly the aircraft, a statement to this effect must be made
verbally to the other crew member

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30. TAKE-OFF
FLIGHT CM 1 CM 2
EVENTS
CLEARED FOR  CALL

TAKE-OFF  CALL
"STANDBY FOR TAKE-OFF @ __:__" "STANDING BY
 DO  DO
TIMING …………………………………..START TIMING ……………………………………...START
NW STEERING ................................. HANDLE CONTROL WHEEL……………HOLD INTO WIND
BRAKES .......................................... RELEASE
 DO & CALL
PL 1 & 2 ………………….IN THE NOTCH
"POWER LEVERS SET"  DO & CALL

ATPCS ARM ............. CHECK ILLUMINATED
TO TQ (WHITE BUG)........ CHECK / ADJUST
ENGINE PARAMETERS ............... MONITOR
Check NP 100%, ITT.
"ARMED, POWER SET"
 CALL
REACHING 70KT "70 KT"
 CALL & DO
"CHECK"
NW STEERING ............................... RELEASE
"YOU HAVE CONTROL" only if PM
FLIGHT PM PF
EVENTS
 CALL
"I HAVE CONTROL"
Control through rudder pedals and control wheel
& column.
 CALL
"V1"
CM1
REACHING V1
 DO
PL 1 & 2…………………………...RELEASE
 CALL
REACHING VR  DO
"ROTATE" PITCH ................................ ROTATE TO 9 (12)°
FD BARS ............................................ FOLLOW
 CALL
"POSTIVE CLIMB"  COMMAND
 DO "GEAR UP"
POSITIVE RATE LANDING GEAR………………………..UP
YAW DAMPER .......................... ENGAGE
Check white arrows illuminated.
TAXI & T.O. LIGHTS.......................... OFF
ALL LDG GEAR  CALL

"GEAR UP"
LIGHTS
EXTINGUISHED

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31. AFTER TAKE-OFF
FLIGHT PM PF
EVENTS
PASSING
ACCELERATION  CALL
ALTITUDE (mini 400 "ACCELERATION ALTITUDE"  DO
ft AAL or higher if PL 1 & 2 ........... CHECK IN THE NOTCH')
requested)  COMMAND
 DO & CALL "CLIMB SEQUENCE"
IAS………INCREASE TO >WHITE BUG
PL 1 & 2........... CHECK IN THE NOTCH
PWR MGT ..................................... .CLB
TQ / NP ......... CHECK CLIMB SETTING
BLEEDS ............................. CHECK ON
IAS………………………………170/160
"CLIMB SEQUENCE COMPLETE"  CALL & DO
 CALL & DO SPEED BUG………………….170 (160)

SPEED BUG……………….170 (160) “SET SPEED BUG 170 (160)”
“SPEED BUG 170 (160) SET”
 CALL
WHITE BUG" Normal conditions  COMMAND
REACHING "ICING BUG" Icing conditions
WHITE OR  CALL "FLAPS 0"
ICING BUG
FLAPS…………………………………………..0°
 CALL
FLAPS 0° INDICATED "FLAPS 0 SET"
 CALL
REACHING "WHITE BUG + 10" Normal conditions  COMMAND
WHITE OR "ICING BUG +10" Icing conditions
ICING BUG +10  DO & CALL "SET HIGH BANK"
HI BANK………………………………..SET
"HIGH BANK SET"  CALL
"CHECK"
 REQUIRE
 CALL & READ "AFTER TAKE-OFF CHECKLIST"
"AFTER TAKE-OFF CHECKLIST"
"AFTER TAKE-OFF CHECKLIST TO THE

LINE"
 CALL
CLEARED TO A “TRANSITION ALITUDE”  COMMAND
FLIGHT LEVEL OR "SET ALTIMETER STANDARD"
PASSING  DO & CALL
TRANSITION ALTIMETER ........... SET STANDARD
ALTITUDE "STANDARD SET"  DO
ALTIMETER………… SET STANDARD
 CALL
 CALL " PASSING FL XXX, NOW!"
"CHECK"
or
"PLUS OR MINUS XXX FT"
 CALL
 COMPLETE
" COMPLETE AFTER TAKE-OFF CHECKLIST "
AFTER ALTIMETE AFTER TAKE OF CHECKLIST
STANDARD SETTING'3'
" AFTER TAKE-OFF CHECKLIST

COMPLETE "

Issue: 8
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(1) To prevent over torques, PM checks PL are in the notch before moving the PWR MGT. This is to
standardize with the go-around procedure, and the optional 100% TQ take-off.
(2) 170 (160) kt or Icing Bug + 10 (in icing conditions), whichever is higher.
(3) In case of high transition altitude, perform the After Take-off checklist except the last action
concerning the altimeters setting. Once the transition altitude is passed, set the altimeters to
finalize the procedure and the checklist.
Note 1: Standby Altimeter changes to QNE by the CM1.

Note 2: Landing lights remain ON below 10,000’/FL100.
Note 3: Sterile Cockpit must be applied up to 10,000’/FL100 unless flight is conducted below
FL100, then applied up to Transition Alt or After Take-off Checklist has been completed.
Note 4: Headset must be used up to 10,000’/FL100.
Note 5: The pressurization portion of the 10,000 check must be verbalised to the PM. The
cabin differential is the most important pressurisation parameter during the climb.
Note 6: If aircraft performance allows, do not exceed 740°C ITT during the climb.
Note 7: A basic pitch attitude mode of 5° can be used, above FL100. The crew must then bug
and monitor White bug +10. When this minimum speed is reached IAS mode must be
selected.
Note 8: During the Climb and Cruise, the PF is responsible for navigation (AP/FD), Power Levers
and Condition Levers. This does not mean that the PF is exclusively responsible to
action changes to the PLs/CLs – he can still instruct the PM to carry out these actions.
Note9: Before entering Icing conditions, the PF should request the “PROCEDURE FOR ICING
CONDITIONS” checklist.
32. CLIMBING THROUGH FL100
FLIGHT PM PF
EVENTS
CLIMBING  CALL
THROUGH "FL 100, CLIMBING"  COMMAND
FL 100 No CHECKLIST for FL 100. "FL 100 CHECKS"
No CHECKLIST for FL 100.
 DO
LANDING LIGHTS…………………OFF
LOGO LIGHTS……………………..OFF
SEAT BELTS ……………………AS RQRD
PRESSURAZATION…………..CHECK
Cabin ALT. RATE and ∆P
 CALL
"FL 100 CHECKS COMPLETE"

Issue: 8
Revision: 0
33. CRUISE
FLIGHT PM PF
EVENTS
 DO
SAT ..................................................... CHECK
DELTA ISA .................................... COMPUTE
DURING CLIMB RECORD QRH DATA………………NAVLOG
ABOVE FL 100
Inform PF of Cruise Parameters (TQ, FF, IAS & TAS)
 CALL
1000 FT to CRUISE “1000 FT TO FL………..”
FL  CALL
“CHECK”
 CALL
CALL "ALT STAR (*)"
"CHECK"
ALT*
“SET SPEED BUG …”
“SPEED BUG … SET”
 CALL
 CALL "ALT GREEN"
ALT GREEN
"CHECK"
 DO
PWR MGT ...................................................... CRZ
REACHING
CRUISE SPEED CRUISE PARAMETERS ...................... MONITOR
 DO  DO
FLIGHT LOG…………………...……….……...FILL TOP OF DECENT………………………COMPUTE
SYSTEM/FUEL…………………………. MONITOR REMAINING FUEL & HOLDDING TIME…CHECK
DURING CRUISE WAYPOINTS EXPECTED TIME……. COMPUTE
REMAINING FUEL & HOLD TIME……COMPUTE
EXPECTED LANDING WEIGHT……... COMPUTE
(1) For ATR42-500: SET PWR MGT CRZ at ALT GREEN

(2) Refer to 02.01.08.5. Holding time.
33.1 Engine Trend Monitoring:

• Engine Trend parameters must be recorded ONCE per day in the CRUISE at AUTO ( 72-
200: 86%) Np, in the flight folio.
• Once cruise speed has been attained, set cruise power in accordance with the Cruise TQ
limits as shown on the torque gauges (provided no other parameters are being
exceeded).
• Prior to taking the readings for the trend monitoring, the engines must have been stable
for a minimum of 5 minutes. Any adjustment of Power Lever or Condition Lever restarts
the 5 minutes.
• The parameters must be recorded as shown on the digital portion of the gauges, with the
Torque, NP, ITT and NH being recorded to the first decimal i.e. 94.5% and not just 94%.
This includes a parameter being exactly set to a whole number i.e. 94.0%.
Note 1: At approximately half-way position during the flight, the PM must do the required
destination fuel calculations as per the operational flight plan.

Issue: 8
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Note 2: Passenger operations: If the aircraft is going to fly through turbulence, the seat belt sign
must be selected on. If the turbulence is severe, suspend all cabin service and request
the CCM to remain at his station.
34. DESCENT
Latest 10 minutes before the descent is initiated, the PM will get the ATIS or surface data and
complete the Landing Data Card. Once the card has been completed the crew will brief the
TOLD card and the approach. The PF will hand control of the aircraft to the PM while he briefs.
Once the briefing has been completed, the PF will again resume control of the aircraft.
The Pilot Monitoring will start with the Descent Flows when he hands back control of the aircraft
to the Pilot Flying, after the briefing is completed.
Unless otherwise briefed, the PM will tune, identify and test the navigation aids, and advise the
PF when this is completed. He will also confirm and cross check the setting of any bugs,
indicators, track bars, etc., and will time the approach.
35. HOLDING TIME

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36. BEFORE DESCENT
FLIGHT PM PF
EVENTS
 DO  DO
LANDING DATA ATIS ................................................... OBTAIN
AVAILABLE LANDING DATA CARD..................... PROCEED
LANDING DATA CARD………… COMPLETE
(approx. 10 min
before TOD) LANDING ELEVATION……………….CHECK
STBY ALTIMETER…………………SET QNH
BEFORE DESCENT
(approx. 5 min  DO
before TOD) CCAS ............................................................. RCL
Crew review all aircraft status.
NAVAIDS & GNSS ......................................... SET
According to expected STAR & APP.
ARRIVAL BRIEFING ........................... PERFORM
CAP ......................................................... CLEAR
 CALL & READ  REQUIRE

"DESCENT CHECKLIST" "DESCENT CHECKLIST"
"DESCENT CHECKLIST COMPLETE"
 DO
APPROACHING TOD DECENT CLEARANCE…………..……….OBTAIN  DO
SEAT BELTS………………………………ON ASSIGNED ALTITUDE ........................... SELECT
VS MODE ............................................... ENGAGE
 CALL
 DO " SET TCAS BELOW”
TCAS……………………………………BELOW
 CALL
" TCAS BELOW SET"
37. DESCENDING THROUGH FL 100
FLIGHT PM PF
EVENTS
 CALL
DESCENDING "FL 100, DESCENDING"  CALL
No CHECKLIST for FL100 "FL 100 CHECKS"
THROUGH No CHECKLIST for FL100
FL 100
 DO
LANDING LIGHTS…………………… …….ON
LOGO LIGHTS………………………………ON
PRESSURISATION………………….CHECK
Cabin ALT, Rate, and ∆P
 CALL
"FL 100 CHECKS COMPLETE"
Note 1: The pressurisation portion of the FL100 check must be verbalised to the PF. The cabin
altitude is the most important pressurisation parameter during the decent.
Note 2: Sterile Cockpit below FL100.

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38. APPROACH
FLIGHT PM PF
EVENTS
 COMMAND
CLEARED TO AN  DO & CALL "SET QNH_____"
ALTITUDE OR ALTIMETER…………………………..SET QNH  DO
PASSING And check standby altimeter setting. ALTIMETER…………………………..SET QNH
TRANSITION LEVEL
"XXXX SET"
 CALL
 CALL
"CHECK" “PASSING _______FT, NOW”
or
"PLUS OR MINUS XXX FT" SET QNH AND CROSS CHECK ALTITUDE
 DO
APPROACH FLOWS:
• CONT RELIGHT……......…….AS RQRD
• DE/ANTI ICING………….........AS RQRD
• ALTIMETERS.…………….SET/XCHECK
• AOA LIGHT……...…..CHECKED/RESET
• CABIN ALT………………….…….CHECK
• CL’S……….….....................….AUTO/86%
 REQUIRE
APPROACH  CALL & READ "APPROACHED CHECKLIST"
PROCEDURE "APPROACH CHECKLIST"
COMPLETE
"APPROACH CHECKLIST COMPLETE"
IF NO CABIN SECURE HAS BEEN RECEIVED 10 MIN PRIOR TO LANDING
 CALL
“CABIN CREW 10 MINUTES TO LANDING”
CABIN SECURE …………………………….RECEIVE
Note 1: When responding to both the Descent and the Approach checklists, all altimeter responses
must verbalise the set QNH
Note 2: As a general guideline, the internal amber speed bug is normally set to 180kts up to 5 nm from
the airfield or beacon, thereafter 170/160KIAS is set. This speed will allow the PF to
commence with the reconfiguration of the aircraft when and as required. In the case ATC or
other requirements dictate any other speed, that speed would obviously be selected.
Note 3: The Pilot Monitoring will commence the Approach flows after the Altimeters have been cross-
checked passing Transition Level.

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39. VISUAL APPROACH 45 & 72
A visual approach is flown at 1500ft AGL and 170 (160) KIAS and commences on downwind
abeam the threshold:
Note 1: Before any configuration changes are requested, the PF must ensure that the speed is
correct for the planned configuration change.
Note 2: At some larger aerodromes, ATC may request high-speed approaches, particularly when
cleared or vectored for a straight in approach. The requests will be complied with at the Captain’s
discretion. If acceptable, the high speed approach will be maintained until the applicable speed
reduction point, at which time the PF will reduce the power, request CL’s to max RPM, and extend
gear and flap at the appropriate speeds.
Note3: When applying the formulae below, the aircraft will be stabilized at VAPP at 500ft above
the runway and that this will conflict with the Stabilized Approach requirements in IMC, therefore
the deceleration height must be increased.
NP DECELERATION HEIGHT
82% (IAS X 10)Ft
Note 4: Passenger operations: The crew must give the CCM a “10 minutes to landing” warning at
approximately 30nm to touchdown. Before intercepting the glideslope or turning final approach, a
“Cabin crew seats for landing” call must be made.
40. STABLE APPROACH

1. Under normal circumstances where an ILS glide path, PAPI, or VASI is available, it must be
followed to the appropriate point. The aircraft must be fully configured by:
• 1000’ AAL in IMC
• 500’ AAL in VMC
• 300’ AAL following circle to land
2. The call “1000’ (in IMC) is made by the PM above the airfield elevation, referenced to the
pressure altimeter. This call is to ensure a last chance check that the aircraft is on a stable
flight path and will remain so until touchdown. Standard monitored approach calls will then
follow as per SOP.
Should the following parameters not be satisfied, a missed approach will be executed
for that approach:
3. The approach is considered stable when all of the following criteria are met:
• Lateral Path (LOC, Radial or RNAV path) is tracked

• Landing configuration is established
• Energy Management:
i) Vertical Path (Glide, Altitude versus Distance or RNAV path) is tracked
ii) Power Setting is consistent with appropriate aircraft weight, Head/Tail
wind component and vertical guidance requirements
iii) Speed and Pitch attitude are relevant to actual conditions

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4. Allowable deviations if immediately called and corrected:
a) Instrument Approach
• All Briefings have been completed
• The airplane is on the correct flight path. Only small changes in heading and pitch are
required to maintain the correct flight path.
• Within 1 dot localizer and 1 dot glide slope or 5° from inbound track for non-precision
approach.
• Speed VAPP to VAPP + 15 knots.
• Aircraft in planned landing configuration complete & Landing Checklist to the line
• Stable rate of descent, less than 1000ft/min and appropriate for glidepath and
groundspeed. If an approach requires a higher descent rate than 1000ft/min, a
special briefing shall be conducted before the approach
• Bank angle no more than 15°,
• Localizer guidance adjustments are done within the heading bug width,
• GS guidance adjustments must be within ±2° of pitch change
• Power levers above flight idle, at a setting appropriate for the GS/VNAV and
groundspeed.
b) Visual Approach
• All briefings have been completed
• The airplane is on the correct flight path. Only small changes in heading and pitch are
required to maintain the correct flight path.
• Within 10 degrees of runway heading. If the Runway centerline is offset to the final
approach path, a special briefing shall be conducted before the approach,
• Speed Vref to Vref +15Kts,
• On the visual glide path (CDFA, PAPI / VASI - if installed)
• Aircraft in planned landing configuration & Landing Checklist to the line
groundspeed. If an approach requires a higher descent rate than 1000ft/min, a special
briefing shall be conducted before the approach.
• Power Levers above flight idle, at a setting appropriate for the GS/VNAV and
groundspeed.
c) Circling Approach (300’ AAL)

• All briefings have been completed
• The aircraft is in the planned landing configuration
• Aircraft wings are level
• Only small adjustments are required to maintain a flight path that is on track, within a 5
degree cone of the runway centerline and on the visual glidepath according to the
PAPI/VASI (if installed)
• The aircraft speed is Vref to Vref +15kts
groundspeed. If an approach requires a higher descent rate than 1000ft/min, a special
briefing shall be conducted before the approach.
• Power Levers above flight idle, at a setting appropriate for the approach.
41. THE MONITORED APPROACH

41.1 General.
The monitored approach procedure is suitable for all precision (ILS) and non-precision
(VOR/NDB/RNAV) approaches. A monitored approach is compulsory under the following
circumstances:
• RVR/VIS is less than 5000m, and/or

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• Ceiling is less than 1000ft.

• All Non-precision approaches
Duties regarding use of windshield wipers, ice protection and landing lights should be delegated.
It is recommended that landing lights not be used in fog conditions at night.
Descent, Holding and Initial Approach.
If the weather conditions at destination dictate a monitored approach, the Captain will delegate
the First Officer to act as the Pilot Flying (PF) throughout these phases, controlling the aircraft by
means of the autopilot. The approach shall be flown with the auto-pilot engaged. Should the First
Officer not be the PF, he must become the PF prior to Top of Descent so that he can manage all
the required briefings, and subsequently fly the aircraft for the descent and approach.
During a monitored approach the Captain, being the Pilot Monitoring (PM), will be responsible for
monitoring the instruments, aircraft progress, approach charts, ATC instructions, approach aid
status and weather reports. He will also be responsible for all frequency changes and facility
identification, where required.
On request from the First Officer, the Captain will make flap and gear selections when required.
Both crew members will monitor ATC radio transmissions. In the case of a Precision (ILS)
approach, the First Officer must ensure that the correct ILS frequency is selected on his side
within 25 nm. In the case of a Non-Precision (VOR/NDB) approach, the First Officer must ensure
that the correct VOR/NDB frequency is selected on his side within 25 nm and the appropriate
needles selections made on his RMI and EHSI.
The Captain may also decide to continue as PF for an instrument approach if the weather
conditions are well above the required minima for a monitored approach, but the duties and
responsibilities of PF and PM will remain the same.
The PF will select the ILS frequency Active on his side as soon as routing allows, but not later
than the end of a downwind position; the PM will keep the VOR frequency active on his side to
monitor lead in radials and the intercept. The PM will select the ILS frequency at localiser capture.
The Captain will monitor the progress of the aircraft on the flight instruments as well as looking
out for visual references and cues. He will assess the situation and decide whether to land or, at
the appropriate point or order the Co-pilot to carry out a missed approach.
On passing the Outer Marker, the Captain will call out the crossing altitude shown on the approach
plate and cross check the actual altitude. He will also cross check both pilots’ panels for flags or
warnings. All cross checks of the FD status (FMA messages) must be done on each pilot’s
individual EADI.
At any time during the approach, should the Captain deem it necessary, he may instruct the First
Officer to initiate the missed approach by calling out: “GO AROUND”. The First Officer will
respond with: “GOING AROUND”.
The Captain will make the standard call-outs up to and including the “500 FEET TO DA / DDA
(MDA+30ft), STABLE, YOUR CALLS” call (as applicable), after which the First Officer will call:
“MY CALLS” and make the call-outs as required
In order to be ready to assume duty as PF, the Captain will place hands and feet lightly on the
flight controls. This must be done by at least 500 feet. The Captain must resist any temptation to
fly the aircraft until control is assumed from the First Officer.

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The First Officer will control the aircraft with reference to flight instruments down to DA / DDA and
remain head down on instruments until touchdown.
At 100 feet above DA/DDA, the First Officer will call out: “100 FEET ABOVE”, to which the Captain
will respond “CHECK”. The Captain will then continue searching for visual cues. At DA / DDA the
First Officer will call: “DECIDE”, to which the Captain will immediately respond;
“CONTINUE” and when the Captain is happy with the visual references: “I HAVE CONTROL”,
the auto-pilot may remain engaged up to minimum of 160ft AGL, if he has the required visual
references and the aircraft is in a suitable position to carry out a safe landing or
“GO AROUND” If insufficient or no visual references are available or the aircraft is not in a suitable
position to land.
NOTE:
After the Captain has made the decision to land and has called “CONTINUE”, he must call “I
HAVE CONTROL” to ensure that he has control of the aircraft for landing. The First Officer
must confirm the transfer of control with “YOU HAVE CONTROL” and continue monitoring
the instruments.
It must be clearly understood that the DA / DDA is the lower limit of a decision zone starting some
tens of feet above. The Captain should come to this zone with no preconceived judgement and
should make his decision according to the quality of the approach and the way the visual
references have developed as DA is approached.
If the required visual references have not been established before passing DA / DDA, a go-around
will be executed. A go-around will also be initiated if, after passing DA, visual cues are lost or a
reduction in visual cues occur which prevent the pilot from continuing to verify that the aircraft is
in a position which will permit a successful landing in the touchdown zone.
In the absence of a “CONTINUE” or “GO-AROUND” call from the Captain, on reaching DA / DDA
the First Officer will immediately call out “GOING AROUND” and will execute the missed
approach.
The Captain’s response “CONTINUE” indicates to the First Officer that the situation has been
assessed as suitable to carry out a safe landing and that the Captain will assume control of the
aircraft. The Captain, on taking control of the aircraft, taking care not to deviate from the approach
path at that stage. The First Officer will remove his hands and feet from the flight controls and
remain head down, on instruments, monitoring for and calling clearly any deviation from the
localizer and glide path.
Should any event require a go-around after hand over, the Captain, being the PF will call “GOING
AROUND” and use the flight director to carry out the procedure. The Co-pilot, being the PM, will
carry out the necessary gear, flap, and other checks at the Captains’ command.
SOLENTA AVIATION HAS A NON-PUNITIVE GO-AROUND POLICY. IT IS VITAL TO

ABORT AN APPROACH IF THE AIRCRAFT IS NOT IN THE SLOT OR AN UNSAFE
SITUATION OCCURS. NO PUNITIVE ACTION WILL BE TAKEN AGAINST ANY CREW
MEMBER THAT INITIATES A GO-AROUND FOR SAFETY REASONS.

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41.2 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

1 dot → Gear Down Glide Slope Star → Gear Down
ILS
Gear Down → Flap 25 (ATR 45) Gear down → Flap 25 (ATR 45)
½ dot → Flaps 30 (35) Established Descent → Flaps 30(35)
4 Nm Before FAP/FAF→ FLAPS 15 +GEAR 4 Nm before FAP/FAF → Flaps 15
DOWN 1Nm before FAP/FAF → Gear Down
Non-Precision
Approach Gear Down → Flap 25 (ATR 45) Gear Down → Flap 25 (ATR 45)
1 Nm before FAP/FAF → FLAPS 30 (35) Established Descent → Flaps 30(35)
Flaps 15 + Gear Down Flaps 15 → Refer to ILS or NPA
→ Refer to ILS or NPA sequence sequence
Read “Before landing CHECKLIST” End of Downwind → Gear Down
Circle to Land
Base Leg→ Flap 25 (ATR 45) Read “Before landing CHECKLIST”
Aligned on final RWY → Flaps 30 (35) Base Leg→ Flap 25 (ATR 45)
Aligned on final RWY → Flaps 30(35)

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42. BEFORE LANDING – APPROACHES

42.1 ILS PRECISION APPROACH
FLIGHT PM PF
EVENTS
 COMMAND & DO
 DO & CALL "SET SPEED BUG 170 (160)(1)
SPEED BUG .............................. 170(160) SPEED BUG ................................... 170 (160)
CLEARED FOR "170 (160) SET"  DO
APPROACH NAV SOURCE ........................ IDENTIFY APP MODE ..................................... ENGAGE
 CALL
 CALL "APPROACH MODE SET, LOC WHITE, GS
"CHECK" WHITE"
 CALL
VOR ALIVE "RADIAL ALIVE"  CALL
"CHECK"
 CALL
"LOC STAR"
 COMMAND
 DO & CALL "SET RWY HEADING, DUAL ILS"
LOC* RWY HDG ....................................... SET
DUAL ILS ........................................ SET
"HEADING, DUAL ILS SET"
 CALL
LOC GREEN  CALL "LOC GREEN"
"CHECK"
 CALL
"GLIDE SLOPE ALIVE"  COMMAND
"FLAPS 15"
G/S ALIVE  CALL & DO
"SPEED CHECK"
FLAPS ............................................... 15°
 CALL
FLAPS 15° "FLAPS 15 SET"  COMMAND & DO
INDICATED  DO & CALL "SET SPEED BUG WHITE BUG + 10" (2)
SPEED BUG .................. WHITE BUG+10 SPEED BUG ........................ WHITE BUG+10
"WHITE BUG + 10 SET"
 CALL
"ONE DOT"  COMMAND
"GEAR DOWN"
 CALL
G/S ONE DOT "SPEED CHECK"
 DO
LANDING GEAR.................................. DOWN
PWR MGT ................................................. TO
LDG GEAR 3 GREEN  CALL

LIGHTS "GEAR DOWN THREE GREENS"
(1) 170 or Icing Bug + 10 (in icing conditions), whichever is higher.

(2) White Bug+10 is conservative for High Bank with flaps 15°, in normal and icing conditions.

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FLIGHT PM PF
EVENTS
 COMMAND
ATR42-PEC
 CALL & DO "FLAPS 25"
42-PEC
"SPEED CHECK"
FLAPS ................................................25°

FLAPS 25°  CALL
INDICATED "FLAPS 25 SET"
 CALL
"HALF DOT"  COMMAND
 CALL & DO "FLAPS 30 (35)"
G/S HALF DOT "SPEED CHECK"
 FLAPS………………………………..30° (35°)
 CALL
FLAPS 30° (351 "FLAPS 30 (35) SET"  COMMAND & DO
INDICATED "SET SPEED BUG XXX"
 DO & CALL SPEED
SPEED BUG ....................................VAPP BUG…………………………………………..VAPP
"XXX SET"
 CALL
G/S*  CALL "GLIDE SLOPE STAR"
"CHECK"  COMMAND
"SET MISSED APPROACH
 DO & CALL ALTITUDE"
MISSED APP ALTITUDE .......................... SET
"XXXX FT SET"  CALL
"CHECK"
 REQUIRE
AIRCRAFT  CALL & READ
STABILIZED "BEFORE LANDING CHECKLIST" "BEFORE LANDING CHECKLIST"
"BEFORE LANDING CHECKLIST
COMPLETE"
 CALL
G/S GREEN  CALL "GLIDE SLOPE GREEN"
"CHECK"
 CALL
1000 FT AAL IMC
STABILIZED "1000 FT, STABLE ""  CALL
"CHECK"
1000 FT AAL IMC  CALL

UNSTABILIZED  COMMAND
“1000 FT, GO-AROUND" "GO-AROUND, SET POWER, FLAPS ONE NOTCH”
Continue with Go-around procedure.
REACHING  CALL
DDA +500 FT “500 FT TO DDA, YOUR CALLS"  CALL
"MY CALLS"
 CALL
REACHING DA  CALL
+100 FT "100 ABOVE"
” CHECK"

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43. NON-PRECISION APPROACH (CANPA) (VOR or NDB Approach)

There are different types of Non-Precision Approaches: LOC, LOC/DME, VOR, VOR/DME,
ADF. Lateral guidance is done via NAV mode for LOC, VOR, and via HDG mode for ADF.
Vertical guidance is done via the Vertical Speed mode.
FLIGHT PM PF
EVENTS
CLEARED FOR  COMMAND & DO
APPROACH "SET SPEED BUG 170 (160)(1)
 DO & CALL
SPEED BUG ......................................... 170
SPEED BUG ..................... 170 (160)
 DO
"170 (160) SET"
 DO NAV MODE (OR HDG MODE)..... ENGAGE
 CALL
NAV SOURCE ................. IDENTIFY "NAV MODE SET
 CALL LOC WHITE OR VOR WHITE)"
"CHECK"
VOR ALIVE
 CALL
"RADIAL ALIVE"  CALL
"CHECK"
LOC*  CALL
OR " LOC STAR or VOR STAR"
VOR*  COMMAND
 DO & CALL "SET HEADING TO COURSE"
HEADING ................................. SET
"HEADING SET"
LOC GREEN  CALL
OR "LOC GREEN or VOR GREEN"
VOR GREEN
 CALL
"CHECK"
4 NM BEFORE  COMMAND
FAP/FAF "SPEED CHECK"
FLAPS ....................................... 15°
FLAPS 15°  CALL
INDICATED "FLAPS 15 SET"  COMMAND & DO
 DO & CALL "SET SPEED BUG WHITE BUG+10"(2)
SPEED BUG .......... WHITE BUG+10 SPEED BUG ................................ WHITE
"WHITE BUG+10 SET"
BUG+10
FAP/FAF "GEAR DOWN"
 CALL
"SPEED CHECK"
 DO
LANDING GEAR ................... DOWN
PWR MGT .................................. TO
LDG GEAR 3  CALL
GREEN LIGHTS "GEAR DOWN 3 GREENS"
42 PEC
 COMMAND
"SPEED CHECK"
FLAPS .............................................. 25°
FLAPS 25°  CALL

INDICATED "FLAP 25 SET"
FLAPS .............................................. 25°
(1) 170 or Icing Bug+10 (in icing conditions), whichever is higher.

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FLIGHT PM PF
EVENTS
 CALL
"FLAPS 30 (35) SET"
 COMMAND & DO
 DO & CALL "SET SPEED BUG XXX"
SPEED BUG................................VAPP
SPEED BUG .............................................VAPP
"XXX SET"
 COMMAND
 DO & CALL "SET MISSED APPROACH ALTITUDE"
GA ALTITUDE ............................... SET
"XXXX FT SET"  CALL
"CHECK"
FLAPS 30° (35)  COMMAND
INDICATED
 DO & CALL "SET VS 0 FT/MIN"
VS ..................................................... 0
"VS 0 FT/MIN SET"  CALL
"CHECK"
 REQUIRE
"BEFORE LANDING CHECKLIST"

COMPLETE"
 COMMAND
 DO & CALL "SET VS XXXX"
0.3 NM BEFORE VS ............................................... -XXX
FAP/FAF "VS -XXX SET"
 CALL
"CHECK"
 CALL  DO
TIMING…………………………START TIMING.................................................... START
STARTING DESCENT
FLIGHT PATH…………………MONITOR FLIGHT PATH .................................. MONITOR(2)
1000 FT AAL IMC  CALL  CALL

STABILIZED "1000 FT, STABLE ""
"CHECK"
1000 FT AAL IMC  COMMAND
 CALL "GO-AROUND, SET POWER, FLAPS ONE NOTCH.”
UNSTABILIZED “1000 FT, GO-AROUND" Continue with Go-around procedure.
 CALL
REACHING  CALL
DDA +500 FT “500 FT TO DDA, YOUR CALLS" "MY CALLS"
 CALL
REACHING  CALL
DDA/MDA+100 FT ” CHECK" "100 ABOVE"
 CALL
 CALL “DECIDE”
REACHING "CONTINUE” or
DDA (MDA+30)
GO-AROUND, SET POWER, FLAPS
(Captain then takes control) ONE NOTCH"
“I HAVE CONTROL" Continue with Go-around procedure.
or
“GO-AROUND”
(1) 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.
(2) PM calls out altitude versus distance, and altitude deviation above or below the desired
one. PF corrects by adjusting VS.
(3) In the event of excessive deviation from the conventional aid radial, a go around must be
performed.

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(4) All non-precision approaches a margin of 30ft will be added to the MDA in order to calculate
the final DDA (Derived Decision Altitude) for the approach.
(5) When Captain (CM1) has acceptable visual references in sight and calls out "CONTINUE".
When the Captain is ready to take control, I HAVE CONTROL PM does not perform
anymore the minima call-outs.
(6) The aircraft should be correctly configured for the approach and the Before Landing Checklist
completed just prior to reaching the Final Approach Fix.
(7) In order to comply with the requirements for a Constant Angle Non-precision Approach
(CANPA), the Missed Approach Altitude will be set on the FGCP prior to the final descent
from the FAF or equivalent.
(8) VOR APP MODE (AP or FD) is authorized only if:
a. a collocated DME is available and
b. DME HOLD is not selected.
44. NON-PRECISION APPROACH (RNAV)

Lateral guidance is done via NAV mode for RNAV.
Vertical guidance is done via the Vertical Speed mode. RAIM Prediction must be valid before
commencing the approach
(To be read in conjunction with Annex 2 to Part 2 of the Operating Procedures - GNSS
APPROACHES Using the HT1000 on the ATR).
FLIGHT PM PF
EVENTS
READY FOR THE  DO
APPROACH RNAV (SOURCE)................................ SELECT
NAV MODE……………………….……..SELECT
 DO
RAIM PREDICTION ............... VALID
CLEARED FOR  COMMAND & DO

APPROACH "SET SPEED BUG(1) 170 (160)
SPEED BUG ................................ 170 (160)
 DO & CALL
SPEED BUG ..................... 170 (160)  DO
"170 (160) SET" NAV MODE ................................. ENGAGE
 CALL
"NAV MODE ARMED, LNAV WHITE"
 CALL
"CHECK"
GNSS TRACK  CALL
CAPTURED  CALL "LNAV GREEN”
"CHECK"  COMMAND
 DO & CALL "HEADING TO COURSE"
HEADING ................................. SET
"HEADING SET"
2 NM BEFORE FAF  CALL
"APPR ACTIVE”
 COMMAND
"SPEED CHECK"
FLAPS ....................................... 15°

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FLAPS 15°  CALL

INDICATED "FLAPS 15 SET"  COMMAND & DO
 DO & CALL "SET SPEED BUG WHITE BUG+10"(2)
SPEED BUG .......... WHITE BUG+10 SPEED BUG ................................ WHITE
"WHITE BUG+10 SET"
BUG+10
FAP/FAF "GEAR DOWN"
 CALL
"SPEED CHECK"
 DO
LANDING GEAR ................... DOWN
PWR MGT .................................. TO
LDG GEAR 3  CALL
GREEN LIGHTS "GEAR DOWN 3 GREENS"
 COMMAND
"SPEED CHECK"
42 PEC
FLAPS .............................................. 25°
FLAPS 25°  CALL

FLAPS .............................................. 25°
(1) 170 or Icing Bug+10 (in icing conditions), whichever is higher.
FLIGHT PM PF
EVENTS
 CALL
"FLAPS 30 (35)"
 COMMAND & DO
"SET SPEED BUG XXX"
 DO & CALL
SPEED BUG ................................VAPP SPEED BUG .............................................VAPP
"XXX SET"
 DO & CALL  COMMAND
GA ALTITUDE ............................... SET "SET MISSED APPROACH ALTITUDE"
"XXXX FT SET"
 CALL
"CHECK"
FLAPS 30° (35)
INDICATED  COMMAND
 DO & CALL "SET VS 0 FT/MIN"
VS ..................................................... 0
"VS 0 FT/MIN SET"  CALL
"CHECK"
 REQUIRE

COMPLETE"
 COMMAND
 DO & CALL "SET VS XXXX"
0.3 NM BEFORE VS ............................................... -XXX
FAP/FAF "VS -XXX SET"
 CALL
"CHECK"
 CALL  DO
TIMING…………………………START TIMING.................................................... START
STARTING DESCENT FLIGHT PATH .................................. MONITOR(2)
FLIGHT PATH…………………MONITOR

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 CALL
STABILIZED "1000 FT, STABLE "" "CHECK"

UNSTABILIZED  COMMAND
“1000 FT, GO-AROUND" "GO-AROUND, SET POWER, FLAPS ONE NOTCH.”
REACHING  CALL
DDA +500 FT “500 FT TO DDA, YOUR CALLS"  CALL
"MY CALLS"
 CALL
REACHING  CALL
DDA/MDA+100 FT ” CHECK" "100 ABOVE"
 CALL
 CALL “DECIDE”
REACHING "CONTINUE” or
DDA (MDA+30)
GO-AROUND, SET POWER, FLAPS
(Captain then takes control) ONE NOTCH"
“I HAVE CONTROL" Continue with Go-around procedure.
or
“GO-AROUND”
(1) 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.
(2) PM calls out altitude versus distance, and altitude deviation above or below the desired one. PF
corrects by adjusting VS.
(3) In the event of excessive deviation from the conventional aid radial, a go around must be
performed.
(4) All non-precision approaches a margin of 30ft will be added to the MDA in order to calculate the
final DDA (Derived Decision Altitude) for the approach
(5) When Captain (CM1) has acceptable visual references in sight and calls out "CONTINUE".
When the Captain is ready to take control, I HAVE CONTROL PM does not perform anymore
the minima call-outs.
(6) The aircraft should be correctly configured for the approach and the Before Landing Checklist to the line
completed just prior to reaching the Final Approach Fix.
(7) In order to comply with the requirements for a Constant Angle Non-precision Approach (CANPA), the
Missed Approach Altitude will be set on the ADU prior to the final descent from the FAF or equivalent.
45. RNAV APPROACH
To be read in conjunction with the Operating Procedures – GNSS APPROACHES Using the
HT1000 on the ATR classic
RAIM prediction (+/- 15’ of arrival time) must be checked during before the descent. It needs to
be in good order to be able to fly the GNSS approach.
In normal operation, the plane should be in LNAV mode. No Arming is then necessary
approaching the IAF point. In the event of being in Hdg mode, the LNAV mode needs to be Armed
and confirmed before the IAF.

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46. RNP APPROACH
RNP approach procedures include existing RNAV(GNSS) approach procedures designed with a
straight segment. GNSS is the primary navigation system to support RNP APCH procedures.
LNAV a non-precision approach or NPA currently known as RNAV(GNSS) with lateral guidance
provided by non-augmented GNSS.
LNAV/VNAV: Solenta is not approved to do LNAV/VNAV approaches
47. RNAV (GNSS) APPROACHES
The most common RNAV(GNSS) approaches are of the “T” type normally consisting of 3 initial
approach fixes (IAF), 1 intermediate fix (IF), 1 final approach fix (FAF) and 1 missed approach
point (MAP). A direct routing may be given by or requested by the crew to the initial approach fix.
A direct routing can also be given to the IF but only if within 45 degrees. No direct routings are
allowed to the FAF.
Two minima, one for LNAV/VNAV and one for VNAV can be published. If 2 minimas are published
it can either be because of obstacles in the missed approach area or due to airspace restrictions
hence the requirement of different missed approach gradients. In South Africa it is mostly due to
airspace restrictions.
A circle around the star shaped symbol are “flyover” waypoints and not a “flyby” waypoint, all
MAP’s are “flyover” waypoints.
Notes:
A missed approach must be commenced under the following circumstances:
1. Loss of RAIM
2. The cyan Approach annunciator not illuminating at FAF
3. The amber RNP ALERT annunciator illuminates
4. The white MSG annunciator flashes on the FMS / GNSS
5. If the UNABLE APPROACH message is displayed
6. No visual reference at the MAP/DDA
7. More than half-scale deflection on the CDI
8. Unstable approach after FAF.
When going around:

1. Depressing of the GA buttons will automatically append the missed approach legs to the active
route.
2. Comply with the initial Go Around actions.
3. Fly to the MAP
4. From MAP, comply with the normal missed approach procedure as directed by the GNSS/FMS
from the LEGS page and using the approach plate as guidance

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48. CIRCLE-TO-LAND
For initial configuration, refer to Non Precision Approach, or ILS Precision Approach and then
proceed as described below:
• Flaps remain at 15°
• Speed is maintained at White Bug+10(1)
• Before landing CHECKLIST must be initiated during descent with flaps 15° and completed
when flaps 30° (35°) is set.
• Go-around altitude must be set during descent with flaps 15°
FLIGHT PM PF
EVENTS  CALL
REACHING DDA (MDA)  CALL & DO
ALT MODE………………..ENGAGE “SELECT ALT HOLD"
"ALT SET, ALT GREEN"
 DO & CALL
LEVEL OFF TQ ........................................ AROUND 40%
HDG / HI MODE……………..ENGAGE
HEADING BUG……………….. ±45
"HEADING, HIGH BANK, HEADING XXX SET,

 CALL & DO START TIMING"
"CHECK" TIMING……………………………START
TIMING………………….……………START
 DO & CALL
HEADING BUG……………...DOWNWIND
AFTER 30 SEC Adjust heading accordingly to crosswind
component.
 CALL & DO "HEADING XXX SET"
"CHECK"
 DO & CALL
 DO  CALL "START TIMING"
ABEAM
THRESHOLD TIMING……………………………START
"CHECK"
TIMING……………………………START
ABEAM  DO & CALL

THRESHOLD  CALL & CALL "FLAPS 25, START TIMING"
TIMING……………………..…… START
"SPEED CHECK"
TIMING……………………..…… START
FLAPS………………………………25°
42 PEC
FLAPS 25°  CALL

 COMMAND
 CALL & DO "FLAPS 30 (35)"
ONCE RWY INSIGHT "SPEED CHECK"
AND POSITION FLAPS………………………………30° (35°)
FAVOURABLE “AUTOPILOT OFF”
“SET FD STANDBY”
“SET RWY HGD”

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FLAPS 30° (35°)  CALL

INDICATED
"FLAPS 30 (35) SET”  COMMAND & DO
 DO & CALL "SET SPEED BUG XXX"
SPEED BUG ................................. VAPP SPEED BUG ......................................... VAPP
"XXX SET"  CALL & DO
 CALL & READ “BEFORE LANDING CHECKLIST”

COMPLETE"
 CALL
500 FT AAL "500 FT, STABLE"  COMMAND & DO
STABILIZED "LAND"
Continue with Landing procedure.
 CALL
500 FT AAL "500 FT, GO-AROUND"  COMMAND & DO
UNSTABILIZED
"GO-AROUND, SET POWER, FLAPS ONE
NOTCH"

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49. LANDING
FLIGHT PM PF
EVENTS
PF  CALL & DO
DISCONNECTS AP AT "AUTOPILOT OFF"
DA/MDA
CAVALRY CHARGE………………. CANCEL
“50"
"20"  DO (at 20 ft)
RA CALL-OUTS
PL 1& 2 …………………………………..FI
 DO
PITCH……………………….MONITOR FLARE
CONTROL WHEEL…….HOLD INTO WIND
 DO
 DO PL 1 &2 ...................................................... GI
ON GROUND, IDLE GATE AUTOMATIC
TWO LOW RETRACTION ............................. CHECK
PITCH  DO & CALL
ILLUMINATED LOW PITCH………………CHECK BOTH
ILLUMINATED  DO
"2 LOW PITCH” BRAKES……………………………...…AS RQRD
PL 1 & 2……………………REVERSE AS RQRD
 CALL
REACHING 70 KT "70 KT”
 CALL
"I HAVE CONTROL”
BELOW 70KT  DO  DO
NW STEERING…………………..HOLD
BREAKS………………….…..AS RQRD CONTROL WHEEL……HOLD INTO WIND
Use reverse at high speeds and prefer use of brakes at low speeds. It is recommended to return to GI
position at 40 kt to avoid flight control shaking.
50. REVERSE POLICY
ENGINE STATUS LO PITCH LIGHTS PM CALLS PF ACTION ON REVERSE
2 ENGINES TWO ILLUMINATED "TWO LOW PITCH" NORMAL USE
ONLY ONE ILLUMINATED "NO REVERSE" NO USE, MAXIMUM

YAW EFFECT
1 ENGINE ONE ILLUMINATED "ONE LOW PITCH" USE WITH CARE, YAW EFFECT

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51. GO-AROUND
FLIGHT PM PF
EVENTS
 CALL & DO
DA/MDA +30
 CALL "DECIDE"
"GO-AROUND"
RUNWAY OR  CALL & DO
APPROACH "GO-AROUND, SET POWER, FLAPS ONE
LIGHTS NOT IN  DO NOTCH"
SIGHT OR ANY FLAPS ...................................... 15° (25°) GA PB ON PL .................................... DEPRESS
PL 1 & 2 .......... CHECK PL IN THE RAMP PITCH ...................... ROTATE TO +8° NOSE UP
OTHER
PL 1 & 2 ............................. ADVANCE TO RAMP
UNEXPECTED CAVALRY CHARGE .............................. CANCEL
EVENTS
FLAPS 15° (25°)  CALL
INDICATED "POWER SET, FLAPS 15 (25) SET"
 CALL
"POSTIVE CLIMB”  COMMAND
 DO & CALL "GEAR UP, HEADING, LOW BANK, IAS VGA”
LANDING GEAR .................................... UP
TAXI & T.O. LIGHTS ............................ OFF
POSITIVE CLIMB HEADING MODE ......................... ENGAGE
LOW BANK .......................................... SET
IAS....................................................... VGA
"HEADING LOW BANK, IAS XXX SET"  CALL
"CHECK"
LIGHTS "GEAR UP”  CALL
EXTINGUISHED "CHECK”
 CALL  DO
"ACCELERATION ALTITUDE" PL 1 & 2 ............... RETARD TO THE NOTCH
 COMMAND
 DO & CALL "PL’s IN THE NOTCH, CLIMB SEQUENCE"
PL 1 & 2 ............. CHECK IN THE NOTCH
PASSING PWR MGT ........................................ CLB
ACCELERATION TQ / NP............ CHECK CLIMB SETTING
ALTITUDE IAS........................................... 170 (160)
"CLIMB SEQUENCE COMPLETE"  CALL & DO

"SET SPEED BUG 170 (160)"
 DO & CALL SPEED BUG ..................................... 170 (160)
SPEED BUG………………..….170(160)
"170 (160) SET"
REACHING WHITE  CALL
"WHITE BUG / VGA +15"  COMMAND
BUG OR VGA +15,
 DO "FLAPS 15”
WHICHEVER
42 PEC
LOWER FLAPS………………………………………15°
 CALL
FLAPS 15°
"FLAPS 15 SET”
INDICATED
Continue with "Reaching white or icing bug" event of After Take-off procedure.
Note 1:
When doing a missed approach from a non-precision approach (NDB or VOR), the missed approach
altitude must also be confirmed on the ADU when HDG, LO Bank and IAS are selected on the go-
around.
Note 2:
If the PF does not request “HDG, LO BANK, IAS to VGA” after the gear is retracted, the PM must
select HDG, LO BANK, IAS to VGA, and advise the PF as he carries this out
Note 3:
The Acceleration altitude for landing is the same as for take-off i.e. 400’ AAL. (NOT Threshold
Elevation) It is not added to the DA/MDH.

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52. AFTER LANDING
FLIGHT CM1 CM2

EVENTS
 COMMAND
“AFTER LANDING PROCEDURE”  DO
GUST LOCK…………………………….ENGAGE
Pull Control Column Backwords To Lock
Ailerons And Elevator
RUNWAY
FLAPS……………………………………….…0
VACATED CONT RELIGHT…………OFF / START ABORT
LANDING LIGHT & STROBES………….….OFF
PROBES.WINDSHIELD HEATING……….STBY
DE-ANTI-ICING……………………..………..OFF
ADU………………………………………..…STBY
TRIMS……………………..……………….RESET
WEATHER RADAR…………………………STBY
 CALL
“AFTER LANDING PROCEDURE COMPLETE”
IF IT IS THE LAST FLIGHT OF THE DAY, DO NOT SHUTDOWN ANY ENGINES UNTIL YOU ARE PARKED, AS YOU HAVE TO
PERFORM THE ATPCS TEST
 COMMAND
"CL1 FEATHER"  DO
AFTER 2 MIN
IN GROUND Wait 30 seconds
IDLE CL1…………………………………..FEATHER
ACW BTC……………………CHECK CLOSED
 COMMAND
 DO
"CL1 FUEL SHUT-OFF"
CL1 ............................................ FUEL S.O.
ENG 1
 REQUIRE
SHUT DOWN
"AFTER LANDING CHECKLIST"  CALL & DO
"AFTER LANDING CHECKLIST”(1)
Refer to QRH 6.01
ATPCS DAILY DYNAMIC TEST FCOM
"AFTER LANDING CHECKLIST COMPLETE"
PRO.NOP.NOR 28
(1) After landing checklist is performed as a do-list: CM2 reads loudly, acts and checks without
CM1 confirmation.
Note 1: If a backtrack is required, the Captain will command the After-Landing procedure when he
deems it safe. The Co-pilot will leave the strobes, landing lights and transponder on until clear
of the runway and then complete the procedure and read the checklist.
Note 2: When turning towards the marshaller, the Capt. must request the P2 to switch OFF the Taxi
lights (and ensure that the Wing lights are ON during night operations) so as to prevent the
marshaller from being blinded and also to prevent ground personnel from possibly
walking into the turning propellers.
Note 3: The transponder must be selected to Auto/On after landing until stationary in the parking bay,
maintaining the assigned squawk code
Note 4: Single engine taxi is not recommended on contaminated taxiway and apron

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53. PARKING
FLIGHT CM1 CM2

EVENTS
 CALL
 DO & CALL
"MARSHALLER IN SIGHT, TAXI LIGHTS
MARSHALLER IN OFF" TAXI & T.O. LIGHTS ................................... OFF
SIGHT HYD SYST ..................... CHECK 3X3000 PSI
 DO & CALL "HYDRAULIC PRESSURE CHECK"
AT THE GATE PARKING BRAKE .................................. ON
"PARKING BRAKE SET"  CALL
“BLOCKS ON AT _____” "CHECK"
 COMMAND  DO & CALL

IF LAST FLIGHT OF THE "ATPCS TEST" ATPCS ....................... DAILY DYNAMIC TEST
DAY Do not perform while taxiing.
"ATPCS TEST PERFORMED"
 CALL
CL2 FEATHER
Wait 30 seconds in feather for last flight of
the day (for maintenance oil level check).
 DO & CALL
"ENGAGING PROP BRAKE"
CL2………………………………………FEATHER
XPDR ........................................................ STBY
PROP BRAKE ....... CHECK READY LIGHT
AT THE GATE PROP BRAKE........................................ ON
Unlock Illuminated then extinguished.
PROP BRAKE.........CHECK ILLUMINATED PROP 2 ................................ CHECK STOPPED
 DO "PROPELLER STOPPED"
BEACON…………………………………..OFF
WING LIGHTS…………………………….ON
SEAT BELTSIGN ………………….….…OFF
 REQUIRE
"PARKING CHECKLIST"  CALL
"PARKING CHECKLIST”
“PARKING CHECKLIST COMPLETE"
Note 1: As per Pratt & Whitney Canada’s recommendation to minimize the risk of carbon formation on some key
components, analysis has determined that the most efficient Engine cool down period to be 2 minutes.
This period is necessary to allow the engine internal components to reach a temperature level that would
minimize the possibility of carbon formation (coking), especially in the number 5 bearing area, and its
undesirable consequences. Engine cool down period of 2 minutes at power lever setting below flight idle
(FI) prior to shutdown will assist hot section temperature equalization and lower hot section components
metal temperature.

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54. LEAVING THE AIRCRAFT
FLIGHT CM1 CM2

EVENTS
 COMMAND
"LEAVING THE AIRCRAFT PROCEDURE"  DO & CALL
CL2……………………………………. FUEL SO
OXYGEN MAIN SUPPLY ......................... OFF
 DO DE- /ANTI-ICING ..................................... OFF
CDLS……………….………………. OFF EXTERIOR LIGHTS ................................. OFF
EMER EXIT LT TOGGLE SW ............ DISARM
FUEL PUMPS........................................... OFF
ALL DOCUMEN- WEATHER RADAR .................................. OFF
TATION FILLED EFIS ........................................................ OFF
CDLS........................................................ OFF
NAVAIDS.................................................. OFF
COM 2 ...................................................... OFF
DC EXT PWR ........................................... OFF
BATTERY ................................................. OFF
"LEAVING THE AIRCRAFT PROCEDURE
COMPLETE"
 REDUIRE
LEAVING THE "LEAVING THE AIRCRAFT  CALL & READ
AIRCRAFT CHECKLIST" "LEAVING THE AIRCRAFT CHECKLIST"
PROCEDURE
COMPLETE "LEAVING THE AIRCRAFT CHECKLIST
COMPLETE"
BATTERY .......................................... OFF
54.1 HOTEL MODE OPERATIONS
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

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55. NORMAL FLIGHT PREPARATION IN HOTEL MODE
FLIGHT CM1 CM2

EVENTS
READY TO  CALL
START ENG 2 "GROUND FROM COCKPIT READY TO  DO
IN HOTEL START ENG 2 IN HOTEL MODE, OVERHEAD PANEL …………..CHECK(1)
MODE CONFIRM SERVICE DOOR CLOSED AND Check tailwind below 10 kt
AREA CLEAR"
 CALL
AFTER OUTSIDE  REPLY
VISUAL CHECK "RIGHT SIDE CLEAR, READY TO
"READY" START ENG 2?"
 DO & CALL
ENG START ................................... AS RQRD

A & B for the 1st flight of the day, then A
for odd days &
B for even days, to detect ignition system
hidden failure.
START 2 ……………….DEPRESS / CHECK
ON
ONCE NH  DO "STARTING NO 2 NOW"

INCREASES TIMING……………………………….START
To monitor starter limitation. "ROTATION"
NH=10%  DO & CALL

For engine start in CL2 ……………….…………..FEATHER
hot environment, TIMING…………….……………..START
refer to Ignition must occur within 10 s otherwise FUEL
FCOM S.O.
"FUEL IN”
 DO
ENGINE PARAMETERS……MONITOR  DO
ENGINE PARAMETERS..MONITOR
 CALL
"IGNITION"
ITT  DO
INCREASING ENGINE PARAMETERS..…MONITOR
OIL PRESSURE  DO & CALL

INCREASING  DO ENGINE PARAMETERS……MONITOR
ENGINE PARAMETERS……MONITOR "OIL PRESS"
 CALL
 DO & CALL " 45%"
 DO & CALL
START 2 ......................... CHECK NO LIGHT ITT MAX ...................................... CHECK[2]
"STARTER LIGHT OUT" "MAX ITT XXX °C"
NH=45% TIMING.................................................STOP “STABLE START ENGINE 2"

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(1) OVERHEAD PANEL CHECK

(2) ITT MAX CHECK
— Service door: closed, no UNLK amber light
— Fuel Pump 2: RUN, no FEED LO PR
— if ITT > 950°
— Wing lights: ON, to visually inform that Hotel Mode
— if 840° < ITT < 950° for more than 5s
started.
Propeller brake: ON and PROP BRK blue light If Prop — if 800° < ITT < 840° for more than 20s
brake is OFF, press HYD AUX PUMP, in order to get the
READY green light, then place the Prop brake switch CL…………………………………….Fuel SO
to ON.
For the rest of the procedure, refer to COCKPIT PREPARATION - 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 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.
56. POWER BACK AND PUSH-BACK OPERATIONS

56.1 Power back
Before power back, both propellers are running and are unfeathered.
Power back is done after ATC clearance has been received. Ground staff area is checked clear
before and during power back by using conventional signs and/or headphones. Safety glasses
have to be used by the ground staff, because of the possibility of projection during power back
operation.
Nose wheel steering remains ON.
To avoid moving forward, apply slight power back just before releasing parking brake.
Each crew member keeps his feet on the floor. Never uses brakes during power back (to avoid
tail strike).
Power back is performed at low speed. Use Ground Idle or positive power to decrease speed and
stop.
IMPORTANT: NAC OVHT and ENG FIRE can be triggered, if a prolonged power-back is
maintained with a tail wind greater than 10kts. Avoid orientating aircraft in the tailwind direction.

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56.2 Push-back with tug
Push-back is done after ATC clearance. Ground staff remains connected with the aircraft by using
conventional signs and/or headphones.
Engines should be running in feather, hotel mode or be shutdown.
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 following phraseology is used:
FLIGHT CM 1 GROUND STAFF

EVENTS
 DO
NW STEERING …………………..………..OFF
CLEARED FOR PARKING BRAKE……………………………OFF
PUSH-BACK “GROUND FROM COCKPIT, CLEARED TO
PUSH FACING XXXX, PARK BRAKE  CALL
RELEASED, NOSE WHEEL STEERING "STARING PUSH"
OFF”
 CALL
 DO "COCKPIT FROM GROUND, PUSH-BACK
PUSH-BACK PARKING BRAKE……………………………ON
COMPLETE COMPLETE, SET PARK BRAKE "
“GROUND FROM COCKPIT, PARKING
BRAKE ON”
 CALL
 DO & CALL "TOW BAR IS DISCONNECTED”
TOW BAR NW STEERING …………………..………..ON
DISCONNECTED AND
“TWO STABLE STARTS, REMOVE ALL
VISUALLY CONFIRMED
BY CREW YOUR GROUND EQUIPMENT AND SEE
YOU WITH HAND SIGNALS ON THE LEFT
or RIGHT SIDE”
CM 2
TAXI CLEARANCE………….…..OBTAIN
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 turboprop aeroplanes, ATR recommends the following procedures for noise
reduction on the ground.

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− Do not use reverse while taxiing

− Minimize the use of 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).
58. OPERATIONS ON NARROW RUNWAYS (ATR 42, 45 and 72)

This procedure sets out the operation of TU-TRN, ZS-XCB, ZS-AFR, ZS-XCG, ZS-XGH and on
runways with a width of less than 30m (98’).
Note: The operation of ZS-XCJ, ZS-XCK, ZS-XCL, ZS-AFJ, ZS-XCM on runways with a width
less than 30m (98’) is NOT approved.
58.1 Limitations
The limitations of Section 2 of the AFM are complemented by the following:
• The minimum runway width is 14m (46’)
• The maximum crosswind for take-off and landing is 25 kts (43 & 72) See table below for
45.
The following equipment must be serviceable:
• Both ACW generators (All variants)

• Both main and DC auxiliary hydraulic pumps (All variants)
• Nose wheel steering (All variants)
• MFC modules 1B and 2B (45 & 72)
NOTE:
If PEC is installed, refer to MEL (ATA 61) in case of PEC inoperative (45 & 72)
“Proper briefings, highlighting the risk in high crosswind landings are essential, especially in the ATR
72. Refer to the ATR FOIM 2016/06 Issue 1 “Be Prepared for Crosswind Landings”
58.2 Normal Procedures
The Pilot Flying (PF) will be the Captain
• On take-off, the PF will keep his hand on the nose wheel steering until 90 kts.
• On landing, the PF must be ready to use the nose wheel steering as soon as the nose wheel
is on the ground.
58.3 Emergency procedures and procedures following failures
There are no changes to the Emergency Procedures and Procedures Following Failures.

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58.4 Performance
Correct the V1 limited by VMCG value (see graph in AFM, 6.03) by the following:
V1 limited by
V1 limited by VMCG
Runway Width Runway Width VMCG
increase
increase
ATR 42-500 ATR 45 ATR 72 ATR 72
25.5 m (83’) to 30 m (98’) 0 kt > 26m (85ft) 0 kt
23.5 m (77’) to 25.5 m (83’) 1 kt 17.5 m (57’)to 26m (85’) 1 kt
21.5 m (70’) to 23.5 m (77’) 2 kts 14.5m (48’) to 17.5m (57’) 2 kt
20 m (65’) to 21.5 m (70’) 3 kts 14m (46” to 14.5m (48’) 3 kt
18.5 m (60’) to 20 m (65’) 4 kts
17 m (55’) to 18.5 m (60’) 5 kts
15.5 m (50’) to 17 m (55’) 6 kts
14 m (46’) to 15,5 m (50’) 8 kts
59. CROSSWIND LIMIT ATR 42-500
T/O LDG Max X-wind

Braking
(RWY (RWY 14m < Width < RWY Status
Action
Status) Status) 30m
Good 1 1 25 kt 1 = Dry
Good/Medium 2 2 20 kt 2 = Wet < 3mm
3 = Slush/water 3 to 6mm T/O
Medium 3-6 5/6 16 kt
only
4 = Slush/water 6 to 12.7mm
Medium/Poor 4 5 13 kt
T/O only
Poor 7 7 10 kt 5 = Slush/water 3 to 12.7mm
6 = Compact Snow
7 = Ice
60. SECTION 2: EMERGENCY PROCEDURES

60.1 General
There are many emergency procedures covered in the QRH, FCOM and AFM. Pilots must review
these regularly and complete the various aircraft Technical and Emergency questionnaires as
laid down in the Training System Manual.
This section of the manual amplifies the handling (crew co-operation) of some procedures and
covers some additional items:
A DRILL is considered as memory actions and call-outs and is always followed by a check list
from the QRH.
Any Fire Warning will be treated as an actual fire and handled accordingly.
All failures on the ground will be actioned by the Captain.
Any Engine Fire, Failure or Propeller malfunction resulting in a power loss before level off height,
without associated ATPCS, requires immediate action.

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If the Captain is flying when an emergency occurs, he may elect to transfer control of the aircraft
to the First Officer and assume the role of the PM once the aircraft is flying a stable flight path
and the memo items are complete. All actions taken during an emergency are done in a positive
and deliberate manner and not done in haste. The primary job of the PF is to fly the aircraft and
maintain the desired profile.
It is essential that a failure be analysed correctly before initiating vital or memory actions,
especially in the case of engine malfunctions. Analysis should determine, for example, whether
an engine has failed mechanically, from fuel starvation or beta-backup failure; whether a propeller
has feathered or not or is over-speeding; or whether a gauge has failed.
All memory actions will be done by the PM except ENG FIRE in flight. The PL to FI will be actioned
by PF. The PF will be able to control yaw input as the PL is retarded to FI. The rest of memory
items will be completed by the PM.
Crosscheck all gauges and correlate with caution/warning panel indications before deciding which
drill or memory items to follow. Remember that the primary indications of engine malfunctions
are identified from Torque, Np, ITT and NH. Principle indications of an engine flame out are Low
NH and ITT.
It is not possible to cover every abnormal and emergency situation. It is expected of crew
members to act as a team in any situation that arises. However, the Captain has ultimate
accountability and responsibility, unless his actions will be obviously catastrophic.
60.2 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?
Supply
Are the supply source(s) available?
Circuit breakers
CAUTION
Circuit Breaker (C/B) must not be RESET by the flight crew unless otherwise specified in the
operational documentation by ATR.
Flight Crew may ONLY REENGAGE a tripped circuit breaker IF HE/SHE JUDGES IT IS
NECESSARY FOR A SAFE CONTINUATION OF THE FLIGHT.
In this case only ONE reengagement should be attempted. If the failure alert disappears, continue
normal operation, if not apply the associated abnormal procedure.
Regardless the outcome on system behaviour, when reengaging a tripped C/B, the flight crew must
make a « Maintenance Action Required » entry in the Aircraft maintenance logbook describing the
event.

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WARNING
DO NOT REENGAGE THE C/B OF THE FUEL PUMP(S).
Note
Due to many customization possibilities of the C/B panels, before taking any action on a C/B, the
flight crew must crosscheck that the C/B label corresponds to the affected system.
Lighting
Are the bulb(s), digit(s) working?
System Reset
At flight crew discretion, one RESET of a failed system associated to an amber caution may be
performed by selecting the related pb (push-button) OFF (for 3 s) then ON except for systems listed
below. If the failure alert disappears, continue normal operation and record the event in the aircraft
maintenance logbook for information. If not, apply the associated abnormal procedure.
For the following systems the flight crew should strictly follow the abnormal procedure
and RESET only when it is called by the abnormal procedure:
- EEC.
- CAB PRESS MODE SEL.
- BAT CHG (EMER & MAIN).
In case of BLEED LEAK, or BUS FAULT alerts, do not reset the associated systems BLEED VALVE
pb or GEN pb.
61. UNCOMMANDED AUTOFEATHER
There have been a number of Commanded Auto feather incidents on ATR aircraft.
ATR has published an Operators Information Message Ref OIM2015/002 Issue 1:
Symptoms of an uncommented Auto feather:
Propeller Speed (NP) decreases to or near to zero whilst the engine torque (TQ) briefly peak and
then goes to zero
NH drops to around 73% and remains steady
Crew Procedure
Take-off Normal Procedure
As a normal practice, at take-off the ATPCS must be checked armed and announced as per the
ATR SOP.
If it is not armed while both power levers are in the notch, or in the case of intermittent
arming/disarming, the take-off must be aborted.

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Any loss of NP and TQ must be dealt with as an engine failure

AT TAKE-OFF: ENG 1(2) FLAMEOUT AT TAKEOFF PROCEDURE…….APPLY
AT ANY OTHER PHASE OF FLIGHT:

Pl affected eng………………………………………………………………………….FI
CL Affected Engine…………………………………….………..FTR THEN FUEL SO
LAND ASAP
SINGLE ENG OPERATION procedure………………………………………...APPLY
These symptoms are identified as possible AFU (AUTO FEATHER UNIT) problems:
• Analogue Torque fluctuations
• Loss of Analogue Torque signal
• ATPCS not arming
62. ON GROUND ENGINE FIRE

The procedure below starts at the control transfer.
FLIGHT PM PF
EVENTS
 CALL
“I HAVE CONTROL”
Control through rudder pedals and control wheel &
column.
 CALL  CALL
ENGINE FIRE “ENGINE FIRE” “ENGINE FIRE”
FLIGHT CM1 CM 2
EVENTS
EITHER CREW
 CALL
“STOP ENGINE FIRE”
 DO  DO
PL 1 & 2 ......................... GI/REV AS RQRD MASTER WARNING ............................. CANCEL

BRAKES ......................... APPLY AS RQRD
CONTROL COLUMN .............. HOLD AS RQRD
ENGINE FIRE If possible, stop the aircraft to get the engine on fire
headwind or to leeward.
 TRANSMIT on VH1
 CALL on public address "MAYDAY, MAYDAY, MAYDAY, CALLSIGN,

“THIS IS THE CAPTAIN SPEAKING,
ENGINE FIRE, REJECTED TAKE OFF"
REMAIN SEATED REMAIN SEATED”

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FLIGHT CM1 CM2

EVENTS
 CALL
PARKING BRAKE .................................. ON
 CALL & DO
"ON GROUND ENG FIRE OR
SEVERE
MECHANICAL DAMAGE MEMO
ITEMS"
CL 1 & 2……………..FTR THEN FUEL S.O.  DO
FIRE HANDLE affected side………….PULL QRHOPEN to ON GROUND ENG FIRE
AGENT 1 affected side………..DISCHARGE CHECKLIST
AIRCRAFT TIMING …………………………..……START
STOPPED ◼ IF FIRE AFTER FURTHER 30 TIMING ........................................... START
SECONDS
AGENT 2 affected side ......... DISCHARGE
 CALL & REQUIRE

"MEMO ITEM COMPLETE, ON GROUND
 DO, CALL & READ
ENG FIRE OR SEVERE MECHANICAL
ON GROUND ENG FIRE OR SEVERE
DAMAGE CHECKLIST”
MECHANICAL DAMAGE CHECKLISTPOINT
"ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE CHECKLIST?"
Refer to QRH
◼ IF EVACUATION REQUIRED
"YES OR NO?"
 REPLY
EVACUATION “NO”  CALL
NOT REQUIRED
"ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE CHECKLIST
COMPLETE"
 REPLY & REQUIRE

“YES, ON GROUND EMERGENCY  DO, CALL & READ
EVACUATION CHECKLIST”
ON GROUND EMER EVAC CHECKLISTPOINT
"ON GROUND EMER EVACUATION
 DO & CALL CHECKLIST?" Refer to QRH
CHECKLIST POINTED AT BY CM2
................................................... CHECK
" CONFIRM "
EVACUATION ...................................INITIATE
CAPTAIN
EVACUATION
REQUIRED
 CALL
"EVACUATE"
Then, on Public Address
"EVACUATE, EVACUATE, EVACUATE
 READ
 DO & CALL BAT..................................................... OFF
BATTERY .......................................... OFF
"BATTERY OFF"  CALL
"ON GROUND EMERGENCY

EVACUATION
CHECKLIST COMPLETE"

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63. ENGINE FIRE AT TAKE-OFF

In the following, PF is seated on the right side. The procedure below starts at the controls transfer.
FLIGHT PM PF
EVENTS
 CALL
“I HAVE CONTROL”
Control through rudder pedals and control wheel &
column.
 CALL 
“V1”
CM1
REACHING V1
 DO
PL 1&2………………….RELEASE
 CALL  DO
REACHING VR “ROTATE” PITCH………………..…ROTATE TO 8°
FD BARS……………………...FOLLOW
 CALL
“POSITIVE CLIMB"  COMMAND
“GEAR UP"
 DO
POSITIVE CLIMB
LANDING GEAR .................................... UP
YAW DAMPER ............................ ENGAGE
Check white arrows illuminated.
TAXI & T.O. LIGHTS ............................ OFF
 CALL
“ENGINE FIRE"  CALL
 DO “CHECK"
ENGINE FIRE MASTER WARNING .................. CANCEL
 CALL
"ENG FIRE AT TAKE-OFF MEMO ITEMS"

LIGHTS “GEAR UP"
EXTINGUISHED

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64. ENGINE FIRE AT TAKE-OFF (CONTINUED)
FLIGHT PM PF
EVENTS
In case of high published acceleration altitude, Captain

may decide to start Memory Items before reaching it
but never below 400 ft AAL.
 CALL
“ACCELERATION ALTITUDE”  COMMAND
 DO & CALL "SET MCT"
PASSING
ACCELERATION PWR MGT .......................................... MCT
ALTITUDE
TQ/NP............................. CHECK/ADJUST
(mini 400 ft
AAL or higher if "MCT SET"  COMMAND
requested)
 DO & CALL "INCREASE IAS TO WHITE BUG"
IAS ............... INCREASE TO WHITE BUG

"IAS XXX SET"  COMMAND & DO
 DO & CALL "SET SPEED BUG WHITE BUG"
SPEED BUG ........................... WHITE BUG SPEED BUG ....................................... WHITE BUG
"WHITE BUG SET"
 CALL
REACHING “WHITE BUG"  COMMAND
WHITE BUG NORMAL CONDITIONS, FLAPS 0"

 DO or
FLAPS……………………AS RQRD "ICING CONDITIONS, MAINTAIN FLAPS 15"
 CALL
FLAPS 0°/15° ON
INDICATOR "FLAPS 0 SET" Normal conditions
“MAINTAIN FLAPS 15” Icing conditions
 DO & CALL
PL 1 (or 2) ......................................... POINT
 DO & CALL "PL 1 (OR 2)?"
PL POINTED AT BY PF ............. CHECK
"CONFIRM"  DO & CALL
PL 1 (or 2) ............. RETARD GENTLY TO Fl
 DO & CALL "FLIGHT IDLE"
CL 1 (or 2) .................................. POINT
"CL 1 (OR 2)?"  DO & CALL
 DO & CALL CL POINTED AT BY PM................... CHECK
CL 1 (or 2) ............ FTR then FUEL S.O. "CONFIRM"
"FEATHER, FUEL SHUT-OFF"
Shut-off step by step. Stay 1 sec in FTR
FLIGHT PATH position before setting CL to Fuel S.O.
STABILIZED
 DO & CALL
FIRE HANDLE 1 (or 2) ............... POINT  DO & CALL
"FIRE HANDLE 1 (OR 2)?"
FIRE HANDLE POINTED AT BY PM.... CHECK
"CONFIRM"
 DO & CALL
FIRE HANDLE 1 (or 2) .................. PULL

"PULLED"
TIMING ...................................... START

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65. ENGINE FIRE AT TAKE-OFF (CONTINUED)
FLIGHT PM PF
EVENTS
 DO & CALL
10 SEC AFTER AGENT 1………………………………..POINT
FIRE HANDLE PULLED ....... "10 SECONDS, AGENT 1?"  CALL
PULLED AGENT POINTED AT BY PM………………CHECK
 DO "CONFIRM”
AGENT 1………………..………DISCHARGE
 REQUEST
 CALL "I HAVE THE RADIOS"
1ST DISCH “DISCHARGED"
AMBER LIGHTON FIRE  MONITOR  TRANSMIT
PANEL MAYDAY, MAYDAY, MAYDAY, CALL SIGN,
TIME .................................. MONITOR 30" ENGINE FIRE, STBY"
 DO & CALL
AGENT 2....................................... POINT
"30 SECONDS, AGENT 2?"  DO & CALL
IF FIRE  DO & CALL AGENT POINTED AT BY PM .............. CHECK
REMAINS AGENT 2.............................. DISCHARGE "CONFIRM"
AFTER 30 SEC "DISCHARGED"
 CALL
“BLEED ENGINE ALIVE OFF, YES OR  DO & CALL
NO?" BLEED POINTED AT BY PM.................. CHECK
"NO" (or "YES")
 CALL
2ND DISCH
“MEMO ITEMS COMPLETE"  REQUIRE
AMBER LIGHT "ENG FIRE AT TAKE-OFF CHECKLIST"
ON FIRE PANEL
 DO, CALL & READ
ENG FIRE AT TO CHECKLIST ........ POINT
ENG FIRE AT TAKE-OFF CHECKLIST?"  DO & CALL
CHECKLIST POINTED AT BY PM ...... CHECK
 CALL "CONFIRM"
ENG FIRE AT TAKE-OFF CHECKLIST
COMPLETE"
Any pilot shall call "FIRE STOPPED" as soon as the

red light disappears on CAP/FIRE HANDLE
 DO & CALL
 DO & CALL CAP ..... CROSS-CHECK WITH LOCAL ALERTS
CAP ........................................... CLEAR "CLEAR CAP"
"CAP CLEARED"  REQUIRE
 CALL "AFTER TAKE-OFF CHECKLIST"
"AFTER TAKE-OFF CHECKLIST  REQUIRE

COMPLETE" "SINGLE ENG OPERATION CHECKLIST"
Continue with Single Engine operation.

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66. ENGINE FLAME OUT AT TAKE-OFF

In the following, PF is seated on the right side. The procedure below starts at the controls transfer.
FLIGHT PM PF
EVENTS
 CALL
"I HAVE CONTROL”
 CALL
“V1”
CAPTAIN
REACHING V* 1
 DO
PL 1& 2…………………………….…RELEASE
 CALL
“ROTATE”  DO
PITCH…………………… .ROTATE TO 8°
REACHING VR
 CALL FD BARS…………………….…..FOLLOW
"POSITIVE CLIMB  COMMAND
“GEAR UP”
First CM who detects the engine failure calls loudly "ENGINE FAILURE"
The detection clues are:
PF: Unexpected roll and dissymmetric handling
ENGINE FLAME PM: abnormal engine parameters (TQ decrease, rapid ITT decrease)
OUT And the other CM acknowledges with "CHECK"
  ORDER
"ENGINE FLAME OUT AT TAKE-OFF MEMO
ITEMS"
 DO & CALL
LANDING GEAR ................................. UP
TAXI & T.O. LIGHTS ....................... OFF
UPTRIM ENG 2 (or 1) ……...…CHECK
AUTOFEATHER ENG 1 (or 2) .... CHECK
BLEEDS FAULT ......................... CHECK
POSITIVE CLIMB ILLUMINATED
"UPTRIM, AUTOFEATHER, BLEEDS
FAULT LIT"
If no UPTRIM, PM set PL 1 & 2 to the ramp.

If bleed fault not illuminated, order BLEED 1
(or 2)
OFF.
 CALL
"ACCELERATION ALTITUDE"  COMMAND
 DO & CALL “SELECT ALT HOLD”
PASSING ALT………………………………ENGAGE
"ALT GREEN"  CALL
ACCELERATION
ALTITUDCE “CHECK”
(min 400 ft AAL or  COMMAND & DO
higher if requested)  DO & CALL “SET SPEED BUG WHITE BUG”
SPEED BUG ...................... WHITE BUG SPEED BUG…………….……………WHITE BUG
"WHITE BUG SET"

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67. ENGINE FLAME OUT AT TAKE-OFF (CONTINUED)
FLIGHT PM PF
EVENTS
 CALL
"WHITE BUG"  DO, CALL & COMMAND
 DO & CALL PL 1 & 2 ................. CHECK IN THE NOTCH
PL 1 & 2 ............. CHECK IN THE NOTCH "PL IN THE NOTCH, SET MCT"
PWR MGT ....................................... MCT
REACHING TQ/NP ......................... CHECK/ADJUST
"MCT SET"  COMMAND
WHITE BUG “SET IAS”
 DO & CALL
IAS MODE………………………ENGAGE
"IAS XXX SET"  COMMAND
"NORMAL CONDITIONS, FLAPS 0"
 DO Or
FLAPS .................................... AS RQRD “ICING CONDITIONS, MAINTAIN FLAPS 15"
 CALL 
FLAPS 00/15° "FLAPS 0 SET" Normal conditions
ON INDICATOR "MAINTAINING FLAPS 15" Icing conditions
 DO & CALL
L 1 (or 2) ............................................ POINT
 DO & CALL "PL 1 (OR 2)?"
PL POINTED AT BY PF .......... CHECK
"CONFIRM"  DO & CALL
PL 1 (or 2).... RETARD GENTLY TO Fl
 DO & CALL "FLIGHT IDLE"
CL 1(or 2) .................................... POINT
"CL 1 (OR 2)?"  DO & CALL
CL POINTED AT BY PM ............... CHECK
 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.
FLIGHT PATH  DO & CALL

STABILIZED BLEED 1 (or 2) ............................. POINT
"BLEED ENGINE ALIVE OFF, YES OR  DO & CALL
NO?" BLEED POINTED AT BY PM ........ CHECK
If necessary, remaining BLEED can "NO" (or "YES")
be deselected to increase climb
performance
 CALL
"MEMO ITEMS COMPLETE"  REQUIRE
"ENGINE FLAME OUT AT TAKE-OFF
 DO, CALL & READ CHECKLIST"
ENG FLAME OUT AT TO
CHECKLIST………...POINT
"ENGINE FLAME OUT AT TAKE-OFF  DO & CALL
CHECKLIST?" CHECKLIST POINTED AT BY PM ... CHECK
Refer to QRH "CONFIRM"
 CALL
" ENG FLAME OUT AT TAKE-OFF
CHECKLIST COMPLETE”
 DO & CALL
CAP……CROSS-CHECK WITH LOCAL
ALERTS
 DO & CALL "CLEAR CAP"
CAP ........................................... CLEAR
ENGINE FLAME
"CAP CLEARED"  REQUIRE
OUT AT TAKE-
OFF CHECKLIST  CALL & READ
COMPLETE "AFTER TAKE-OFF CHECKLIST"
"AFTER TAKE-OFF CHECKLIST  REQUIRE

COMPLETE" “SINGLE ENG OPERATION CHECKLIST"
Continue with Single Engine operation.

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68. SINGLE ENGINE OPERATION

In the following, PF is seated on the right side
FLIGHT PM PF
EVENTS
 REQUIRE
 CALL, READ & DO SINGLE ENGINE OPERATION CHECKLIST?"
SINGLE ENG OPERATION
CHECKLIST……POINT
"SINGLE ENGINE OPERATION  DO & CALL
CHECKLIST?" CL POINTED AT BY PM……………..…CHECK
“CONFIRM”
QRH 2.04
LAND ASAP
PWR MGT ........... TO if necessary, then MCT
FUEL PUMP affected side ....................OFF
FUEL PUMP 1 (or 2) ...................... POINT
"FUEL PUMP 1 (OR 2)?"  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)?"

 DO & CALL
DC GEN 1 (or 2) .................................OFF DC GEN POINTED AT BY PM………...CHECK
“CONFIRM”
"OFF"
ACW GEN affected side ........................OFF
AFTER TAKE-OFF ACW GEN 1 (or 2) .......................... POINT

CHECKLIST  DO & CALL
"ACW GEN 1 (OR 2)?"
COMPLETE ACW GEN POINTED AT BY PM………...CHECK
ACW GEN 1 (or 2) ...............................OFF “CONFIRM”
"OFF"
PACK affected side ..............................OFF
PACK 1 (or 2) ................................ POINT
"PACK 1 (OR 2)?"  DO & CALL

PACK POINTED AT BY PM………...CHECK
PACK 1 (or 2) ....................................OFF “CONFIRM”
"OFF"
BLEED affected side ............................OFF
BLEED 1 (or 2) ............................... POINT
"BLEED 1 (OR 2)?"  DO & CALL

BLEED POINTED AT BY PM………...CHECK
BLEED 1 (or 2) .................................. OFF “CONFIRM”
APM .................................................OFF
"APM OFF"
TCAS ......................................... TA ONLY
"TCAS TA ONLY"
OIL PRESSURE ON FAILED
ENGINE………………………………………….MONITOR

Issue: 8
Revision: 0
FLIGHT PM PF
EVENTS
NOTE: Refer to QRH  DO & CALL

◼ If FUEL CROSSFIELD is required
"YES OR NO?" FUEL IMBALANCE ............................. CHECK
"NO"
If Yes, follow checklist, using the methodology
detailed previously.
 DO & CALL
• For approach
BLEED not affected .................. OFF
BLEED 2 (or 1)..................... POINT

"BLEED 1 (OR 2)?"  DO & CALL
BLEED POINTED AT BY PM ................. CHECK

BLEED 2 (or 1) .......................... OFF "CONFIRM"
"OFF”
CL live engine............... 100% OVRD
VAPP(1)(2) .. NOT LESS THAN 1.1 VMCA
"SINGLE ENGINE OPERATION

CHECKLIST
COMPLETE"
 CALL
SINGLE ENGINE “SINGLE ENGINE OPERATION STATUS”  DO
OPERATION RECALL ............................................... PRESS
CHECKLIST SITUATION ......................................... ASSESS
COMPLETE SINGLE ENGINE OPERATION STATUS
COMPLETE"
(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.

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69. SINGLE ENGINE GO-AROUND

FLIGHT PM PF
EVENTS  CALL
DA/ MDA +30  CALL “DECIDE”
“GO AROUND”
RUNWAY OR  CALL & DO
APPROACH  DO "GO-AROUND, SET POWER, FLAPS ONE NOTCH"
LIGHTS NOT IN FLAPS ......................................... 15° (25°) GA PB ON PL ..................................... DEPRESS
SIGHT OR ANY TQ .......................... CHECK / ADJUST GA PITCH ...................... ROTATE TO +8° NOSE UP
OTHER PL .................................... ADVANCE TO RAMP
UNEXPECTED CAVALRY CHARGE………………………CANCEL
EVENTS
FLAPS 15° (25°) ON  CALL 

INDICATOR “POWER SET, FLAPS 15 (25) SET"
 CALL
“POSITIVE CLIMB"  COMMAND
 DO & CALL "GEAR UP, HEADING LOW BANK, IAS VGA"
LANDING GEAR ............................ UP
HEADING MODE ................. ENGAGE
LOW BANK .......................... ENGAGE
IAS ...............................................VGA
TAXI & T.O. LIGHTS .................. OFF
POSITIVE CLIMB "HDG LOW, IAS XXX SET"  CALL
“CHECK"
 COMMAND & DO
 DO & CALL "SET SPEED BUG VGA"
SPEED BUG ................................VGA SPEED BUG ........................................... VGA
"XXX SET"
LIGHTS GEAR UP"
EXTINGUISHED
PASSING  CALL
ACCELERATION "ACCELERATION ALTITUDE"  COMMAND
ALTITUDE  DO “SELECT ALT HOLD"
(mini 1000ft AAL ALT ...................................... ENGAGE
"ALT GREEN"  CALL
or higher if requested)
“CHECK"
REACHING  CALL
WHITE BUG OR WHITE BUG / VGA +15"  COMMAND
VGA +15,  DO “FLAPS 15"
42 PEC
WHICHEVER FLAPS .................................................. 15°
LOWER
FLAPS 15° ON  CALL
INDICATOR “FLAPS 15 SET"
 COMMAND & DO
 DO & CALL “SET SPEED BUG WHITE BUG”
SPEED BUG …………….……WHITE BUG SPEED BUG………………………..….WHITE BUG
"WHITE BUG SET"
 CALL
“WHITE BUG”  DO & CALL & COMMAND
 DO & CALL PL 1 & 2…………..…RETARD TO THE NOTCH
PL 1& 2………..….CHECK IN THE NOTCH “PL IN THE NOTCH, SET MCT”
PWR MGT………………………….…..MCT
REACHING TQ/NP……………………CHECK/ADJUST
WHITE BUG “MCT SET”  COMMAND
 DO & CALL “SET IAS”
IAS MODE………………………ENGAGE  COMMAND
“IAS XXXX SET” “NORMAL CONIDITONS, FLAPS 0”
 DO OR
FLAPS…………………………..AS RQRD “ICING CONDIITONS, MAINTAIN FLAP15”
 CALL
FLAPS 0° & 15°
“FLAPS 0 SET” normal conditions
ON INDICATOR “Maintaining flaps 15” icing conditions
Continue with after take-off checklist

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70. EMERGENCY DESCENT

In the following, PF is seated on the right side.
FLIGHT PM PF
EVENTS
LOSS OF CAPTAIN
PRESSURIZATION OR
STRUCTURAL  COMMAND
DAMAGE “EMERGENCY DECENT MEMO ITEMS”
Autopilot remains engaged
 DO & CALL  DO & CALL

OXYGEN MASK....................... WEAR OXYGEN MASK ............................... WEAR
Breathing 100% oxygen for a long GOGGLES (IF NECESSARY) ........... WEAR
period may cause alterations of CREW COMMUNICATION ........ ESTABLISH
understanding. So return to Normal "OXYGEN ON"
ALT SEL ...................... LOWEST ALTITUDE
setting if no smoke presence.
IAS MODE ....................................... 180/240
GOGGLES (IF NECESSARY) .. WEAR
According to potential structural damages.
CREW COMMUNICATION
HEADING MODE .......................... ENGAGE
......................................... ESTABLISH
HEADING KNOB ....................... TURN ± 45°
"OXYGEN ON" PL 1 & 2 ................................................... Fl
 DO CL 1 & 2 .................................. 100% OVRD
OXYGEN PAX SUPPLY ..................... ON
SEAT BELTS ...................................... ON
XPDR .............................................. 7700
 CALL on Public Address
"EMERGENCY DESCENT, REMAIN
SEATED"
 TRANSMIT on VH1
"MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),
EMERGENCY DESCENT, CONFIRM
MSA"
 DO & CALL
MINIMUM SAFE ALTITUDE .... CHECK
ALT SEL ....................................... MSA
"MEMO ITEMS COMPLETE"  COMMAND
“EMERGENCY DESCENT CHECKLIST, I HAVE
 CALL & READ THE RADIOS”
"EMERGENCY DESCENT CHECKLIST"
Refer to QRH 1.07A  DO
HEADING………………………………..ADJUST
According to flight path (airway, ATC)
 CALL"
“YOU CAN REMOVE OXYGEN MASK"
 DO  DO
PASSING FL 100 OXYGEN MASK…………………REMOVE OXYGEN MASK…………………………REMOVE
OXYGEN HATCH…………………CLOSE OXYGEN HATCH…………………………CLOSE
OXYGEN TEST PB……………DEPRESS OXYGEN TEST PB……………………DEPRESS
enable normal headset use enable normal headset use
CAPTAIN
UNPRESSURIZED
FLIGHT RATE OF  DO
DESCENT CABIN ATTENDANT
REPORT……………RECEIVE
REACHED
 DO
SITUATION……………………………..ASSESS

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71. WINDSHEAR
If a windshear is experienced after lift-off,
PM PF
 CALL"
“WINDSHEAR"
Verify power setting. Increase pitch to 100(1), disregarding FD

indication. Apply maximum power(2)
Verify all required actions have been
completed and call any omissions.
Do not change the configuration until out
Monitor vertical speed and of windshear condition.(3)
altitude.(4)
When positively climbing, retract the gear

and return to normal climb profile.(4)
71.1 Approach procedure

If a windshear is forecasted or reported, delay the approach.
If a windshear is experienced, abort approach
PM PF
 “CALL"
“WINDSHEAR"
Verify power setting.
Verify all required actions Increase pitch to 10°, disregarding FD
have been completed and indication.
call any omissions.
Apply maximum power. (2)
Monitor vertical speed and
altitude.(4) Do not change the configuration until out
of windshear condition.(3)
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 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.

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72. APPROACH TO STALL AND STALL RECOVERY
FLIGHT PM PF
EVENTS
 CALL
“STALLING, FLAP 15(2), SET MCT”
AT 1st STALL
INDICATION OR  DO  DO
IN CASE OF FLAPS………………………………………….15° CONTROL COLUMN……………….NOSE DOWN
PWR MGT…………………………………….MCT UNTIL OUT OF STALL (1)
EFFECTIVE
 DO
STALL
CONTROL WHEEL ……….ROLL TO WINGS
LEVEL(3)
PL……………………..INCREASE AS NEEDED
 CALL
FLAPS 15° “FLAP 15 SET”
ON INDICATOR
 DO
OUT OF STALL APPLY GENTLE ACTION FOR RECOVERY(4)
RECOVERY  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 of rudder is not recommended during stall recovery as it can worsen the situation.
Stick pusher procedure
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.

Issue: 8
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73. UNUSUAL ATTITUDE RECOVERY

73.1 Bounce landing
Description
Bounce landing results from either too much speed or too high slope, or both of them, on final
approach.
Defence
To avoid a bounce landing, decide to go-around if the plane is not stabilized. Refer to section 42
for the Stabilization policy for detailed stabilization criteria.
Procedure
• Apply a immediate go-around
• Never try to land
• Never push the control column forward
73.2 Upset Procedure Nose High
FLIGHT PM PF
EVENTS
 CALL
“UNUSUAL ATTITUDE NOSE HIGH, LOW SPEED”
MONITOR ATTITUDE, AIRSPEED
AND ALTITUDE THROUGHOUT THE CONTROL COLUMN………………….PUSH FOLLOW
RECOVERY. VERIFY ALL EYEBROW IF IT APPEARS
REQUIRED ACTIONS HAVE BEEN
COMPLETED AND CALL ANY PL……………………………….ADVANCED TO RAMP
OMISSIONS
WHEN NOSE IS CONTROL WHEEL……………….ROLL TO WINGS

ON THE HORIZON LEVEL STOP DESCENT
PL………………………………………………ADJUST
73.3 Upset Procedure Nose Down
FLIGHT PM PF
EVENTS
 CALL
MONITOR ATTITUDE, AIRSPEED “UNUSUAL ATTITUDE NOSE LOW, HIGH SPEED”
AND ALTITUDE THROUGHOUT THE PL……………………………….FLIGHT IDLE CONTROL
RECOVERY. VERIFY ALL REQUIRED WHEEL. ROLL TO WINGS LEVEL
ACTIONS HAVE BEEN COMPLETED
AND CALL ANY OMISSIONS PULL BACK SMOOTHLY FOLLOWING EYEBROW IF
IT APPEARS
STABILIZE THE TRAJECTORY
WHEN NOSE IS PL………………………………………………ADJUST
ON THE HORIZON

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74. CREW MEMBER INCAPACITATION

74.1 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.
74.2 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.
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.
74.3 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 "I HAVE CONTROL" and use Autopilot and headset.
74.4 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.

Issue: 8
Revision: 0
Organization and Communication
REMAINING PILOT
• AUTO PILOT 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 a suitable airport, taking into account
incapacitated pilot state of health, airport equipment (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 out all actions aloud
• perform all checklists aloud
• Maintain Auto Pilot ON until landing checklist is complete
75. RUDDER USE

75.1 General
In this perspective, AFM and FCOM states:
"Caution: Rapidly alternating large pedal applications in combination with large sideslip angles
may result in structural failure at any speed".
75.2 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 de-crab manoeuvre.
• During the landing roll, when on the ground.

Issue: 8
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• 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 manoeuvres 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.
76. MANAGING TAWS
On the ATR, 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: AFM and FCOM.
Reporting procedure
If a TAWS warning is experienced, it must be reported to Air Traffic Control immediately and an
air safety report must be completed after the flight.

Issue: 8
Revision: 0
77. MANAGING TCAS WARNINGS
77.1 TRAFFIC ADVISORY
FLIGHT PM PF
EVENTS
TRAFFIC ADVISORY  CALL: “TCAS TRAFFIC” and  CALL Traffic Alert: “Traffic, Traffic”
select all external lights to ON. “STANDBY TO MANOEUVRE”
Calls out intruder distance, position Hands on controls and PL’s, keep A/P
(clock code method) and altitude engaged. Look outside and try to acquire
“Traffic” difference. intruder visually.Warning: The aircraft that
“Traffic you see may not be the aircraft generating the
Recall minimum safety altitude (MSA) RA!
 DO & CALL  CALL

VSI……………………………………….CHECK “TRAFFIC IN SIGHT or NO VISUAL”
“3 O’CLOCK, 500 FT BELOW”
 DO
SEAT BELTS…………………………………. ON
77.2 RESOLUTION ADVISORY
RESOLUTION VERTICAL SPEED

DOWNWARD UPWARD
ADVISORY REQUIRED (VS)
INITIAL PREVENTIVE "MONITOR VERTICAL "MONITOR VERTICAL
SPEED" SPEED" 0
RA
CORRECTIVE
"DESCEND, DESCEND" "CLIMB, CLIMB" Monitor
RA
ANY
"INCREASE DESCEND, "INCREASE CLIMB,
STRENGTHENING INCREASE DESCEND" INCREASE CLIMB" ± 2500 ft/min
OF AN RA
ANY WEAKENING
"ADJUST VERTICAL "ADJUST VERTICAL SPEED,
OR SOFTENING OF SPEED, ADJUST" ADJUST" ± 1500 ft/min
AN RA
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 ± 1500 ft /min
SPEED, MAINTAIN" SPEED, MAINTAIN"
RA
MAINTAIN EXISTING
VERTICAL SPEED WHILE "MAINTAIN VERTICAL "MAINTAIN VERTICAL Maintain
SPEED, CROSSING SPEED, CROSSING ± 4400
ft/min
CROSSING THREAT'S MAINTAIN" MAINTAIN"
ALTITUDE >Vs > ± 1500ft /min
VERTICAL SPEED "ADJUST VERTICAL "ADJUST VERTICAL SPEED,
RESTRICTED SPEED, ADJUST" ADJUST" Adjust
END OF RA "CLEAR OF CONFLICT" 0

Issue: 8
Revision: 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.
FLIGHT CM 1 CM 2
EVENTS
 DO & CALL
A/P………………………...…Disconnect
VSI – Green Arc...……. FOLLOW GREEN ARC
 DO & CALL
ATC…………………………………CALL
"TCAS RA,”
RA COMMAND
TRIGGERED if climb
 DO
PWR MGT...................................... MCT
 DO
SEAT BELTS .................................... ON
 TCAS CALL CLEAR OF CONFLICT

“CLEAR OF CONFLICT”
 DO & CALL  DO
CLEAR OF CONFLICT FLIGHT PATH RESUME TI INITIAL FL/ALT(1)
ATC…………………………………CALL AP…………………………………………..ON
"XXX CONTROL, CALL SIGN"

"CLEAR OF CONFLICT, RESUMING TO
FL/ALT”
77.3 Reporting procedure

If a TCAS warning is experienced, it must be reported to Air Traffic Control immediately and an
air safety report must be completed after the flight.
78. 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:

Issue: 8
Revision: 0
CRUISE SPEED LOW
The associated CHECKLIST is found in the QRH, under MPC normal 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
(AFM & FCOM)
SECTION 3: RMM

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79. SECTION 3: RMM
AIRBORNE RISK MANAGEMENT MODEL

AVIATE, NAVIGATE, COMMUNICATE
CONSIDER TIME MANAGEMENT
ASSESSMENT
(Seek information - Test understanding - Propose - Summarise)
1. ANALYSE: CIRCUIT BREAKERS & SWITCHES
CONFIRM ANNUNCIATION SERVICABLE
2. DIAGNOSE: WHAT WENT WRONG?

IDENTIFY & VERIFY PROBLEM
3. IDENTIFY PROCEDURE TO RECTIFY/CONTAIN THE PROBLEM
ACTION
(Monitor - Test understanding)
COMPLETE PROCEDURE TO RECTIFY/CONTAIN THE PROBLEM
MANAGEMENT
(Summarise - Prioritise - Seek Information - Test Understanding)
WHAT IS THE STATUS OF THE EVENT/PROBLEM?
MAKING THE DECISION

CONSIDER:
OPERATIONAL INDIVIDUAL
TASK NEEDS
NEEDS NEEDS
(CONTROL
Company
Fuel/Endurance STRESS)
AWOPS/Weather Passengers Individual crew
Individual
A/C Performance passengers
MEL
Maintenance
ATC/SAR Facilities
1. LIST BEST OPTIONS
2. BRAINSTORM OPTIONS
3. CHECK FOR POOR JUDGEMENT CHAINS
4. SUMMARISE
IMPLEMENT DECISION
MONITOR PROGRESS - CHECK FOR POOR JUDGEMENT CHAINS

Issue: 8
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80. ATR 42/72 DIFFERENCES TABLE AND LIMITATIONS
42-500 72-201 72-202 72-212

72-212A (500)
MFC/EEC/PEC/ MFC/EEC/ MFC/EEC/ MFC/EEC/PEC/
DIMENSIONS MFC/EEC/PEC/
TLU/MPC/TRU/ NON-PEC/ NON-PEC/ NON-PEC/
MPC/TLU/APM/
APM TLU TLU/APM MPC/TLU/APM
TRU
Min Pavement
Width 17.750 m 21.400 m 21.400 m 21.400 m 21.400 m
Max Weights
Taxi 18 770 kg 21 535 kg 22 030kg 22 030kg 23 170 kg
Take Off 18 600 kg 21 500 kg 22 000 kg 22 000 kg 23 000 kg
Landing 18 300 kg 21 350 kg 21 350 kg 21 350 kg 22 350 kg
ZFW 16 700 kg 20 000 kg 19 700 kg 20 000 kg 21 000 kg
Min.Weight (Cargo
12 575 kg 12 575 kg 12 575 kg
aircraft Only)
Max Operating Speeds
VMO 250 kt 250 kt 250 kt 250 kt 250 kt
MMO M0.55 M0.55 M0.55 M0.55 M0.55
VA 160 kt 175 kt 175 kt 175 kt 175 kt
VRA 180 kt 180 kt 180 kt 180 kt 180 kt
VWO 160 kt 160 kt 160 kt 160 kt 160 kt
VFE15 180 kt 185 kt 185 kt 185 kt 185 kt
VFE 25 160kt
VFE 30 150 kt 150 kt 150 kt 150 kt
VFE 35 150
VFE 45
VLE 180 kt 185 kt 185 kt 185 kt 185 kt
VLO RET 160 kt 160 kt 160 kt 160 kt 160 kt
VLO LOW 170 kt 170 kt 170 kt 170 kt 170 kt
Max Tire Speed 165 kt GS
165 kt GS 165 kt GS 165 kt GS 165 kt GS
(GS)
Tail Wind 15 kt 10 kt 10 kt 10 kt 10 kt
Cargo Door 45 kt 35 kt (LCD) 45 kt 45 kt 45 kt
Cross Wind:
45 kt red 35 kt red 35 kt red 35 kt red 35 kt red
Take-off to 10 kt*2
to 15 kt*1 to 10 kt*2 to 10 kt*2 to 10 kt*2
Land Flap 25 45 kt
35 kt red 35 kt red 35 kt red 35 kt red
Land Flap 30 to 10 kt*2
to 10 kt*2 to 10 kt*2 to 10 kt*2
44 kt red
Land Flap 35
to 15 kt*1
Land Flap 45
74 / LCD
PAX 60 LCD Freighter LCD Freighter 74
Freighter
PW127 M/E PW 124B PW124B PW127 F PW127 F
POWER PLANT
2400 SHP 2400 SHP 2400 SHP 2750 SHP 2750 SHP
6 Blade HS 4 Blade HS 4 Blade HS 14 4 Blade HS 6 Blade HS 568
PROPELLER
568 F 14 SF 11 SF 11 274 F-1 F


OM Part 2-Annex 4 - ATR 42 45 72 Classic Series SOP

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Issue: 8

STANDARD OPERATING PROCEDURES

ATR 42 / 45 / 72 CLASSIC SERIES

LAN Ref: X:\GENERAL\Manuals\AOC\Operations Manual (OM) Part 2 Annex 4 Page 1 of 96

ATR 42/45/72 CLASSIC SOP

1. LIST OF REVISION .......................................................................................................................... 5

4. CALL OUTS ..................................................................................................................................... 7

5. CONFIGURATION CHANGE ........................................................................................................... 8

6. CHANGE OF CONTROL ................................................................................................................. 9

7. ALTIMETER AND ALTITUDE ALERT SETTING .......................................................................... 10

8. MANDATORY VERBAL CONFIRMATIONS & ACKNOWLEDGEMENT ..................................... 10

9. MANAGEMENT OF FLIGHT CONTROL PANELS (FLIGHT DIRECTOR) .................................. 10

10. AVIONICS & EHSI SET UP ........................................................................................................... 11

11. STERILE COCKPIT ....................................................................................................................... 12

12. PASSENGER BRIEFING ............................................................................................................... 12

13. COCKPIT/CABIN CREW CO-OPERATION .................................................................................. 12

14. COCKPIT COMMUNICATION IN AN EMERGENCY .................................................................... 13

15. CARGO LOADING ......................................................................................................................... 15

16. SAFETY AROUND THE AIRCRAFT ............................................................................................. 15

17. SECTION 1: NORMAL PROCEDURES ........................................................................................ 16

18. PRELIMINARY COCKPIT PREPARATION .................................................................................. 19

19. LONG TRANSIT (INITIAL SETUP)................................................................................................ 20

20. SHORT TRANSIT (THROUGH FLIGHT) ....................................................................................... 25

21. FINAL COCKPIT PREPARATION................................................................................................. 26

22. EMERGENCY BRIEFING .............................................................................................................. 28

23. NORMAL DEPARTURE BRIEFING .............................................................................................. 29

24. BEFORE START AND STARTING ............................................................................................... 31

25. BEFORE PROPELLER ROTATION .............................................................................................. 32

26. BEFORE TAXI................................................................................................................................ 35

LAN Ref: X:\GENERAL\Manuals\AOC\Operations Manual (OM) Part 2 Annex 4 Page 2 of 96

27. TAXI ................................................................................................................................................ 37

28. BEFORE TAKE-OFF ..................................................................................................................... 39

29. TAKE-OFF ....................................................................................................................................... 40

30. TAKE-OFF ...................................................................................................................................... 41

31. AFTER TAKE-OFF......................................................................................................................... 42

32. CLIMBING THROUGH FL100 ....................................................................................................... 43

33. CRUISE .......................................................................................................................................... 44

34. DESCENT ....................................................................................................................................... 45

35. HOLDING TIME.............................................................................................................................. 45

36. BEFORE DESCENT ...................................................................................................................... 46

37. DESCENDING THROUGH FL 100 ................................................................................................ 46

38. APPROACH ................................................................................................................................... 47

39. VISUAL APPROACH 45 & 72 ....................................................................................................... 48

40. STABLE APPROACH .................................................................................................................... 48

41. THE MONITORED APPROACH .................................................................................................... 48

42. BEFORE LANDING – APPROACHES .......................................................................................... 53

43. NON-PRECISION APPROACH (CANPA) (VOR or NDB Approach) .......................................... 55

44. NON-PRECISION APPROACH (RNAV) ....................................................................................... 57

45. RNAV APPROACH ........................................................................................................................ 59

46. RNP APPROACH........................................................................................................................... 60

47. RNAV (GNSS) APPROACHES ..................................................................................................... 60

48. CIRCLE-TO-LAND ......................................................................................................................... 61

49. LANDING ....................................................................................................................................... 63

50. REVERSE POLICY ........................................................................................................................ 63

51. GO-AROUND ................................................................................................................................. 64

52. AFTER LANDING .......................................................................................................................... 65

53. PARKING ....................................................................................................................................... 66

54. LEAVING THE AIRCRAFT ............................................................................................................ 67

55. NORMAL FLIGHT PREPARATION IN HOTEL MODE ................................................................. 68

LAN Ref: X:\GENERAL\Manuals\AOC\Operations Manual (OM) Part 2 Annex 4 Page 3 of 96

56. POWER BACK AND PUSH-BACK OPERATIONS ...................................................................... 69

57. NOISE ABATEMENT PROCEDURES .......................................................................................... 70

58. OPERATIONS ON NARROW RUNWAYS (ATR 42, 45 and 72) .................................................. 71

59. CROSSWIND LIMIT ATR 42-500 .................................................................................................. 72