EMERGENCIES

LIMITATIONS
 LIMITATIONS
GENERAL

Minimum Flight Crew=2

Maximum Operating Altitude=25000ft
Cargo Door Operation= 45 Kts
Taxi - 22970 Kg,T/O - 22800 Kg,L/G - 22350 Kg,ZFW- 20800 Kg
VMO = 250 Knots,MMO = 0.55
VA= 175 Knots
Flaps 15 = 185 Knots
Flaps 30 = 150 Knots
VLE = 185 Knots
VLO Ret = 160 Knots
VLO Low = 170 Knots
VWO = 160 Knots
Maximum Tire Speed= 165
Kts Tailwind Limit= 15 Knots
Maximum Demonstrated Crosswind On Dry Runway= 35 Knots
Reserve Take Off (Rto)= 10 Mins
Time Limit Take Off (t/o)= 5 Mins
Time Limit Maximum Continuous Thrust (MCT)=None
Time Limit Starter=10 Seconds
Time Limit Transient=5 Seconds
Starter=3 Starts With a 1 Minute 30 Seconds Maximum Combined Starter Running Time,
Followed By 4 Minutes Off
Take Off With Two Or More Failed M FC Modules Is Prohibited
Flaps Retracted = +2.5 To -1g
Flaps Extended = +2.5 To 0g
Gear Down = +2 To 0g
Maximum Rough Air Speed (VRA)= 180 Knots
Engine Ground Operations With Crosswind Between 5 And 20 Knots Should Not Exceed
58% TQ
Use Of Np Setting Below 82% In Icing Conditions Is Prohibited.
Holding With Any Flaps Extended Is Prohibited In Icing Conditions (Except For Single
Engine Operations)
AVIONICS VENT EXHAUST MODE FAULT=Underspeed or overheat of extract fan (T >
92 °C / 194 °F)

EMERGENCY LOCATOR
Two modes = auto/ manual
Auto mode = operates at > 5G
Frequency = 121.500 and 243.000 MHZ for 48 hours
GPS frequency = 406.000 MHZ
Location = ceiling of the cabin between the passengers entry door and the
toilet door
Antenna = fairing ahead of the stabilizer fin
Caution: ELT is not to be tested in manual mode
HYDRAULIC SYSTEM
Hydraulic Oil=Hyjet Iv Or Skydrol Ld 4
Two hydraulic systems= Blue and green
Run by ACW
DC Aux pump = DC Power supply.
Total fluid volume = 9.6L
Normal fluid volume= 9.35L
Low level alert < 2.5L
Normal operating pressure = 3000 PSI
Services operated by blue pump:
 Flaps extension / retraction
 Spoilers
 Nose wheel steering
 Prop bake for R/T
 Emergency and parking brake
Services operated by Green pump:
 Landing gear extension / retraction
 Normal braking
Low Level Alert = Cross-feed use is inhibited (or it will close automatically if was open).
LO PR light < 1500 PSI.
HYD OVHT light = Pump case drain line temp> 121°C,
Condition for DC Aux pump to activate automatically:
 Landing gear lever is down position
 Blue hydraulic pressure < 1500
  Prop brake released
 At least one engine running

FIRE PROTECTION
Red “ENGINE FIRE” illuminates on cap if fire signal is detected by both loops or by one
of the two loops if other one is selected OFF.
NAC OVHT light > 170°C (ground only) for right engine
Fire bottles = 02
Toilet waste bin extinguisher > 78°C.
By Pulling fire handle following will occur:
 Prop Feather
 Fuel Eng LP Vv close
 AIR Bleed & HP Vv close
 DE ICE Deice and isolation Vv close
 ELECT ACW and DC GEN deactivate
 ALERT SQUIB light illuminate

FLIGHT CONTROL
ROLL
Ailerons, elevator & rudders = mechanically activated
Spoilers = hydraulically activated (blue system).
Trim tab = left aileron.
Wheel travel = ± 87°
Aileron travel = 14° down.
Left aileron trim control tab travel = 6.7° up & 6.7° down (30 sec)
Blue spoiler light =spoiler is not in the repeated position
Spoiler = aileron movement upto 2.5°.

PITCH
Each control column mechanically derives the associated elevator.
Pitch uncoupling = “PITCH DISCONNECT” red light on CAP.
Control column travel = 11.25° up & 6.75° down
Elevator travel = 23° up & 13° down.
Elevator trim tab travel = 5° up and 1.5° down.
In case of pitch tabs desynchronization
a. Alert is generated by CCAS
b. Normal& STBY pitch trim control are inoperative
c. AP disconnects.
Stick shakers = one for each control column

Stick pusher = Captain Side only.

Trim actuator actuated > 1 sec = whooler alerts
Pitch trim indicator green arc = 0° to 2.5° up
“CONFIG” warning = pitch trim is not in green range
Stick pusher/ Shaker off = stall warning also lost.
Pitch disconnect (w/o real jamming) =speed limit 180 kts& bank 30°
Pitch trim failure light = difference between the elevator tab >2.5°
YAW
Travel limitation unit (automatically) = ADC ½
Acceleration = 185 kt
Deceleration = 180 kts
YAW damper disengages = 30 Dan/ 66 lbs force is applied on rudder

FLAPS
Type = Single slot
EXT light on flaps position indicator = flaps extended
EXT illuminated after extension of flaps hydraulic oil leakage
Maximum asymmetry at 15° = 9.15°
“Flap unlock” light = flaps retracted by 3°
Note: once the asymmetry occurs, the sequence will stop automatically and alert
will be generated.

AFCS
Go around buttons on PLs = All FD armed and active modes are cancelled
AP disengages.
The ED will commence:
a. Laterally heading hold.
b. Vertically predetermined minimum safe pitch attitude.
The Go around mode in cancelled by:
a. Using TCS
b. STBY pb
c. AP engagement
 d. Selecting a new vertical mode

AUTO PILOT DISENGAGEMENT

Manually
1. Quick release pb on control wheel
2. Action on Pitch trim (normal or Stby)
3. AP pb on AFCS control panel
4. YD pb on AFCS control panel
5. GA pb on PL
6. Pilot force on the paddles over 30 da N (66 Ib)
7. Pilot fore on the control column over 10 daN (22Ib)

ENGINE
Engine parameter(permitted)fluctuation in stabilized flight is:
TQ = ±2%
NP = ±2.5%
ITT = ±05°C
NH = ±0.25%
DC Aux pump runs automatically as soon as:
a. Blue hydraulic pressure below 1500 PSI.
b. Landing gear control lever down.
c. One engine running.
d. Prop brake not engaged.
Note: It stops 15 sec after the end of prop braking sequence.
FUEL SYSTEM
2 x fuel tanks = one electrical & one jet pump (each)
Fuel tank capacity = 2500 kg each
2 x feeder compartments = 160 kg / 200 Lit each
Left feeder compartment is equipped with temp sensor
Fuel low level light = fuel in feeder comptt below 160 kg / 200 ltr
Capacity of surge tank = 100 ltr
Jet pump is activated by HP fuel from HMU & is control by motive flow
value. Each electric pump is able to supply one engine in the whole flight
envelop Electric pump deactivated = jet pump pressure 8.5 PSI
Electric pump activated = 5 PSI.
Fuel X-valve opened = both electric pumps are automatically activated
Electric pump runs automatically once the fuel low level light is illuminated.
Maximum refueling pressure = 50 PSI / 3.5 bar
Refueling can be done through gravity.
Defueling pressure = 11 PSI
Feed low pressure light < 4PSI.
Fuel Clog light once pressure drop > 45 PSI.
Maximum fuel imbalance = 730 kg
Maximum fuel imbalance in S.E = 200 kg
Note: When startup the engine on battery only, the FF & FU indicator will not be
available.
If the QFI test button is pressed during refueling, the refueling will be stopped
and blue lights will goes off.
WEATHER RADAR
Range = 300 NM (in FP mode addition 500 & 1000 mile
are available)
Transmission Sector = 45°on each side
The five different levels / color conditions in weather radar are
Level 0 : Black (not detectable clouds)
Level 1 ; Green (Moderate storm)
Level 2 : Yellow (Less sever storm)
Level 3 : Red (Strong Storm)
Level 4 : Magenta (intense Storm)
Antenna Pitch = 15° up to 15° down.
In GMAP mode the four different levels/ color coding are
Level : Black (No return)
Level 1 : Cyan (Least reflective return)
Level 2 : Yellow (Moderate return)
Level 3 : Magenta (Strong return)
Note: When GAIN rotary switch is pushed the system enters the preset,
calibrated gain mode, but once pulled, the variable gain mode is selected &
then the gain can be changed by rotating the switch.

Power plant
2 x Pratt and whitney = 127 M
Max T/O Power = 2750 SHP
Normal T/O Power = 2475 SHP
Following are mounted on accessory gear box.
DC start / generator
HP Fuel Pump
Oil Pump
Engine cannot be started without battery. Select A + B when doing battery start only.
Ignition system provides exciter A + B regardless of selection. Exciter A + B are
activated automatically if NH drops below 60%.
Max pitch at feather = 78.5°
Min is -14° at reverse.
Conditions for prop brake are
 A/C on ground
 Gust lock engaged
 CL at FTR or fuel S/O
 Blue pressure available
 Control switch selected on
ATPCS arming condition
 Power MGT at T/O
 Both PL above 49°
 Both TQ above 46%
 ATPCS button is pressed in
 A/C on ground
On ground EEC automatically increase fuel flow to maintain NP 70.8% to ensure
availability of ACW.
Never reset flashing EEC light.
ATPCS sequence is triggered when one of the TQ is below 18%.
Up trim is signaled when one of the TQ is below 18% and after 2.15 Sec auto feathering
of the dead engine is done.
At T/O as soon as both landing gear absorbers are released idle gate goes in to prevent
PL below FI in air
At landing once one of the landing gear absorber is compressed the gate is automatically
retracted.

OIL PRESSURE LIMITS

Oil pressure normal 55 – 65 PSI
Oil temperature normal 45 – 125°C
Oil temp. Maximum 140°C for 20 min
If oil pressure < 40 PSI engine oil light will come ‘ON’
Fuel clog light = differential pressure becomes 25 PSI.
Starter is cut at NH = 45%
DC generator ONLINE at NH = 61.5%.
NAC over heat light >170°C.
RTO is limited to 10 mints and ITT = 800°C.
T/O power time limit = 5 mint
MCT is not time limited & ITT = 800°C
Hotel mode ITT <= 715°C
Start Max ITT = 950°C for 5 sec
Max ITT = 840°Cfor 20 sec
106.3% TQ time limit = 10 mints* * NP is below 94%.
ITT during T/O = 765°C.
Oil temp > 45°C *to ensure inlet strut de-icing
Engine ground run with crosswind 5 – 20 kts should not exceed 58% TQ.
Use of NP below 82% in icing condition is prohibited.
Starter limit is 3 starts within 1 mint & 30 sec max combined starter time, followed by 4
mins OFF.
Min fuel (JA1) temp for starting = -34°C
“ “ “ for operation = -48°C
Max temp is 57°C
Max refueling pressure is 3.5 bar/ 50 PSI.
Max fuel imbalance for twin engine = 730 kg
Max fuel unbalance for S.E = 200 kg
Prop synchro works above 70% NP except when power MGT is at T/O.

LANDING GEAR
Landing gear is hydraulically operated
Landing gear cannot be retracted as long as at least one gear shock observer senses
weight on wheel
VLE = 185 KTS
VLO RET = 160 KTS
VLO LOW = 170 KTS
Max TIRE SPEED = 165 KTS GROUND SPEED
 NOSE WHEEL STEERING
1. Powered by = blue hydraulic pressure
2. Nose wheel steering angle = +/- 60 degree and tire deflection = +/- 91 degree

BRAKES
1. Main tires are fitted with fusible plugs which releases internal pressure when
wheel temperature > 177 degree C and the tire is completely flat.
2. Anti skid is actuated when gears are down and lock speed limit is 70 kts
3. Brakes will be released if speed greater than 23 kts and there is a
speed deferential of 50% between RH and LH inboard and RH and LH outboard
tire
4. Braking action is inhibited as long as wheel spin up less than 35 kts or 5 sec
after compression which ever is earlier
5. Hot length will illuminate if brakes temp exeeds 150 degree C
6. Anti skid test duration is 3 sec in flight and 8 sec on ground and is inhibited if
speed greater than 17 kts parking brakes are not set

PRESSURIZATION
1. Max diff pressure = 6.35 PSI
Max –ve diff pressure = -0.5 PSI
Max dift pressure for landing = +0.35 PSI
Max dift pressure OVBD valve full = 1 PSI
Max altitude with one bleed off = FL 200
2. Factors affecting Digital controller pressurize:
 Landing elevation
 Take off elevation
  Aircraft static pressure
 Aircraft cabin pressure
3. In Auto mode cabin rate of climb is
550 FT/MIN Till FL 200
620 FT/MIN After FL 200
4. In manual mode cabin rate of change
-1500 FT/MIN to +2500 FT/MIN
5. Dump function is available in auto mode only
6. Cabin rate of descend
Normal -400 FT/MIN
Fast -500 FT/MIN
7. “Excess Cabin ALT” red light on CAP, when cabin altitude is above 10,000 FT
8. Cabin is not pressurized till 3500 FT above field elevation while take off

PNEUMATIC SYSTEM
1. Compressed air is bled from LP & HP compressor
2. To deice wing and engine air is bled from HP compressor
3. Bleed valve is automatically closed in the following cases
 Bleed duct over heat
 Bleed duct leak
 Pulling of engine fire handle
 Engine feather at take off
 Prop brake is ON (left bleed only)
4. Cross feed is always open on ground except when both engines are running
and prop brakes are released
 5. Leak light will illuminate if Temp greater than 153 degree C and after 1
sec delay initiate Pack Valve , bleed Valve , HP Valve and X-Feed (if left loop
is discharge) are closed automatically
6. In case of leak the associated system should not be reset
7. The over heat light will illuminate if bleed duct Temp is greater than 274
degree C and system can be recovered after cooling time

AIR CONDITIONING SYSTEM

1. Left PACK supplies both cabin & cockpit and right PACK supplies to cabin
only.
2. In case of leak detection pack valve will automatically close.
3. When OVBD valve is full closed than under floor valve is open. Don’t select
OVBD valve full open if pressure is greater than 1 PSI
4. In Auto mode the cabin Temp is maintained keeping in view the following
factors
 Duct Temp
 Associated comportment Temp
 Zone Temp demand selector
5. An OVHT light will illuminate if the duct Temp is greater than 92 degree C
down stream of mixing chamber both the PACK valve will not close. 88C Temp Limit
Closes
6. If duct Temp down stream of PACK compressor greater than 204 , the
pack valve will close automatically
7. A 6 sec delay has been provided on right pack valve for passengers comfort.
8. Air flow normal near 22 psi regulated pressure and High means 30 psi.\
9. Recirc fan fault light will illuminate if fan RPM less than 900 or fan electric
motor over heat condition.
10. Once engine no 1 start sequence is initiated extract fan stop for 120 sec
to avoid pressure shocks

ELECTRICAL SYSTEM
1. Electrical power generation sources
1* Main Battery
2*DC starter / generator
2*ACW generator
2*External power sources (AC & DC)
2*Static inverter supplied by DC supply system
1*TRU supplied by ACW

DC POWER ----1. BATTERIES

1. 24 V Ni- cd battery , 43 Amp
2. 24 V Ni- cd emergency , 15 Amp
3. Input of TRU is ACW (Bus 2) and out put is DC
 SOURCE MAX LOAD TIME LIMIT
DC GEN 400 A NONE
600 A 2 MIN
800 A 8S
INV 500 VA NONE
575 VA 30 MIN
750 VA 5S
ACW GEN 20 KVA NONE
30 KVA 5 MIN
40 KVA 5S
TRU 60 A NONE
90 A 5 MIN
STARTER / GENERATOR

1. O/P = 12 KW & 400 Amp

2. Voltage = 27-31 V
3. The generator comes online at 61.5 % of NH
4. There are eleven DC buses
 2*main DC buses i.e DC bus 1&2
 Hot main battery & hot emergency Bat bus
 DC Emergency bus
 DC essential bus
  DC standby bus
 Utility bus 1& 2
 DC service bus
 General handling bus
4. GND handling bus is de energized in flight
6. GND handling bus is supplied from DC SVC bus when external power is
available and from hot main BAT bus when external power is not available provided
 Cargo door operating panel door is open
 Refueling panel is open
 DC AUX pump is running
7. External power has priority over AC power
8. TRU supplies DC standby bus , DC essential, DC emergency , INV 1
9. UNDV light illuminate amber if standby DC bus voltage is less than 19.5V

AC CONSTANT FREQUENCY
2*Static invertors
Power 500 VA
O/P voltage 115V & 26V
Frequency 400HZ
Type single phase
AC WILD FREQUENCY
2*ACW Generator
Power 20 KVA
Voltage 115 V & 200 V
Frequency 341-488 HZ
Type 3- phase
ACW SVCE bus is automatically shed when one generator is off line
NP= 70.8% is required for ACW to be line on ground

MFC
1. total 2 computers
2. each computer consists 2 modules
3. MFC 1A & 2A are hard wired logic independent of computation unit.
4. Fault light of MFC illuminates in case of any malfunction of electrical supply
failure

CCAS
1. Engine fire, EXCESS CAB delta, P EXCESS CAB ALT, NAC OVHT &SMOKE
warning lights are not processed by MFC these lights are directly illuminate on CAP
2. There are 4 types of alerts
a. Level 3 ( warning ): its identified by MW + CRC + red light on CAP
b. Level 2 ( Caution ): its identified by MC+ SC + amber light on CAP
c. Level 1 ( Advisories) : only local alerts
d. Level 0 ( information ) : identified by green blue or white light on control panel
3. Level 1 & 0 are not taken into account by MFC

ALERT INHIBITION
1. All CAP amber lights except parking brake , GPWS Fault &Maint panel may be
extinguished by pressing CLR pb on CAP
2. T/O inhibit is cancelled when
 One landing gear is not down &lock
By pressing the RCL pb
5. Stall warning aural alert has the priority over all other aural alert
4. When T/O INHI button is pressed , INHI light illuminates blue , Eng oil & shock
warning lights EFIS comp , parking brake , GPWS fault , Maint panel , Engine for ADC
switch fault alert , FLT CTL (for TLU fault alert or flap asymmetry alert) and associated
aural warnings are inhibited
5. To config test pb checks that
a. Trim in green range
b. Flaps 15 degree
c. TLU low speed
d. Pwr mgt T/O

AIRCRAFT GENERAL
Height = 25.33 feet
Wheel base = 35 feet 4.8 inches
Length = 89 feet 1.5 inches
Wing span = 88 feet 9.5 inches
Cargo door can be opened manually from inside
Left & right emergency exits doors can be opened from inside & out side as well
Emergency lights are powered by DC standby bus and 8 volt battery being charged by
DC standby bus with a lo main capacity
Every 2nd light in the cabin will illuminate when the MIN CAB LT switch is ON provided
battery switch is also ON
 CHAPTER 1

General

0101. Control Instruments. The instruments through which changes are

applied in the A/C power setting and attitude are called control instruments:

a. EADI

b. Engine instruments – Torque, Np

0102. Performance Instruments. The instruments to confirm/monitor that the

attitude and the power settings are giving the required performance:

a. Air Speed Indicator (ASI)

b. Altimeter

c. VVI

d. EHSI

e. Slip Indicator
0103. Navigation Instruments. These instruments help us to navigate the A/C
and to keep our self orientated:

a. RMI (ADF/ VOR)

b. EHSI (ADF/ VOR)

c. Standby Compass

d. GNSS

0104. General Airmanship Points in IF.

a. Look Out

b. Smoothness

c. Trimming

d. Cross Checks

e. Disorientation
f. Instrument Limitations
 0105. IF Speed& Bank.

a. The IF speed of ATR 72 aircraft is 170 Kts.

b. The IF bank of ATR 72 aircraft is 25 Deg.

0106. General Procedural Steps.

a. Establish. Establish an attitude and power setting on control instruments that will
result in desired performance. Known or computed attitude changes and power settings will
help reduce pilot workload.

b. Trim. Trim until control pressures are neutralized. Trimming for hands off flight is
essential for smooth and precise aircraft control. It allows pilots to divert their attention to other
cockpit duties with minimum deviation from desired attitude.

c. Cross Check. Cross check the performance instruments to determine if the

established attitude or power setting is providing the desired performance. The cross check
involves both seeing and interpreting. If a deviation is noted, determine the magnitude and
direction of adjustment required to achieve the desired performance.

d. Adjust. Adjust the attitude and power setting on control instruments as necessary.

0107. Spare.
CHAPTER 2

Straight and Level (S & L)

0201. S & L Parameters.

a. Speed 170 Kts

b. Attitude Steady with miniature aircraft on horizon on EADI

c. EHSI Set to V/L-FULL. Heading constant

d. Rudder Ball in center

e. Trim Elevator and Rudder

0202. Cross Checks.

a. AH - Altimeter

b. AH - VVI

c. AH - HDG
 d. AH - ASI

e. AH - Ball in centre

0203. Important Notes for S & L.

a. At a constant airspeed, there is only one specific pitch attitude for level flight.

b. At slow cruise speeds, the level flight attitude is nose high.

c. At fast cruise speeds, the level flight attitude is nose low.

0204. Spare.
CHAPTER 3
Medium/ Steep Turns (MLT/ ST)

0301. MLT/ ST Parameters.

a. Speed 170Kts

b. Attitude Steady with miniature aircraft on horizon on EADI

c. EHSI Set to V/L-FULL. Heading constant

d. Rudder Ball in center

e. Trim A/C properly trimmed for straight and level

f. Area Clear (By safety pilot)

g. Medium turns 30 Deg bank

h. Steep turns 45 Deg bank

0302. Medium Level Turn Without AP/ FD Bars.

a. Entry.
(1) AOB is to be achieved on EADI.

(2) Keep rudder ball in center.

(3) Altimeter constant by adjusting attitude.

b. Maintenance.

(1) EADI used to maintain attitude and bank.

(2) Area clearance by safety pilot.

(3) Cross Checks:

(a) Att-Bank

(b) Att-Altimeter

(c) Att-VVI

(d) Att-HDG

(e) Att-Rudder ball in center

(4) Add Power (if required) to maintain speed 170 kts.

c. Roll Out.

(1). Desired heading anticipated by number of degrees equal to 1/3rd of the bank.

(2) Roll out wings level.

(3) Select attitude for straight and level on EADI.

0303. Steep Turn Without AP, With FD Bars.

a. Entry.

(1) Ask safety pilot to set roll out heading by rotating heading knob in the direction to
turn.

(2) Follow the FD bars for AOB and attitude. Keep the miniature aircraft aligned with the
FD bars.

(3) Keep rudder ball in center.

(4) Altimeter will remain constant.

 b. Maintenance.

(1) Keep following the FD bars throughout the turn. Keep miniature aircraft aligned with
FD bars.

(2) Area clearance by safety pilot.

(3) Cross Checks:

(a) Att-Bank

(b) Att-Altimeter

(c) Att-VVI

(d) Att-HDG

(e) Att-Rudder ball in center

(4) Power added if required to maintain speed 170 kts.

c. Roll Out.

(1) Follow FD bars guidance to roll out straight and level.

(2) Adjust power for 170 Kts.
0304. Graphical Pictures for Rate One Turn.

a. Variation in Speeds but Constant 30 Deg Bank Angle.

b. Variation in Bank but Constant Speed.
0305. Visual Pattern for Slipping, Skidding and Coordinated Turn w r t Turn
& Slip Indicator Ball.
0306. Spare.
 CHAPTER 4

Outbound & Inbound Interceptions

0401. Outbound Interception of Radial/ Tracks on VOR/NDB.

a. Aircraft may be on any heading, while initiating this exercise.

b. Set V/L, FULL on ECP.

c. Set VOR 1/2 or ADF 1/2 on ECP.

d. Drag/ Pull the tail while intercepting outbound radials. After interception the
aircraft heading and outbound radial will be same.

e. Just observe tail of VOR needle on RMI and give interceptions of maximum
45 degrees either side of the tail i.e. in the semi circle with tail as center, preferably 30 degree
either side of present radial.

f. On EHSI, set Course Bar parallel to the radial, so that course coincides with the
outbound radial (to be intercepted). Remember, after calculating the difference turning angle of
interception will be taken from this point.

g. Now observe the tail of VOR needle on RMI (present radial). Note the difference
between present radial and radial to be intercepted.
h. Add 30 degrees to the difference. Max turn allowed for outbound interception is 45
degrees. Turn max 45 degrees away from the tail of VOR needle starting from the point
(arrowhead of ‘Course Bar’ or out bound radial to be intercepted).

j. 5’ Degrees short of the tail reaching the required radial, start to turn onto the required
radial. The lead angle of 5’ degree will change depending upon your range from the beacon.

k. 'Course Bar’ would help in turning and if required apply wind correction to maintain
out bound radial.

0402. Practical Example.

Dotted Lines = Needle to be intercepted

Constant Line = Actual Needle

a. Case 1:

Needle Pointing = 020

Aircraft is flying Hdg = 030
Difference less than and/or equal to 15 degrees
b, Result/ Correction:

Difference = 10⁰
Interception Correction = 30⁰
Interception Heading = Interception Correction apply on required radial to
Pull tail
= 030⁰ + 30⁰ = 060⁰

c. Case-2:

Needle Pointing = 020

Aircraft is flying Hdg = 050
Difference more than and/or equal to 15 degrees

d. Result/ Correction:

Difference = 30⁰
Interception Correction =45⁰
Interception Heading = Interception Correction apply on required radial to pull tail
= 050⁰ + 45⁰ = 095⁰

0403. Inbound Interception of VOR.

a. After interception of the inbound radial, the radial and A/C heading will be opposite
(Reciprocal).

b. Set V/L, FULL on ECP.

c. Set VOR 1/2 or ADF 1/2 on ECP.

d. On EHSI, set Course Bar parallel to the radial so that its tail coincides with the radial
(to be intercepted) and arrow head on its reciprocal heading. Remember after calculating
difference, the turning angle for interception will be taken from this point (arrow head of
‘Course Bar’).

e. See tail of VOR needle on RMI (The present radial) and note difference between
present radial and radial to be intercepted.

f. Add 30’ deg to this difference. Max turn allowed for interception is 90’ degree as you
are getting close to the facility.

g. Turn max 90’ deg, this time mostly towards the head of the needle starting from the
point (arrow head of CDI). Remember that the A/C may be on any heading before interception.

h. Using approx 5’ deg lead, turn into the inbound heading in order to be on the
intended radial and exactly reciprocal heading.
 0404. Inbound Practical Example.

Dotted Lines= Needle to be intercepted

Constant Line = Actual Needle

a. Case 1:

Needle Pointing = 050 (INBOUND RADIAL 230)

Aircraft is flying Hdg = 360
Radial to intercept is (INBOUND 190)
Difference less than and/or equal to 60 degrees

b. Result/ Correction:

Difference = 40⁰
Interception Correction = 30⁰
Interception Heading = Interception Correction apply on present head to push tail
(Present head towards required radial)
= 050⁰ + 30⁰ = 080⁰

c. Case - 2:
Needle Pointing = RADIAL 190
Present heading = 000
Radial to intercept = INBOUND 260
Difference is more than and/or equal to 60 degrees

d. Result/ Correction:

Difference = 70⁰
Interception Correction = 90 - 70 = 20
Interception Heading = Interception Correction apply on present head to
push tail (Present head towards required radial)
= 010 -20 = 350⁰

0405. Spare.
 CHAPTER 5

Change of Speeds

0501. Method of Changing of Speed.

a. Remember.

(1) New Speed-New Attitude-New Trim

(2) Speed reduces Attitude increases to maintain level flight

(3) Speed increases Attitude reduces to maintain level flight

0502. Increasing Speed.

a. Increase of speed 20 Kts or More. If the speed increase is 20 kts or

more, set power levers in the notch and wait for speed to build up. The attitude will be
lowered as the speed increases to maintain level flight. Continue with cross checks to
maintain height and heading. Once speed is 1-2kts less than required speed, reduce
power to the power required for that speed and fine trim. (e.g for 170 kts torque
required is 40% approx with flaps and gears up).

b. Increase of speed less than 20 Kts. If increase of speed is less than 20 kts,
 open power 20 % more than the setting for that required speed and wait for speed to
build up. Once speed is 1-2 kts less, reduce and set the power required and fine trim.

0503. Decreasing Speed.

a. Speed Decrease 20 Kts or More. If the decrease of speed is 20 kts or

more, set power levers to idle and wait for speed deceleration. The attitude will be
raised as the speed decreases to maintain level flight. Continue with cross checks to
maintain height and heading. Once speed is 3-4kts more than the required speed,
increase and maintain the required power setting. Fine trim.

b. Speed Decrease of less than 20 Kts. If speed decrease required is less

than 20 kts, reduce power to 20 % less than power required for that speed. Trim and wait for
speed depletion. Once speed is 3-4kts more than the required speed, increase power and
maintain power setting required.

0504. Common Mistakes.

a. Inaccurate Flying.

b. Slow cross checks.

c. Wrong cross check technique.

d. Improper power handling.

e. Abrupt attitude changes.

0505. Spare.
CHAPTER 6

Instrument Maneuvers

0601. Vertical ‘S’ Maneuvers.

General Parameters.

a. Speed 170Kts

b. Attitude Steady until maneuver initiated

c. AOB 20 Deg

d. ROD 1000 ft/min

e. ROC Adjust power to maintain 170 kts and 1000 ft/min ROC

0602. Vertical S ‘A’. In this maneuver you lose a height of 1000 ft by

maintaining 170 kts and 1000 ft/ min ROD. Start to convert ROD into ROC once you
are 10 % short of the lower altitude limit in such a way that the altimeter needle
touches the lower altitude reading before converting into ROC. Once climb is
initiated, pitch attitude is increased, so is the power to maintain 170 kts and 1000
ft/min ROC. Start to level off at 10 % of your ROC and trim the aircraft for 170 kts (IF
Speed).
 a. Descent Procedure – Speed 170 Kts.

(1) Lower Nose Gradually & anticipate

(2) PLs 15-18% Approx.

(3) Attitude 2 deg below horizon

b. Climb Procedure.

(1) 100 Ft Short Raise nose gradually to pitch up nose to

cross exact height

(2) Simultaneously open PLs

(3) Set PLs 68% Approx.

(4) Attitude maintain 5 deg Above Horizon

(5) 100 Ft Short Lower Nose gradually

(6) Maintain 2 deg above horizon

(7) PLs 38% Approx.

0603. Vertical S ‘B’. Procedure is the same as Vertical S ‘A’, however the
complete descent and climb is carried out with 20 degree bank to one side only.
Once altitude has been regained bank is to be neutralized and aircraft trimmed for
170 kts.

0604. Vertical S ‘C’. Procedure is the same as vertical S ‘B’, however after
descent bank is to be reversed to the opposite side in such a fashion that altimeter
reads the lower altitude with wings level on EADI, followed by pitch up and bank
reversal. This is a continuous part of the maneuver and will be practically
demonstrated to student by the IP for better/ practical understanding.

0605. Vertical S ‘D’. Procedure is the same as Vertical S ‘C’, however bank
is to be reversed after each descent and climb respectively. This is a continuous part
of the maneuver and will be practically demonstrated to student by the IP for better/
practical understanding.

a. Descent Procedure – Speed 170 Kts.

(1) Lower Nose simultaneously 20 deg bank gradually & anticipate

(2) PLs 15-18% Approx.

(3) Attitude 2 deg below horizon (Approx)

 b. Climb Procedure.

(1) 100 Ft Short Pitch up & rotate nose opposite side 20

deg to cross exact height

(2) PLs Simultaneously open

(3) Set PLs 68-72% Approx

(4) Attitude maintain 5 deg Above Horizon

(5) 100 Ft Short Lower Nose gradually

(6) Maintain 2 deg above horizon (Approx)

(7) PLs 15-18% (Approx)

0606. Common Mistakes.

a. Inaccurate flying.

b. Slow cross checks.

c. Wrong cross check technique.

d. Improper power handling.

e. Abrupt attitude changes.

0607. Spare.
 CHAPTER 7

Unusual Attitude Recovery

0701. Nose Up Attitude.

a. Detection.

(1) Steep nose up and possible high bank

(2) Speed reducing rapidly

(3) Eyebrow guidance to nose down on EADI

b. PF will.

(1) Push Control Column (CC)

(2) Follow eyebrow guidance if it appears

(3) Advance PL to the ramp

(4) When nose is below horizon

(5) CC roll to wings level

(6) Stop descent

(7) Adjust PL

c. PM will. Monitor attitude, airspeed and altitude throughout the recovery. Verify all
required actions have been completed and call any omissions

0702. Nose Down Attitude.

a. Detection

(1). Steep nose down and possible high bank

(2) Speed increasing rapidly

(3) Eyebrow guidance to nose up on EADI

b. PF will.

(1) PL flight idle

(2) CC roll to wings level

(3) Pull back smoothly following eyebrow if it appears

(4) When nose is on the horizon

(5) Stabilize the trajectory

(6) Adjust PL

c. PM will. Monitor attitude, airspeed and altitude throughout the recovery. Verify all
required actions have been completed and call any omissions.

Note: If unusual attitude is experienced, it must be reported to ATC immediately

and an air safety report must be completed after flight.

0703. Spare.
 CHAPTER 8

Turns on Standby Compass

0801. General Instructions.

a. Used incase heading input is failed on EHSI and RMI.

b. Reliable only during straight and level and un-accelerated flight.

c. Maintain speed 180 Kts.

d. AP/ FD bars off.

e. Put the standby compass down.

f. For turns to north, give a lead of 20° (No Shoot). For turns to south, give a lag of 20°
(Shoot). For turns to east/ west give a lead of 5° .

g. Max AOB allowed on turns on standby compass is 15°.

 0802. Number of Cases.

a. Case-1. If present heading is 170 kts and you have to turn to heading 360° deg
from right, then the roll out heading on standby compass will be 340° deg.

b. Case-2. If present heading is 170 kts and you have to turn to heading 360° from left,
then the roll out heading on standby compass will be 020°.

c. Case-3. If present heading is 020° and you have to turn to heading 180° from right,
then the roll out heading on standby compass will be 200°.

d. Case-4. If present heading is 020° and you have to turn to heading 180° from left,
then the roll out heading on standby compass will be 160°.

e. Case-5. If present heading is 050° and you have to turn to heading 090° from right,
then the roll out heading on standby compass will be 085°.

f. Case-6. If present heading is 330° and you have to turn to heading 270° from left,
then the roll out heading on standby compass will be 275°.

0803. Spare.
 CHAPTER 9

VOR/ NDB Approaches

0901. VOR/ NDB Normal Approach.

a. Airmanship.

(1) Area clearance.

(2) Good descend planning.

(3) Careful review of approach plates.

(4) Accurate flying and good crew coordination.

(5) Descend/ approach checks before commencement of approach.

(6) Altimeter setting.

0902. VOR/NDB Approach AP/YD On

a. Initial parameters and settings are:

(1) AP/FD bars On

(2) Speed 170 kts (Rough power setting 40 %)

(3) Flaps 0°

(4) Nav Rx VOR/ ADF freq in active window

(5) Course Bar Set inbound leg of holding pattern

(6) EHSI V/L-FULL

b. Tune, identify and monitor VOR/ ADF needle.

c. Select required VOR/ ADF on RMI and EHSI.

d. Once cleared for approach, home onto the beacon and decide type of entry before
reaching on top.

e. Call overhead on getting beacons passage ie when the needle flicks 90° deg (for first
time later, when flicks 45° deg).

f. Carry out procedure turn (if required) and get into the holding pattern.Before the
beacons passage, set altitude on ADU you have to descend and VS ‘0’.
g. At beacons passage, turn the heading knob to set outbound heading and set VS
500-600 depending on the altitude you have to descend. Reduce power to maintain speed 170
kts. The AP will make all turns with 27 deg with 170 kts in HI bank mode on ADU.

h. Punch clock when the needle points abeam or the wings level, whichever is later.

j. Adjust time for each outbound/ inbound leg to make EAC good over the beacon or 1
minute or as written is procedure. Then turn heading knob to home on to the beacon again.

k. Level off at the required altitude and ask PM to set flaps 15°. Reduce speed 160 kts.
Set speed bug 160 kts (Rough power setting 40 %).

l. Set altitude to descend on the outbound leg of let down and VS ‘0’ on ADU. Set
course bar on outbound leg of let down.

m. At the beacons passage, come on the outbound heading of let down and set VS for
ROD depending upon the altitude to descend w.r.t the distance/ time to go on outbound
heading. Punch clock at wings level. PM will call leaving stack while proceeding out bound.
Adjust power to maintain 160 kts.

n. After 45 seconds, apply interception using the heading knob or give intercept
heading using course deviation bar and set NAV mode on ADU (or by applying single the
amount of correction on required radial). Check VOR white (armed) on ADU. Subsequently
check VOR* (captured) and VOR green (active). Do not intercept during 45 seconds to get out
of the cone of confusion.

p. Level off at penetration altitude by opening power and maintain speed 140 Kts. Set
speed bug 140 kts. One mile to go on outbound leg, shift to heading mode on ADU and set
course bar on inbound heading of let down. Set Lo bank on ADU. In case of VOR, 1,5 DME
short, set I/B hdg on ‘Course Bar’, set Lo Bank on ADU, set SB to 140 Kts and Cx area
clearance to required direction.

q. PM will give call and PF commences penetration/ inbound turn when the time is over
or required distance out using heading knob. For VOR keep 8-10 deg angle of bank while for
NDB keep 10-12 deg angle of bank.

r. At 90 deg of turn, ask PM to put gears down and landing checklist to line.
Manipulate turn to intercept inbound radial or give intercept heading using course deviation bar
reference and set NAV mode on ADU (or by applying double the amount of correction on
required head). Check VOR white (armed) on ADU. Subsequently check VOR* (captured) and
VOR green (active).

s. Before FAF, set MDA on ADU and VS 0. When in 5 degrees cone, ask PM to lower
flaps 30 and set VS 600-700 and adjust power to maintain 120 kts (25-30 % torque). In case of
VOR/ DME, if away from facility then required distance, take flaps before approaching to
required distance.

t. Approaching MDA check for visual contact with runway. At MDA, set ALT on ADU
and increase power to maintain 120 kts until visual with the runway or until MAP is reached. At
MAP execute the missed approach procedure.

u. Anytime visual with the runway before reaching MAP, check if comfortable to make
approach for landing. If not, do not continue approach for landing and execute go round at
MAP.

0903. VOR/NDB Approach AP/YD Off

a. Initial parameters and settings are:

(1) AP/FD bars Off

(2) Speed 170 kts (Rough power setting 40 %)

(3) Flaps 0

(4) NavRcv VOR/ADF freq in active window

(5) Course Bar Set on inbound leg of holding pattern

(6) EHSI V/L-FULL

b. Tune, identify and monitor ADF needle.

c. Select required VOR/ ADF on RMI and EHSI.

d. Once cleared for approach, home onto the beacon and decide type of entry before
reaching on top.

e. PM will call overhead on getting beacons passage i.e when the needle flicks 90
degree (for first time) later when flicks 45 degrees).

f. Carry out procedure turn (if required) and get into the holding pattern. All the heading
changes will be called by PF and done by PM.

g. At beacons passage, ask PM to set the heading bug on outbound heading of holding
pattern. .Maintain VS 500-600 feet/min depending on the altitude you have to descend.
Reduce power to maintain speed 170 kts. Make all turns with standard rate i.e. 30 degrees
with 170 kts.

h. Ask PM to punch clock when the needle points abeam or the wings level whichever
is later.

j. Adjust time for each outbound/ inbound leg to make EAC good over the beacon or 1
minute or as written in procedure. Then ask PM to set heading to home on to the beacon
again.

k. Level off at the required altitude and ask PM to take flaps 15 deg and reduce speed
160 kts. Set speed bug 160 kts (Rough power setting 40 %).
l. Ask PM to set course bar on outbound leg of let down.

m. At the beacons passage, come on the outbound heading of let down and maintain
VS for ROD depending upon the altitude to descend w.r.t the distance/ time to go on outbound
heading. Ask PM to punch clock at wings level. PM will call leaving stack while proceeding out
bound. Adjust power to maintain 160 kts.

n. After 45 seconds, apply interception using the course deviation bar on EHSI or by
applying the amount of correction on required radial. (Do not intercept during 45 seconds to
get out of the cone of confusion.)

p. Level off at penetration altitude by opening power and maintain speed 140 kts. Set
speed bug 140 kts. One mile to go on outbound leg, ask PM to set course bar on inbound
heading of let down.

q. PM will give call and PF commences penetration/ inbound turn when the time is over
or required distance out. For VOR keep 8-10 deg angle of bank while for NDB keep 10-12 deg
angle of bank.

r. At 90 deg of turn, ask PM to put gears down and landing checklist to line. When in 5
degrees of cone, ask PM to lower flaps 30 and maintain VS 600-700 feet/min and adjust
power to maintain 120 kts (25-30 % torque).

s. Manipulate turn to intercept inbound radial or give intercept heading using course
deviation bar or by applying double the amount of correction on required head.
t. Approaching MDA, ask PM to check for visual contact with runway. At MDA, if
runway not visual level off and increase power to maintain 120 kts until visual with the runway
or until MAP is reached. At MAP, execute the missed approach procedure.

u. Anytime visual with the runway before reaching MAP, check if comfortable to make
approach for landing. If not, do not continue approach for landing and execute go round at
MAP.
0904. VOR/ NDB Single Engine Approach. All the procedure is same
except the power settings will be approximately double of the normal procedure or
may be kept to maintain IF speed as per prevailing weather conditions.

0905. Spare.
 CHAPTER 10

ILS APPROACH

1001. ILS Approach With AP/ FD Bars On.

a. Initial parameters and settings are:

(1) AP/FD bars ON

(2) Speed 170 kts (Rough power setting 40 %)

(3) Flaps 0 deg

(4) NavRcv VOR freq in active window

ILS freq in standby window

(5) Course Bar Set on final approach course

(6) EHSI RNV-MAP

a. Once cleared for ILS approach:

(1) Nav Source Set ILS freq in active window

 Set VOR freq in standby window

(2) EHSI V/L-FULL

(3) ADU APP mode set. Check LOC white GS white

c. At LOC STAR, the aircraft will turn to intercept the final approach course. Ask PM to
set HDG and DUAL ILS. The PM will set HDG on final approach course and set ILS freq in his
active window.

d. Check for LOC GREEN.

e. Once the GS is ALIVE, ask PM to set flaps 15. Set speed bug 160 kts. The PM will
set flaps 15 and set his speed bug 160 kts (Rough power setting 40 %).

f. At one dot, ask PM to put gears down. Set speed bug 140 kts. The PM will check
speed and

(1) Put gear lever down.

(2) PWR MGT take off.

(3) Taxi & take off lights ON.

(4) Set speed bug 140 kts
g. At half dot, ask PM to set flaps 30 and carry out before landing check list. Set speed
bug 120 kts. The PM will set flaps 30, set speed bug 120 kts and carry out before landing
check list (Rough power setting 25-30 %).

h. Check GS STAR and GS GREEN.

j. Set Speed bug Vapp + wind correction.

k. At 1000 ft AGL, if stabilized, continue approach otherwise go around.

l. The PM will call 500 and 100 ft above DH and then finally at DH will call MINIMUM.

m. Land if stabilized otherwise Go around.

1002. ILS Approach With AP/ FD Bars Off.

a. Initial parameters and settings are:

(1) AP/FD bars Off

(2) Speed 170 kts (Rough power setting 40 %)

(3) Flaps 0
(4) NavRcv VOR freq in active window
ILS freq in standby window

(5) Course Bar Set on final approach course

(6) EHSI RNV-MAP

b. Once cleared for ILS approach:

(1) Nav Source Set ILS freq in active window

Set VOR freq in standby window

(2) EHSI V/L-FULL

(3) ADU Ask PM to set APP mode on ADU. Check

LOCWHITE
GS WHITE

c. The PM will call LOC ALIVE and LOC STAR. At LOC ALIVE, turn the aircraft to
follow the course deviation bar till the time it is in line with the course bar on EHSI. Ask PM to
set HDG and DUAL ILS. The PM will set HDG on final approach course and set ILS freq in his
active window. Small aileron inputs are required to maintain the course deviation and course
bars in line (< 5 deg).

d. The PM will call LOC GREEN.

e. The PM will call once the GS is ALIVE.

f. Ask PM to set flaps 15. Set speed bug 160 kts. The PM will set flaps 15 and set his
speed bug 160 kts (Rough power setting 40 %).

g. At one dot, ask PM to put gears down. Set speed bug 140 kts. The PM will check
speed and

(1) Put gear lever Down

(2) PWR MGT Take Off

(3) Taxi & take off lights ON

(4) Set speed bug 140 kts

h. At half dot, ask PM to set flaps 30 and carry out before landing check list. Set speed
bug 120 kts. The PM will set flaps 30, set his speed bug 120 kts and carry out before landing
checklist (Rough power setting 25-30 %).

j. The PF will call GS STAR and GS GREEN. Maintain the glide slope on EHSI.

k. Set Speed bug Vapp + wind correction.

l. At 1000 ft AGL, if stabilized, continue approach otherwise go around.

m. The PM will call 500 and 100 ft above DH and then finally at DH will call MINIMUM.

n. Land Normal

1003. Single Engine ILS Approach. All the procedure is same except the
power settings will be approximately double of the normal procedure.

1004. Common Errors.

a. Procedure/ sequence errors.

b. Weak cross checks.

c. Large power changes.

d. Not trimming rudder.

e. Forgetting final landing checks.

f. forgetting to switch off the cross feed if open

1005. Spare.
 CHAPTER 11

Stall and Recovery

1101. Symptoms of an Approaching Stall Points.

a. Buffeting.

b. Control sluggish but effective.

c. Low airspeed visual or aural indications.

d. Reduced elevator (pitch) authority.

e. Inability to maintain altitude or rate of descent.

f. Stick shaker that warns the pilot on approaching stall.

g. Stick pusher if AOA continues increasing despite stick shaker alerts.

1102. Recovery. At the first indication of stall (as per symptoms above) or
in case of effective stall, during any flight phases (except at lift off) apply the
following:

a. Control column Push forward (until out of stall)

b. Ask PM for Flaps 15

c. Control column Roll wings to nearest horizon

d. PLs Increase as needed ( in the Notch/ Ramp/

Wall)

e. After Recovery Return to desired flight profile

1103. Important Notes – Stall & Recovery.

a. If the aircraft is in flaps 0 configuration, extend flaps 15 during the recovery. In all
other configuration and for any flight phase maintain the current configuration for recovery.

b. Use of rudder is not recommended during the recovery as it can worsen the
situation.

c. Never counter act the stick pusher action.

1104. Procedure at Lift Off.

a. Incursion in stick shaker range during lift off can be generated by:
(1) Excessive pitch up during rotation.

(2) Excessive rate of pitch rotation.

(3) Turbulences.

(4) Wind shear situation.

b. In this case:

(1) Maintain 10 degrees pitch attitude.

(2) When out of stall warning, follow flight data bars.

1105 Important Points. (Instrument Flying)

a. Correct use of trimmers will help in instrument flying.

b. In actual instrument conditions, do not look out for visual clues.

c. Know your procedures well.

d. Stay relaxed.
e. Fast cross checks of instruments results in smooth flying.

f. Do not jerk your head while flying on instruments.

g. Strictly adhere to ATC clearance.

h. Never descend below minimum descend altitude in order to land , if runway is not
visible.

j. Avoid fixating on the indicators when adjusting power.

k. A knowledge of approximate power setting for various configurations will

help you avoid over controlling power.

l. BELIEVE YOUR INSTRUMENTS.

1106. Spare.