ATR 72-600 — ATR Flight Crew Training Manual

2026-05-21

[!WARNING] Extracted from a ~200-page PDF via pdfplumber. OCR page headers/footers ("FOR TRAINING ONLY", edition date, aircraft-type codes) were stripped 2026-07-04 — verified zero technical-term loss in that pass. Two known residual issues remain: - ~27 stray "SEPTEMBER 25" page-furniture fragments still jammed mid-paragraph in irregular positions — harmless noise, not fabricated content. - No section headings exist in this file. Real numbered sections (e.g. "5. TASK SHARING", "27. NAVIGATION SOURCE POLICY") survive only as inline text; all prior ## markers were confirmed to be OCR-mangled table/list data and were removed, not real headings. Heading reconstruction is a separate, not-yet-done pass. - Some tables (speed/torque values, performance graphs) are severely scrambled by the OCR and were not reconstructed — cross-reference the original PDF for numerical data in table form. Full fidelity likely requires re-extraction via vision OCR (as was done for the ATR Systems Guide), not further text cleanup.

FLIGHT CREW TRAINING MANUAL 42/72 - 600 STANDARD 3 NORMAL, ABNORMAL & EMERGENCY PROCEDURES EDITION SEPTEMBER 2025FOREWORDThis Flight Crew Training Manual is an essential tool to learn the ATR standard operating procedures. It has been conceived as the standard baseline for all ATR flight crew training. To facilitate the learning process, procedures are presented in a pedagogical and user-friendly way, with, when necessary, a visualization of cockpit flows and schematics of flight patterns. This manual is a comprehensive document that efficiently complements FCOM procedures. In the Normal Procedures part, procedures are presented with detailed task sharing and include standard call outs. Additional procedures relating to specific operations and to equipments uses are part of this manual. In the Emergency & Abnormal Procedures part, the general management of abnormal situations is explained. Then, a detailed presentation of the procedures to apply per specific situation is made. NB: Should you find any discrepancy in the emergency procedures between the FCTM and the AFM, please follow the AFM procedures. The Training and Flight Operations support team. NORMAL EMERGENCY & ABNORMAL PROCEDURES SEPTEMBER 25 FCTM 2025 MAJOR UPDATES - Chapter 21. 2: TARGET SPEED Engine flame out in cruise (icing conditions) updated with real speeds shown by FMS according to the settings (MCT, Flaps...).- Chapter 25. 2: STABILIZATION CRITERIA 300 Ft AAL for circle to land, deleted. - Chapter 27. 1: NORMAL PROCEDURE Additional display policy and MCDU recommendations, updated. - Chapter 35: EXTERNAL INSPECTIONIn the first sentence, it’s now PM (not only CM1) that will perform the external inspection.- Chapter 36. 1: FULL COCKPIT PREPARATION- VCP check updated- STICK PUSHER SHAKER TEST informations added (in CM1 column)- Chapter 37: FINAL COCKPIT PREPARATION FPLN crosscheck in PM column updated - Chapter 42: BEFORE TAKE OFF- PF and PM actions modified.- TAKE OFF SPEEDS check, added in accordance with FCOM- Chapter 46. 2: BEFORE DESCENT AND DESCENT MANAGEMENT- FPLN ARRIVAL PAGE check added- ILS and VOR settings updated according to previous check.- Chapter 47. 5: CIRCLE TO LAND 300Ft AAL stabilized modified at 500Ft - Chapter 56: NOISE ABATEMENT PROCEDURES All requirements and recommendations updated - Chapter 61. 1: 2D OPS PROCEDURE Energy management and aircraft configuration modified - Chapter 62. 4.4: WINDSHEAR- Clear of windshear detection added.- Clear of windshear call and procedure added at Take off and landing- Chapter 67. 2.2: TCAS RA PROCEDURE CLEAR OF CONFLICT management updated with PWR MGT setting back to CLB or CRZ. - AIRCRAFT CONFIGURATION MANAGEMENT updated for 2D OPS with new energy management, that is now the same for 2 engines or single engine.

SEPTEMBER 25 FCTM 2022 MAJOR UPDATES - FLIGHT PATTERNS: Chapter 77: LOC/LDA 2D APPROACH updated according to new energy management and aircraft configuration. - Minor changes such as typography are not listed above.

GENERAL DEFINITIONS1. CREW .............................................................................................................................................................................. 132. PROCEDURE .................................................................................................................................................................. 133. CHECKLIST ..................................................................................................................................................................... 134. EMERGENCY & ABNORMAL SITUATION .................................................................................................................. 134. 1. EMERGENCY SITUATION ....................................................................................................................................................... 134. 2. ABNORMAL SITUATION ........................................................................................................................................................ 134. 3. STANDARD COMMUNICATION ........................................................................................................................................... 14 CREW COORDINATION 5. TASK SHARING .............................................................................................................................................................. 156. FUNCTION ASSIGNMENT ........................................................................................................................................... 157. SAFETY RECOMMENDATIONS ................................................................................................................................... 167. 1. EXECUTING GIVEN COMMANDS ......................................................................................................................................... 167. 2. STERILE COCKPIT PHILOSOPHY ........................................................................................................................................... 167. 3. HEADSET OPERATIONS ......................................................................................................................................................... 167. 4. SAFETY BELTS AND HARNESSES ......................................................................................................................................... 167. 5. CABIN CREW ............................................................................................................................................................................ 178. CROSS CONTROL ......................................................................................................................................................... 17 ATR DOCUMENTATION 9. AFM, FCOM AND QRH ................................................................................................................................................. 1810. PRECONDITIONS ....................................................................................................................................................... 1911. MEMORY ITEMS........................................................................................................................................................... 20 METHODOLOGY 12. DARK COCKPIT PHILOSOPHY .................................................................................................................................. 2113. CHECKLIST PRIORITIES .............................................................................................................................................. 2114. NORMAL PROCEDURES ............................................................................................................................................ 2114. 1. INITIATING PROCEDURES .................................................................................................................................................... 2114. 2. PROCEDURES METHODOLOGY ........................................................................................................................................ 2214. 3. NORMAL CHECKLIST METHODOLOGY ........................................................................................................................... 2314. 4. PROCEDURES CHRONOLOGY ........................................................................................................................................... 2415. ABNORMAL AND EMERGENCY PROCEDURES ..................................................................................................... 2615. 1. FAILURE ANNOUNCIATION ................................................................................................................................................ 2615. 2. SYSTEM CHECK AND FAILURE IDENTIFICATION ........................................................................................................... 2715. 3. ABNORMAL CHECKLIST METHODOLOGY ...................................................................................................................... 2815. 4. ASSESSMENTS / DECISION / INFORMATION .................................................................................................................. 2915. 4.1. ASSESSMENT / DECISION .............................................................................................................................................................. 2915. 4.2. INFORMATION................................................................................................................................................................................. 2915. 5. EXAMPLE ................................................................................................................................................................................ 3016. FLOWS .......................................................................................................................................................................... 32 SOP GOLDEN RULES ............................................................................................................................................

NORMAL PROCEDURES GENERAL PROCEDURES && POLICIES17. AUTO FLIGHT CONTROL SYSTEM (AFCS) .............................................................................................................. 3417. 1. AP/FD USE PHILOSOPHY ...................................................................................................................................................... 3417. 2. ATR TRAINING CENTER FLIGHT GUIDANCE PHILOSOPHY ........................................................................................... 3718. FLAPS OPERATION ..................................................................................................................................................... 4119. LANDING GEAR OPERATION ................................................................................................................................... 4220. ALTIMETER ................................................................................................................................................................... 4320. 1. ALTIMETER TAPE ................................................................................................................................................................... 4320. 2. ALTIMETER SETTING ............................................................................................................................................................ 4320. 3. DH/MDA SETTING ................................................................................................................................................................ 4421. SPEED INDICATOR ...................................................................................................................................................... 4521. 1. SPEED BUGS ........................................................................................................................................................................... 4521. 2. TARGET SPEED ...................................................................................................................................................................... 4922. TORQUE INDICATOR ................................................................................................................................................. 5422. 1. TAKE-OFF BUGS .................................................................................................................................................................... 5422. 2. CRUISE BUGS ......................................................................................................................................................................... 5422. 3. APPROACH / GO-AROUND ................................................................................................................................................ 5522. 4. TORQUE PRESET ................................................................................................................................................................... 5623. FMS INITIALIZATION .................................................................................................................................................. 5724. BRIEFINGS .................................................................................................................................................................... 5924. 1. DEPARTURE BRIEFING .......................................................................................................................................................... 5924. 2. DEPARTURE CLEARANCE ................................................................................................................................................... 6524. 3. TAKE-OFF BRIEFING ............................................................................................................................................................. 6524. 4. ARRIVAL BRIEFING ................................................................................................................................................................ 6624. 5. HOLDING TIME ..................................................................................................................................................................... 6925. STABILIZATION POLICY ............................................................................................................................................. 7025. 1. INTRODUCTION .................................................................................................................................................................... 7025. 2. STABILIZATION CRITERIA .................................................................................................................................................... 7025. 3. DEVIATIONS .......................................................................................................................................................................... 7026. ATR TRAINING CENTER NAVIGATION POLICY ..................................................................................................... 7227. DU AND MCDU POLICY ............................................................................................................................................. 7427. 1. NORMAL PROCEDURE ......................................................................................................................................................... 7427. 2. ABNORMAL PROCEDURE .................................................................................................................................................... 7528. NAVIGATION SOURCE POLICY ................................................................................................................................ 7529. RADIO-COMMUNICATION ....................................................................................................................................... 7630. EXTERIOR LIGHTS MANAGEMENT ......................................................................................................................... 77 STANDARD OPERATING PROCEDURES 31. FLIGHT PREPARATION ............................................................................................................................................... 7832. FULL COCKPIT PREP. AND SHORT TRANSIT .......................................................................................................... 7933. INITIAL COCKPIT PREPARATION – STEP 1 .............................................................................................................. 8034. EXTERNAL INSPECTION PREPARATION ................................................................................................................. 8035. EXTERNAL INSPECTION ............................................................................................................................................ 81

COCKPIT PREPARATION – STEP 2 ............................................................................................................................ 9136. 1 FULL COCKPIT PREPARATION ............................................................................................................................................. 9236. 2 EXTERNAL INSPECTION CLOSURE .................................................................................................................................... 9636. 3 SHORT TRANSIT ..................................................................................................................................................................... 9637. FINAL COCKPIT PREPARATION - STEP 3 ................................................................................................................. 9738. HOTEL MODE START UP ......................................................................................................................................... 10039. BEFORE PROPELLER ROTATION ............................................................................................................................ 10340. BEFORE TAXI ............................................................................................................................................................. 10541. TAXI ............................................................................................................................................................................. 10842. BEFORE TAKE-OFF ................................................................................................................................................... 11043. TAKE-OFF ................................................................................................................................................................... 11244. AFTER TAKE-OFF ...................................................................................................................................................... 11445. CLIMB - CRUISE ......................................................................................................................................................... 11646. BEFORE DESCENT - DESCENT ............................................................................................................................... 11846. 1. CONCEPT 3D - 2D ............................................................................................................................................................... 11846. 2. BEFORE DESCENT AND DESCENT MANAGEMENT .................................................................................................... 11846. 3. DESCENT MONITORING & ADJUSTMENT ..................................................................................................................... 12047. APPROACH ................................................................................................................................................................. 12147. 1. 3D OPS ON FM SOURCE (RNP - VOR - NDB APPROACH) - STAR LINKED TO FINAL AXI ........................................ 12247. 2. 3D OPS ON FM SOURCE (RNP - VOR - NDB APPROACH) – RADAR VECTOR TO FINAL AXIS................................ 12347. 3. 3D OPS ON V/ILS SOURCE - STAR LINKED TO FINAL AXIS ......................................................................................... 12447. 4. 3D OPS ON V/ILS SOURCE – RADAR VECTOR TO FINAL AXIS ................................................................................... 12647. 5. CIRCLE-TO-LAND ................................................................................................................................................................ 12747. 6. STANDARD TRAFFIC PATTERN ......................................................................................................................................... 12948. AIRCRAFT ENERGY MANAGEMENT ..................................................................................................................... 13148. 1. DECELERATION POINT COMPUTATION ........................................................................................................................ 13148. 2. ENERGY MANAGEMENT PROCEDURE ........................................................................................................................... 13249. LANDING .................................................................................................................................................................... 13350. GO-AROUND ............................................................................................................................................................ 13451. AFTER LANDING ....................................................................................................................................................... 13552. PARKING ..................................................................................................................................................................... 13653. LEAVING THE AIRCRAFT ......................................................................................................................................... 137 ADDITIONAL SOP
HOTEL MODE OPERATIONS .................................................................................................................................. 13854. 1. INITIAL COCKPIT PREPARATION - STEP 1 ....................................................................................................................... 13854. 1.1. FULL COCKPIT PREPARATION IN HOTEL MODE .................................................................................................................... 13854. 1.2. SHORT TRANSIT IN HOTEL MODE ............................................................................................................................................ 14055. POWER BACK AND PUSH-BACK OPERATIONS ................................................................................................... 14155. 1. POWER BACK ....................................................................................................................................................................... 14155. 2. PUSH-BACK WITH TUG (FCOM PRO NOP ANOR 3) ..................................................................................................... 14156. NOISE ABATEMENT PROCEDURES ....................................................................................................................... 14257. OPERATIONS IN ICING CONDITIONS .................................................................................................................. 14358. WET AND CONTAMINATED RUNWAYS OPERATIONS ...................................................................................... 14459. LOW VISIBILITY OPERATIONS ................................................................................................................................ 145 CONTINUOUS DESCENT OPERATIONS
DESCENT IN VS MODE ............................................................................................................................................ 146 NORMAL EMERGENCY & ABNORMAL PROCEDURES
1. DESCENT INITIATION IN VS MODE ................................................................................................................................. 14660. 2 DESCENT MONITORING AND ADJUSTMENT IN VS MODE ........................................................................................ 14661. 2D OPERATION PROCEDURES ............................................................................................................................... 14761. 1 2D OPS ON V/ILS SOURCE – STAR LINKED TO FINAL AXIS .......................................................................................... 14761. 2. 2D OPS ON V/ILS SOURCE - RADAR VECTOR TO FINAL AXIS .................................................................................... 149 ABNORMAL & EMERGENCY PROCEDURES ABNORMAL SITUATIONS62. UPSET PREVENTION & RECOVERY TRAINING .................................................................................................... 15062. 1. INTRODUCTION ................................................................................................................................................................ 15062. 2. DEFINITION OF AIRPLANE UPSET ................................................................................................................................. 15162. 3. MONITORING ..................................................................................................................................................................... 15162. 3.1. ENERGY STATES / AIRCRAFT PERFORMANCE ....................................................................................................................... 15163. 3.2. MONITORING OF AIRCRAFT PERFORMANCE IN ICING CONDITIONS ............................................................................ 15262. 4. CAUSES OF AIRPLANE UPSETS ...................................................................................................................................... 15462. 4.1. PILOT-INDUCED AIRPLANE UPSETS ........................................................................................................................................ 15462. 4.2. MISUSE OF AIRPLANE AUTOMATION .................................................................................................................................... 15662. 4.3. ENVIRONMENTALLY-INDUCED ................................................................................................................................................. 15762. 4.4. WINDSHEAR .................................................................................................................................................................................. 16062. 5. APPROACH TO STALL AND STALL RECOVERY ............................................................................................................. 16362. 5.1. DESCRIPTION ................................................................................................................................................................................ 16363. 5.2. DETECTION .................................................................................................................................................................................. 16363. 5.3. PROCEDURES ............................................................................................................................................................................... 16462. 6. UNUSUAL ATTITUDE RECOVERY .................................................................................................................................... 16562. 6.1. NOSE UP ......................................................................................................................................................................................... 16562. 6.2. NOSE DOWN ................................................................................................................................................................................ 16562. 6.3. REPORTING PROCEDURE .......................................................................................................................................................... 16663. BOUNCE LANDING .................................................................................................................................................. 16763. 1. DESCRIPTION ..................................................................................................................................................................... 16763. 2. HOW TO PREVENT ............................................................................................................................................................ 16763. 3. BOUNCE RECOVERY - REJECTED LANDING ............................................................................................................... 16963. 4. COMMITMENT FOR GO-AROUND................................................................................................................................. 16964. CREW MEMBER INCAPACITATION ........................................................................................................................ 16964. 1. DESCRIPTION ..................................................................................................................................................................... 16964. 2. DETECTION ........................................................................................................................................................................ 16964. 3. PROCEDURE ....................................................................................................................................................................... 17065. RUDDER USE ............................................................................................................................................................. 17165. 1. GENERAL ............................................................................................................................................................................. 17165. 2. RUDDER GOOD PRACTICES .......................................................................................................................................... 17166. MANAGING TAWS .................................................................................................................................................... 17267. MANAGING TCAS WARNINGS ............................................................................................................................... 17267. 1. TRAFFIC ADVISORY .......................................................................................................................................................... 17367. 1.1. DESCRIPTION ................................................................................................................................................................................. 17367. 1.2. PROCEDURE ................................................................................................................................................................................... 17367. 2. RESOLUTION ADVISORY .................................................................................................................................................. 17467. 2.1. DESCRIPTION ................................................................................................................................................................................ 17467. 2.2. PROCEDURE .................................................................................................................................................................................. 17467. 3. REPORTING PROCEDURE ................................................................................................................................................ 17568. MANAGING APM ADVISORIES ............................................................................................................................... 176

EMERGENCY PROCEDURES 69. ON GROUND ENGINE FIRE ..................................................................................................................................... 17770. ENGINE FIRE AT TAKE-OFF ..................................................................................................................................... 17971. ENGINE FLAME OUT AT TAKE-OFF ....................................................................................................................... 18272. SINGLE ENGINE OPERATION ................................................................................................................................. 18473. SINGLE ENGINE GO-AROUND ............................................................................................................................... 18674. EMERGENCY DESCENT ........................................................................................................................................... 188 FLIGHT PATTERNS NORMAL PROCEDURES75. TAKE-OFF ................................................................................................................................................................... 19076. BASIC 3D ILS APPROACH ........................................................................................................................................ 19177. LOC/LDA 2D APPROACH ......................................................................................................................................... 19278. CIRCLE-TO-LAND ..................................................................................................................................................... 19379. GO-AROUND ............................................................................................................................................................ 19480. STANDARD TRAFFIC PATTERN (1500 FT AAL) .................................................................................................... 195 ABNORMAL && EMERGENCY PROCEDURES 81. ON GROUND ENGINE FIRE ..................................................................................................................................... 19682. ENGINE FIRE AT TAKE-OFF ..................................................................................................................................... 19783. ENGINE FLAME OUT AT TAKE-OFF ....................................................................................................................... 19884. SINGLE ENGINE GO-AROUND .............................................................................................................................. 199 ANNEXES CROSSWIND LANDING .....................................................................................................................................200 WEIGHT AND BALANCE ...................................................................................................................................

General Normal procedures General procedures && policies Normal procedures Standard operating procedures Normal procedures Additional SOP Abnormal && Emergency procedures Abnormal situations Abnormal && Emergency procedure Emergency procedures Flight patterns -- Annexes

CREWCM1 is the Captain, in the left hand seat and CM2 is the first officer, in the right hand seat. PF is the Pilot Flying. PM is the Pilot Monitoring. 2. PROCEDUREEach flight phase is associated with a specific list of action designated as “procedure” and performed by crew from memory. A procedure is triggered by “XXX procedure’’ callout. It is performed before the relevant checklist. Example: Before take-off procedure3. CHECKLIST Normal checklists are used to check that main actions are correctly performed. NOTE: Procedures and checklists contained in this manual comply with all relevant sections of AFM, FCOM and QRH. 4. EMERGENCY & ABNORMAL SITUATION4. 1.

EMERGENCY SITUATION¶

ICAO definition A condition of being threatened by serious and/or imminent danger and requiring immediate assistance. It’s generally triggered by Master Warning + Continuous Repetitive Chime + red label on EWD, and refers to an Emergency C/L (red). Example: Engine fire, Smoke4. 2.

ABNORMAL SITUATION¶

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

STANDARD COMMUNICATION¶

Distress (Emergency) message Urgency (Abnormal) message (a) MAYDAY; MAYDAY; MAYDAY; (a) PAN PAN; PAN PAN; PAN PAN;(b) Addressed station identification (when appropriate, with permitting time and circumstances); (c) Callsign;(d) Type of aircraft;(e) Nature of problem;(f) In-charge crew member intentions;(g) Set 7700 in case of MAYDAY Once Emergency or Urgency declared the call sign becomes “Call sign MAYDAY” or “Call sign PAN PAN”

The final decision always belongs to the Captain. When it comes to procedures, general task sharing as stated below is applicable: PF is in charge of: PM is in charge of:• Flight Path • Flight path, navigation & systems • Navigation monitoring • Aircraft configuration • Communication • Procedure initiation • Checklist reading During Emergency or abnormal C/L, PF is in charge of communication6. FUNCTION ASSIGNMENTCM1 & CM2 take turns for PF & PM, as decided in the crew briefing, below 70 knots on ground CM1 is always PF. IMPORTANT: Pilot actually flying keeps his function throughout emergency and/or abnormal procedures. Following emergency or abnormal events, PF assesses the situation then suggests a decision, ratified by the Captain. TRANSFERRING FLIGHT CONTROLSWhen flight controls transfer occurs, the following callout is used:“YOU HAVE CONTROLS” Pilot being assigned PF functions, takes control and calls back: “I HAVE CONTROLS” Pilot previously assigned as PF will release flight controls only when the new PF has taken controls. Following PF / PM functions transfer in flight, crew must reassign and check AFCS coupling side to the newPF. Whenever possible and prior to transfer, PF must call back main flight path parameters to PM. After transfer FMA must be checked.

CREW COORDINATION 7.

SAFETY RECOMMENDATIONS¶

EXECUTING GIVEN COMMANDS¶

Crew members must keep each other informed of any performed action. PF commands, PM performs and calls completed action. 7.2.

STERILE COCKPIT PHILOSOPHY¶

Between ground and flight level 100, except for noting and acknowledging ATC clearances, the crew should avoid distractions i. g. paper work. Short term FMS revision can be accomplished by PF provided AUTO PILOT is engaged. AP can be engaged by PF. Both crew members are held responsible for anti collision monitoring tasks (outside by appropriate and specific visual scans and inside by permanently listening and monitoring ATC frequencies and TCAS displays). Unnecessary chats should be banned while requests and call outs must be limited to pertinent and relevant technical communications between ground and Flight Level 100. 7. 3.

HEADSET OPERATIONS¶

CAT. OP. MPA. 215 Each flight crew member required to be on duty on the flight deck shall wear a headset with boom microphone or equivalent. The headset shall be used as the primary device for voice communications with ATS: – when on the ground: when receiving the ATC departure clearance via voice communication; and when engines are running. – when in flight: below transition altitude; or 10 000 ft, whichever is higher.– whenever deemed necessary by the Captain. In the conditions above, the boom microphone or equivalent shall be in a position that permits its use for two-way radio communications. 7. 4.

SAFETY BELTS AND HARNESSES¶

CAT. OP. MPA. 225 Crew members1. During take-off and landing, and whenever deemed necessary by the commander in the interest of safety, each crew member shall be properly secured by all safety belts and harnesses provided. 2. During other phases of the flight each flight crew member on the flight deck shall keep his/her safety belt fastened while at his/her station.

CABIN CREW¶

Pilots must inform cabin crew of all significant flight phase initiation. • Take-off • Entering and/or leaving turbulence area • Descent • Before landing • Technical problem(s) influencing cabin procedures Following appropriate announcement, cabin crew should: • Secure loose servicing materials, and in the service seat • Start a technical or commercial action • Apply a specific procedure8. CROSS CONTROL Cross check is a key safety factor. Any pilot action that affects flight parameters (flight path, FMA, speed or a system status) must be called out loud by any pilot and cross-checked by the other one. To allow an efficient cross check:• Each pilot must be familiar with the other crew member procedures.• Procedures must be entirely and accurately followed. If an indication is not in compliance with a performed action, crew members must check that involved systems are correctly set and/or take any necessary action to correct the discrepancy. PM can be temporarily busy (ATC message, listening to weather, reading operating manuals, performing related procedure action, etc). Any significant status change (AFCS, FMA, systems...) must be reported to PM when his attention is restored.

ATR DOCUMENTATION 9.

AFM, FCOM AND QRH¶

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

PRECONDITIONS Preconditions are highlighted through black squares. PM will ask the question “YES or NO?” following related item, to know whether related precondition applies to relevant scenario or not. If PF answers “YES”, apply the following actions. If the answer is “NO”, skip the related item. Black dots are dealing with “when” the relevant actions must be applied. QRH Yes or no? When...ECLThe same symbology applies to electronic checklists displayed on EWD. When Yes or no?

ATR DOCUMENTATION 11.

MEMORY ITEMS¶

Memory items are flow of actions known by heart that must be performed by the crew. Memory items are boxed inside relevant checklists. They need to be read back when related checklists are performed. As soon as aircraft control and a safe flight path is regained, PF commands “xxx MEMO ITEMS”.QRH MEMORY ITEMS ECL On the Electronic Checklist, memo items are displayed between two white dotted lines. MEMORY ITEMS PF PM Following event confirmation: X CALL “XXX MEMO ITEMS” Act and crosscheck accordingly by Act and crosscheck accordingly by memory memory After completion of all items X CALL X CALL “XXX MEMO ITEMS COMPLETE” “XXX CHECKLIST” Continues reading boxed items and performs relevant checklist.

DARK COCKPIT PHILOSOPHY¶

During normal operations, all lights, excepting blue or green ones for transients, are extinguished. No light = normal operation Remember light color philosophy: Dark (no light) normal operation Amber caution Red emergency White System is OFF Blue status (switched temporary ON by crew)Green backup (switched temporary ON by system)13.

CHECKLIST PRIORITIES¶

Procedures in QRH and displayed on EWD are classified in three parts: Emergency, Normal and following failures (Abnormal).The FWS automatically generates alerts (Warnings & Cautions) when an abnormal system condition is detected. Warnings and cautions are displayed and sorted according to a specifically designed hierarchy. The crew must respect this hierarchy. Nevertheless some Check list can not be automatically triggered by the FWS and must be called manually. In such a case, or following a FWS failure requesting the use of QRH, the crew will comply with the following hierarchy: • EMERGENCY • NORMAL • ABNORMAL14.

NORMAL PROCEDURES¶

INITIATING PROCEDURES¶

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

PROCEDURES METHODOLOGY¶

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

NORMAL CHECKLIST METHODOLOGY¶

On the ground In flight C/L is requested by CM1 C/L is requested by PF C/L is read by CM2 C/L is read by PM CHALLENGE AND RESPONSE Concept: After procedure completion, PF calls C/L, PM reads C/L, PF answers. PM announces C/L title, reads the C/L on EWD, and ask questions (YES or NO).The PF answer must be in compliance with the C/L and the present situation without reading the answer on the EWD. PM must receive the correct answer before selecting and reading the next item. If not, PM must repeat the same item. When C/L is completed, PM calls “XXX C/L COMPLETE”If a checklist is interrupted, reading should be resumed one step before the last read item. PF and PM task sharing must comply with following orders and callouts: Flight events PF PM APPROACH X REQUIRE PROCEDURE “APPROACH CHECKLIST” COMPLETE X CALL & READ “APPROACH CHECKLIST” Approach checklist X REPLY X READ “SEAT BELTS” “ON” “LANDING LIGHTS” “ON” “ALTIMETERS” “SET AND CHECK” “CABIN ALTITUDE” “CHECK” APPROACH X CALL CHECKLIST “APPROACH CHECKLIST COMPLETE” COMPLETE

PROCEDURES CHRONOLOGY¶

For a normal flight, here are the achieved normal courses of events, corresponding procedures and co-related task sharing: TRIGGERED FLIGHT EVENTS PROCEDURES CHECKLIST Arrival at the dispatch Flight preparation procedure CM1 / CM2 Initial cockpit Arrival at the aircraft CM1 preparation step 1 Initial cockpit preparation step1 External inspection CM1 complete External inspection complete Cockpit preparation step 2 CM1 / CM2 Final cockpit preparation Cockpit preparation step 2 complete CM1 procedure step 3 Final cockpit Final cockpit preparation procedure preparation CM1 step 3 complete checklist Before propeller rotation Ready to start engine 2 in Hotel mode CM1 procedure Before propeller Before propeller rotation procedure rotation CM1 complete checklist Start up clearance received Before taxi procedure CM1 Before taxi Before taxi procedure complete CM1 checklist Taxi clearance received Taxi procedure CM1 Taxi procedure complete Taxi checklist CM1 Approaching holding point and Before take-off procedure CM1 "cabin ok" received Before take-off Before take-off procedure complete CM1 checklist Passing acceleration altitude Climb procedure PF After take-off After altimeter crosscheck PF checklist

TRIGGERED FLIGHT EVENTS PROCEDURES CHECKLIST Climbing through FL 100 FL 100 procedure No C/L PF Approaching cruise FL Cruise procedure No C/L PF Landing data available Descent procedure PFWhen descent C/L pop up, arrival Descent checklist PF briefing completed Descending through FL 100 FL 100 procedure No C/L PF After altimeter crosscheck Approach procedure PF Approach Approach procedure complete PF checklist Passing deceleration point Before landing procedure PF Final axis interception and final Cleared for approach No C/L PF approach Before landing Aircraft stabilized PF checklist Runway vacated After landing procedure CM1 After landing Engine 1 shut down CM1 checklist Marshaller in sight Parking procedure CM1 Parking procedure complete Parking checklist CM1 All documentation filled Leaving the aircraft procedure CM1 Leaving the aircraft Leaving theCM1 procedure complete aircraft checklist NOTE: During some flight phases, procedures are triggered by events and are organized in a chronological sequence. It is not necessary to call for the procedure because all actions are already completed. PF will directly call for the relevant checklist. Example:• Approach procedure is triggered by altimeters setting and checking.• Before landing procedure is triggered by passing deceleration point.

METHODOLOGY 15.

ABNORMAL AND EMERGENCY PROCEDURES¶

IMPORTANT: NEVER RUSH, take all necessary time to analyse situation before acting. At Take off or Go around, No actions except memo items, no checklists to be performed before acceleration altitude is reached. 15. 1.

FAILURE ANNOUNCIATION¶

In case of system failure, information is provided to the crew:## 1 - CREW INFORMATION + CRC (Continuous repetitive chime) or## 2 - SYSTEM IDENTIFICATION + SC (Single chime) EWD PM call 3 - ISOLATION “MASTER WARNING/ LOCAL ALERT SYSTEM PAGE CAUTION” PACK VALVE FAULT PM call “XXX ON FWS” PM call “XXX (system) FAULT” PF PMPM checks involved flasher and label flashing on EWD. X CALL “MASTER XXX, XXX ON FWS” PM cancels flashing WARNING and/ or CAUTION, then checks relevant SD page and lit local alert and: X CALL “XXX FAULT (OR TYPE OF EVENT)” X CALL “CHECK” PF acknowledges failure or event identification and when able: X COMMAND “CHECK SYSTEM”

SYSTEM CHECK AND FAILURE IDENTIFICATION¶

They are triggered by PF, calling “SYSTEM CHECK” and executed by PM. The objective is to confirm the consistency between the FWS displayed procedure and crew failure analysis and understanding. Remember that the crew has the final decision regarding procedures to apply and their priority: SD PAGE Displayed, analyzed and understood. CIRCUIT BREAKERSRefer to FCOM PRO GEN 1. 6. failure consequences analysis or QRH GEN 3. Failure consequences analysis for circuit breaker reset policy. RESETRefer to FCOM PRO GEN 1. 6. failure consequences analysis or QRH GEN 3. Failure consequences analysis for system reset policy.

METHODOLOGY 15. 3.

ABNORMAL CHECKLIST METHODOLOGY¶

Before executing a checklist crew must confirm it is the appropriate one: PF PM X CALL X CALL “SYSTEM CHECKED, “SINGLE PACK VALVE FAULT XXX FAILURE CONFIRMED” CHECKLIST” (OR NOT)READ AND DO, CROSSCHECKS Concept: PM reads out the item loudly and performs the required action AFTER PF confirmation. PF PMPM reads the C/L on EWD. X READ AND CALL “PACK VALVE AFFECTED SIDE….OFF”PM points out the PACK VALVE PB. X CALL “PACK VALVE 2?” X CHECK AND CALL “CONFIRMED” After PF confirmation, PM depresses PACK VALVE 2 PB and confirms new status of pack valve before announcing: X CALL “OFF” EXCEPTION: On the ground, with aircraft stopped and parking brake set, CM1 performs required actions as stated in the emergency procedure. No crosscheck procedure is required. Once all procedures are completed, CM1 calls out the checklist. In this case, Challenge and response methodology is used. Once the checklist is completed, PM calls out: PF PM AFTER CHECKLIST COMPLETION: X CALL “SINGLE PACK VALVE FAULT C/L COMPLETE ”

ASSESSMENTS / DECISION / INFORMATION¶

4.1.

ASSESSMENT / DECISION¶

Once checklist is completed, PM reads status (INOP functions) on PF request, PF summarizes the situation, based on FORDEC loop.• FACT (based on technical assessment.)(1)• OPTIONS (Taking into account operational and commercial aspects)(2)(3)• RISKS • DECISION • EXECUTION • CONTROL Once assessment is performed, PF is able to suggest a decision, endorsed by Captain. Crew should settle a consensus before making a decision.(1) Technical assessment: consider consequences of related failure of systems by checking all SD pages or overhead panel.(2) Operational assessment: consider possibility to land at destination, divert / alternate, depending on failure, operational limitations, performance (SPS), weather conditions, fuel status. (3) Commercial assessment: consider passengers or crew casualties (e. g.: depressurization) and in case of diversion, possibility to allow passengers to proceed to destination airport (transportation, feeding, lodging accommodations...), in accordance with operator policy. 15. 4.2. INFORMATIONPF and PM plan together the consequences of failures encountered. Then PM informs, if necessary:• ATC • Dispatch / OPS • Flight attendant • Passengers

METHODOLOGY 15. 5. EXAMPLE Follows a PACK VALVE FAULT troubleshooting example: Flight events PF PM MC + SC + AIR PACK X CALL AND DO Failure ON FWS + PACK “MASTER CAUTION, AIR PACK Announciation VALVE FAULT (LOCAL ON FWS” ALERT) MASTER CAUTION PB ..........DEPRESS AFTER ASSOCIATED X CALL PANEL AND SD PAGE X CALL “PACK VALVE 2 FAULT” CHECK “CHECK” X COMMAND System check “CHECK SYSTEM” X DO and Failure SD PAGE ..........................DISPLAYED identification CIRCUIT BREAKER ...................CHECK ACCORDING TO QRH X CALL POLICY, IF NO “PACK VALVE 2 RESET?” ABNORMAL CONDITIONS NOTED X DO AND CALL PACK VALVE 2 ..................POINTED AT WITH FINGER “PACK VALVE 2?” X DO AND REPLY ITEM POINTED AT BY PM .........CHECK “CONFIRMED” X DO AND CALL PACK VALVE 2 ...........OFF (FOR 3 SEC) “OFF” PACK VALVE 2 ..............................ON “ON” PACK VALVE 2 FAULT X CALL Failure CONFIRMED “SYSTEMS CHECKED, PACK VALVE 2 Confirmation X COMMAND FAILURE CONFIRMED” “SINGLE PACK VALVE FAULT CHECKLIST, RADIO MY SIDE” PM READS AND X READ, DO AND CALL Checklist EXECUTES C/L “PACK VALVE AFFECTED SIDE OFF” Completion DISPLAYED ON EWD PACK VALVE 2 ..................POINTED AT UNDER PF CONTROL WITH FINGER X DO AND REPLY “PACK VALVE 2?” ITEM POINTED AT BY PM .........CHECK “CONFIRMED” X DO AND CALL PACK VALVE 2 .............................OFF “OFF” X CALL X REPLY “AVOID LARGE QUICK POWER “CHECK” CHANGES AT HIGH ALTITUDES”

Flight events PF PMPM READS AND X CALL Checklist EXECUTES C/L “LIMITATIONS: Completion DISPLAYED ON EWD MAXIMUM FLIGHT LEVEL 200/MEA” UNDER PF CONTROL X REPLY (CONT’D) “CHECK” X CALL “SINGLE PACK VALVE FAULT C/L COMPLETED PENDING STATUS”PM CHECK FOR INOP X CALL Reading of FUNCTIONS IN “CHECK STATUS” X CALL status Inop STATUS PAGE AND “STATUS PACK FAULT functions READ IT NO INOP FUNCTIONS” WHEN ABLE, PF X CALL Assessments ASSESSES THE “READY FOR ASSESSMENT?” SITUATION X CALL “GO AHEAD” X CALL FACT “WE HAVE A PACK VALVE 2 FAILURE. FUEL OK, DC/AC OK, HYD OK, AIR: REMAINING ONLY LEFT SIDE CIRCUIT. OPTIONS (operational)“FL LEVEL IS LIMITED, LARGE & QUICK POWER CHANGES AVOIDED. DESTINATION AIRPORT IS MAINTAINED”. OPTIONS (commercial)“CABIN TEMPREATURE MAY INCREASE” RISK “NO SPECIFIC RISK TO CONTINUE TO DESTINATION”PF SUGGESTS A X CALL Decision DECISION TO CM1 DECISION “I SUGGEST THAT WE CONTINUE TO DESTINATION AND WRITE IT DOWN IN MAINTENANCE LOG.” EXECUTION Information “NOBODY NEEDS TO BE INFORMED EXCEPT COMPANY, IF YOU AGREE. CONTACT DISPATCH TO INFORM ABOUT MALFUNCTION.” CAPTAIN X CALL “I AGREE” X CALL “CLEAR FWS, RADIO YOUR SIDE” X DO AND CALL CLR PB ...............................DEPRESS “FWS CLEARED” STATUS will be used to prepare and adjust arrival briefing to aircraft state.

METHODOLOGY 16. FLOWSDuring their mission, crew members have several sequences of tasks to perform. These sequences are defined by the manufacturer to: • Fit the design of the aircraft, • Prioritize the tasks, • Organize the workload on board. When a sequence of tasks is necessary to complete the requirements of a flight phase, they are organized in Standard Operational Procedures (SOPs). Example: Before Take-Off Procedure In order to achieve the procedures, the SOPs tasks are organized in an ergonomic and logical order with regards to the instruments and the systems the pilots have to use. The physical progression to achieve this procedure is called “Flow”.The completion of these flows facilitates the pilot activity and the memorization of the procedures.

1 - FLY, NAVIGATE, COMMUNICATE - IN THIS ORDER AND WITH APPROPRIATE TASKSHARING • Fly the aircraft • Don’t allow anything to distract you from your role as PF or PM • PM must ACTIVELY MONITOR the flight parameters and highlight any excessive deviation • Both pilots must maintain their Situationnal Awareness and immediately resolve any uncertainty as a crew. 2 - USE THE APPROPRIATE LEVEL OF AUTOMATION AT ALL TIME • The appropriate level of automation depends upon the situation and the task. Pilot judgement prevails, including selecting manual flight. • Understand the implication of the intended level of automation.• Select the intended level.• Confirm the expected aircraft reaction.## 3 - UNDERSTAND YOUR FMA AT ALL TIMES • Monitor your FMA • Announce your FMA • Confirm your FMA • Understand your FMA.## 4 - TAKE ACTION IF THINGS DO NOT GO AS EXPECTED • By PF changing the level of automation.• By PF reverting to manual flight.• By PM taking action, actively monitoring and more!- Question- Challenge- Take-over 17.

AUTO FLIGHT CONTROL SYSTEM (AFCS)¶

AP/FD USE PHILOSOPHY¶

The Auto Pilot (AP) and the Flight Director (FD) assist the flight crew to fly the aircraft within the normal flight envelop in order to: – Optimize performance at take-off, go-around, climb, or descent.– Follow ATC clearance – Fly the aircraft with very high accuracy in approach. AP takes over routine tasks, giving PF the necessary time and resources to assess the overall operational situation. FD provides adequate attitude or flight path orders, enabling the PF to accurately handle the aircraft. IMPORTANT: WHEN THE AP IS NOT REQUIRED (low workload or no airspace requirements), PILOTS ARE ENCOURAGED TO EXERCISE MANUAL FLYING SKILLS. AP USERefer to AFM limitations, that can differ according to avionics version. FD USEWhen AP is not used, PF should follow the FD bars guidance or remove FD bars display (use STBY on FGCP). AP/FD MAIN INTERFACES There are 4 main AP/FD interfaces: – FGCP (Flight Guidance Control Panel)– ICP (Index Control Panel)– FMA (Flight Mode Annunciator)– MCDU (Multi Control Display Unit)

FGCP/ICP MCDU Short-term interface Long-term(1) interface Should be used to select Should be used to prepare lateral or vertical navigation or ATC constraints, heading, to preset speeds for the next altitude or speed. phase of flight.(1) Except DIR TO which can be considered as a short term action. TASK SHARING AND COMMUNICATION FGCP Inputs MCDU Inputs Are performed by: Are performed by:– PF when the AP is ON – PF when the input has an operational benefit – PM on request from PF when AP is and can be done quickly. OFF Example: DIR TO, activation of SEC – AP can be set on by PF F-PLN, speed or Alt constraint, Enable All FGCP inputs must be called Alternate. – PM on PF request. (decrease PF workload).All FGCP inputs must be checked by the Before pressing the “EXEC” key, the input must PF on the FMA. be cross checked by the other crew followed by a “CHECK” call. PM must cross-check FMA, PFD followed by a “CHECK” call. FGCP (FLIGHT GUIDANCE AND CONTROL PANEL)

ICP (INDEX CONTROL PANEL) MCDU (MULTI CONTROL DISPLAY UNIT)It is recommended to anticipate flight plan updates on the FMS by preparing the Secondary Flight Plan: – Diversion after Take Off – Any other situation when a secondary F-PLN can be useful. FMA: (FLIGHT MODE ANNUNCIATOR)Icing Status | Lateral Modes | Vertical Modes | AP/FD status| Engaged / Hold Modes || Armed Modes |xxxxxxxxxxxxxx ABNORMAL MESSAGES xxxxxxxxxxxx A vertical or lateral mode is green boxed for 7 seconds to indicate a mode change. A STAR (*) is displayed next to VOR, LOC, BC, ALT, GS while capturing the mode. Note: during the first seven seconds, is displayed. IMPORTANT: KNOW YOUR FMA AT ALL TIME.

The AP/FD modes are: Lateral modes Vertical modes Common modes Basic Upper Basic Upper HDG HOLD HDG SEL PITCH HOLD IAS GA ROLL HOLD VOR VOR VS WING LVL LOC LOC ALT SEL ALT BC BC GS GS LNAV LNAV VNAV modes are: Lateral Upper Vertical Upper VNAV ALT VNAV ALT VNAV IAS VNAV IAS V-FP V-FP VNAV VS VNAV PATH NOTE: In case of automatic mode reversion, a triple click aural warning is triggered: the crew must immediately check the FMA and take appropriate actions. 17. 2.

ATR TRAINING CENTER FLIGHT GUIDANCE PHILOSOPHY¶

The mode choice is a strategic decision that is taken by the PF. The modes can be automatically or manually selected. Auto Mode Manual Mode or To fly along the pre-planned F-PLN For Specific ATC requests entered in the MCDU Whenever the autopilot is engaged, PF sets the AFCS. As with all allocation of duties, in case of high workload, actions may be delegated to PM. When the autopilot is off, PF orders PM to set AFCS. E. g. Set HDG 250. The only exception is following go-around, where PM is authorized to set AFCS to an appropriate mode after landing gear selected up without specific order from PF. The heading bug is generally centered on the aircraft heading in LNAV and V/LOC modes. On approaches linked to STAR, it is recommended to set the heading bug to runway heading when cleared for approach to aid situation awareness. Only changed and new modes are announced. Announce the parameter first and the value second (some examples: “heading 120”, “speed 170 magenta”, “course 324”, “VS -700”) Settings are announced after they have been set, not while the selector is still in motion or the value is being changed. Announce lateral modes first, vertical modes second (for example “HDG SEL, IAS”)Announce active modes first, armed modes second (for example: “VNAV IAS green, VNAV ALT blue”)When setting mode, announce which button was pressed and read the FMA (examples: “APP mode set, LOC blue, GS blue”, “NAV mode set”, “Autopilot ON, AP green”)

The pilot pressing the buttons makes the callout, the other pilot reads own side FMA before announcing “check”. The only exception is for modes that capture without any particular button pressed (ALT, ALT, LOC, LOC, GS, GS, etc.) They are announced by PF with PM crosscheck.– CLIMB MODE (AP ON)LNAV ALT AP FD LNAV VNAV AP FD LNAV ALT AP FD LNAV ALT AP FD IAS ALT SEL 2 1 Flight events PF PM CLEARED TO FL 180 X DO FGCP: ALT .............SELECT FL 180(1)FGCP: VNAV ..........................SET(2)X CALL “FL180, VNAV IAS, 170 MAGENTA, ALT SEL BLUE” X CALL “CHECK” ALT* X CALL “ALT STAR” X CALL “CHECK” ALT X CALL “ALT GREEN” X CALL “CHECK”

– DESCENT MODE (AP ON) LNAV ALT AP FD LNAV VNAV AP FD LNAV ALT AP FD LNAV ALT AP FD PATH ALT SEL 2 1 Flight events PF PM CLEARED TO FL 060 X DO FGCP: ALT ............SELECT FL 060(1)FGCP: VNAV .....................SELECT(2)X CALL “FL60, VNAV PATH, ALT SEL BLUE” X CALL “CHECK” ALT X CALL “ALT STAR” X CALL “CHECK” ALT X CALL “ALT GREEN” X CALL “CHECK”

– LATERAL MODE (AP ON) (F-PLN INTERCEPTION)HDG ALT AP FD HDG ALT AP FD LNAV ALT AP FD SEL SEL LNAV 2 3 1 Flight events PF PM CLEARED TO X DO HEADING 060 FGCP: HDG SEL .........SELECT 060(1) FGCP: SOURCE ..................CHECK(2)FGCP: NAV ...........................ARM(3)X CALL “HDG SEL 060, LNAV BLUE” X CALL “CHECK” LNAV X CALL “LNAV GREEN” X CALL “CHECK”

FLAPS OPERATION¶

ATR 72 ATR 42For system use in normal operations, any setting change must be performed through the cross control concept: PF: orders the system action. PM: performs the action and announces the configuration when the setting is in compliance with the system indicator Flaps manoeuvers are always ordered by PF and performed by PM. PM checks the speed before each configuration change then performs the task and announces the new configuration. Example: Flight events PF PM FLAPS EXTENSION X COMMAND “FLAPS 15” X CALL “SPEED CHECK” X DO FLAPS ........................................15° FLAPS 15° INDICATED X CALL ON EWD “FLAPS 15” X CALL “CHECK” NOTE: During deceleration, when target speed is manually selected, select new speed only when the new configuration is obtained.

LANDING GEAR OPERATION¶

For system use in normal operations, any setting change must be performed through the cross control concept: PF: orders system action. PM: performs the action and announces the configuration when the setting is in compliance with the system indicator Gear manoeuvers are always ordered by PF and performed by PM. PM checks the speed before each configuration change then performs the task and announces the new configuration. Example: Flight events PF PM LANDING GEAR X COMMAND EXTENSION “GEAR DOWN” X CALL “SPEED CHECK” X DO LANDING GEAR ......................DOWN PWR MGT ....................................TO TAXI & T. O LIGHTS.........................ON LDG GEAR 3 GREEN X CALL LIGHTS “GEAR DOWN” X CALL “CHECK”

ALTIMETER20. 1.

ALTIMETER TAPE¶

ALTIMETER SETTING¶

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 Flight events PF PM QNH SETTING COMMAND “SET QNH” ▶DO ▶DO QNH 1015 ............................SET QNH 1015 ............................SET ▶CALL “1015 SET” DESIRED ALTITUDE ▶CALL “PASSING XXXX FT, NOW” ▶CHECK “CHECK” IF DIFFERENCE LESS THAN 50 FEET OR “ ± XX FT” IF DIFFERENCE MORE THAN 50 FEET * XXXX is the altimeter value: • expressed in feet for QNH setting.• expressed in Flight Level for standard setting. For each flight phase, the altimeter setting must be in compliance with the following table. Note: Settings may vary, depending on prevailing local regulations.

ALTIMETERS FLIGHT PHASE CAPTAIN STANDBY FIRST OFFICER From ground till QNH QNH QNH cleared to FL (departure airport) (departure airport) (departure airport) From climb to FL till cleared QNH STANDARD STANDARD down to altitude Regional QNH QNH QNH Cleared to altitude (arrival airport) (arrival airport) (arrival airport) 20. 3.

DH/MDA SETTING¶

– DH/MDA is set via the ICP by the PF. – The DH/MDA is cross checked on the ADI.– 2D approaches are carried out using the CDFA technique, a 30 ft add-on to the published MDA is used.– DH is only set for CAT II.## 44 .

SPEED INDICATOR¶

SPEED BUGS¶

Speed bugs are displayed and updated depending on the flight phase, the aircraft configuration and the atmospheric conditions. They are references for the speed management. VMIN OPS is the minimum operational speed, and depends on the flight phase. Take-off & Climb - Cruise -Flight Phase Approach Approach Approach Approach Go-around Descent Aircraft Flaps 15 Flaps 0 Flaps 15 Flaps 30 Flaps 25 Flaps 35 configuration V V V V V V V MIN OPS 2 MIN mLB0 mHB 15 mHB 30 mHB 25 mHB 35 FLIGHT ENVELOP 006-24 NORMAL PROCEDURES GENERAL PROCEDURES SEPTEMBER 25 & POLICIES 42-600 72-

TAKE-OFF / FLAPS 15° NOTE: In icing conditions, VmLB0 (white bug) is not displayed. CLIMB - CRUISE - DESCENT / FLAPS 0°

APPROACH / FLAPS 15° FINAL APPROACH / FLAPS 30°In case of GO AROUND the VmHB15 is not the Flaps retraction speed from F30 to F15. The flaps retraction speed is lower as the Flaps 30 can be retracted at the VmLB15.

GO-AROUND / FLAPS 15°

TARGET SPEED¶

The target speed is automatically managed by the FMS (ICP SPEED: AUTO), It may be manually selected (ICP SPEED: MAN) depending on the flight phase, the aircraft configuration and the atmospheric conditions. 182 182 Speed auto value is always displayed on VNAV 1/2 page as TGT IAS

BASIC FLIGHT SPEED AUTO CHANGE CONDITIONS

Basic Flight speed auto change conditions

Basic Flight speed auto change condit Aio LnT sSEL equals ALT SEL below

current altitude current altitude APPROACH

speeds Automatically / manually ALT SEL equals ALT SEL below activated

PWR MGT CLB current altitude current altitude F15 42-600 F30/F35 CRZ DEASPPROACH F25

speeds Automatically1 7/ 0manually PWR MGT C1L6B0/170

CRZ DES activated

F15 140

42 F

-2 6

5 0042 1

-3 60

5 0

F30/F35 170 V

V 2 + 5 160/170 140 42 1 - 3 60 5 0 A P P V

2 + 5 A P P V : speed auto change point

CRZ: max cruise, LRC or pilot selected speed DES: cruise speed for new selected altitude

VAPP: VMHB30/35+wind factor : speed auto change point

CRZ: max cruise, LRC or pilot selected speed DES: cruise speed for new selected altitude

VAPP: VMHB30/35+wind factor CRUISE CLIMB, DESCENT AND LEVEL OFF SPEED AUTO CHANGE CONDITIONS

Cruise climb, descent and level off speed auto change conditions Cruise climb, descent andA Ll Te v SeElL oefqfu aslsp eed autoA Lc Th Sa EnLg bee locwo nditions

current altitude current altitude ALT SEL equals ALT SEL below

current altitude current altitude CRZ ALT SEL equals

ALT SEL above current altitude current altitude

D E

0 S 7

1 0/ CRZ ALT SEL equals

ALT SEL above 1 6 current altitude current altitude D CRZ

E CRZ 0 S

7 1

0/ 6

1 : speed auto change point

CRZ CRZ: max cruise, LRC or pilot selected speed

CRZ DES: cruise speed for new selected altitude

speed auto change point CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude Engine flameout at take-off (normal conditions) speed auto change conditions

ALT SEL equals APPROACH current altitude speeds activated

Engine flameout at take-off (normal conditions) speed auto change conditions F15

ALT SEL equals APPROACH## 50 ALT Fc Ourre Rnt Talt Ritu AdeININs Gpe e Ods Nac Ltiv Yated VMLB0 170 F30/F35

F15 ALT

140 PWR MGT: MCT

VFTO VMLB0 170 F30/F35 PWR

I M

A G

S T: TO

V 2 + 5

PWR M IA

G S

T: MCT## 140 VG MA V

iA n

PP VFTO

PWR I

MA G

S T: TO

V 2 + 5

IAS VG M

A V

iA n

PP : speed auto change point

speed auto change point Engine Fire at take-off (normal conditions) speed auto change conditions

ALT SEL equals current altitude

Engine Fire at take-off (normal conditions) speed auto change conditions ALT SEL

equals current altitude PWR MGT MCT Continue as for

VMLB0 Engine flameout

PWR MGT MC V

TFTO VMLB0

Continue as for Engine flameout

5 V

2 + VFTO 5

+ V 2 : speed auto change point

speed auto change point Engine flameout in cruise (icing conditions)

Engine flameout in cruise (icing conditions)ENG OUT ALT SEL with MCT set below current altitude F15

ENG OUT ALT SEL with MCT set below current altitude F15

CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing

speed auto change point VmLB15 icing: drift-down speed

speed auto change point VmLB15 icing: drift-down speed

Single engine go-around NORMAL CONDITIONS VFGA VFGA

Single engine go-around NORMAL CONDITIONS ALT V VFGA PL NOTCH VFGA

A ALT MCT V G M in P P G A F IA L S APS 0 VFGA

A V V PL NOTCH

A MCT V G M in P P G A F IA L S APS 0 VFGA

A V G/A pushbutton

G/A pushbutton : speed auto change point : speed auto

speed auto change point : speed auto

Single engine go-around ICING CONDITIONS VFGA

Single engine go-around ICING CONDITIONS ALT VFGA VFGA V VFGA

V G M in A P P G A ALT VFGA P M L C N T OTCH VFGAA V IAS V

M A P PL NOTCH V GinP

GA MCTA V IAS G/A pushbutton

G/A pushbutton : speed auto change point : speed auto

speed auto change point : speed auto

Basic Flight speed auto change conditions

ALT SEL equals ALT SEL below Basic Flight speedc uarruentto a ltitude current altitude

APPROACH change conditions

speeds Automatically / manually activated

PWR MGT CLB F15 42-600 F30/F35 CRZ DES F25

ALT SEL equals ALT SEL below current altitude current altitude

170 160/170 speeds Au A t P o P m R a O tic A a C lly H / manually

140## 42 1 - 3 60 5 0 activated

PW V

2 + R 5 MGT CLB CRZ DES F15 42 F - 2 6 5 00 F30/F3V5 A P P 170

160/170 140

42 1 - 3 60 5 0## 2 + 5 C R Z : : s m pe a e x d c r a u u i t s o e , c h LR an C g o e r p p o i i l n o t t selected speed V A P P V

DES: cruise speed for new selected altitude VAPP: VMHB30/35+wind factor

speed auto change point CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude VAPP: VMHB30/35+wind factor

Cruise climb, descent and level off speed auto change conditions ALT SEL equals ALT SEL below

current altitude current altitude Cruise climb, descent and level off speed auto change conditions

CRZ ALT SEL equals ALT SEL above ALT SEL equals ALT SEL below current altitude

current altitude current altitude current altitude D

E 0 S

7 1

0/ 6

1 NORMAL PROCEDURES CRZ

GENECRRZ AL PROCEALDT SEUL eq Rua C l Es R ZS SEPTEMBER 25

ALT SEL above current altitude & POLICIES

current altitude D

E## 1 7 0 : speed auto cha Snge point 0/ CRZ: max cruise, LRC or pilot selected speed

6## 1 DES: cruise speed for new selected altitude CRZ

ENGCIRNZE FLAMEOUT AT TAKE-OFF (NORMAL CONDITIONS) SPEED AUTO CHANGE CONDITIONS

speed auto change point CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude Engine flameout at take-off (normal conditions) speed auto change conditions

ALT SEL equals APPROACH current altitude speeds activated

F15 Engine flameout at take-off (normal conditions) speed auto change conditions

ALT VMLB0 170 F30/F35

ALT SEL equals APPROACH current altitude speeds activated

F15 140

PWR MGT: MCT VFTO

PWR I

MA G

S T: TO

V 2 + 5

ALT IAS VMLB0 170 F30/F3V5

G M

A V

iA n

PP 140

PWR MGT: MCT VFTO

PWR I

MA G

S T: TO

V 2 + 5

I A S : speed auto change point VG M

A V

iA n

PP : speed auto change point

ENGINE FIRE AT TAKE-OFF (NORMAL CONDITIONS) SPEED AUTO CHANGE Engine Fire at take-off (normal conditions) speed auto change conditions

CONDITIONS ALT SEL

equals current altitude Engine Fire at take-off (normal conditions) speed auto change conditions

PWR MGT MCT Continue as for VMLB0

ALT SEL Engine flameout equals current altitude

VFTO PWR MGT MCT Continue as for

VMLB0## 5 Engine flameout +

2 V

VFTO : speed auto change point

5 +

2 V

speed auto change point Engine flameout in cruise (icing conditions)

Engine flameout in cru EiNs Ge O(i UcTing conditions) ALT SEL

with MCT set below current altitude F15 CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing

ENG OUT ALT SEL with MCT set below current altitude F15

CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing : speed auto change point

VmLB15 icing: drift-down speed : speed auto change point

VmLB15 icing: drift-down speed Single engine go-around NORMAL CONDITIONS

VFGA VFGA ALT

Single engine go-around NORMAL CONDITIONS V PL NOTCH

A MCT V G A M in P P V G A VFGA F IA L S APS 0 VF V G F A GA

ALT V PL NOTCH

G/AA pushbutton MCT V G M in P P G A F IA L S APS 0 VFGA

A V : speed auto change point

speed auto G/A pushbutton

speed auto change point : speed auto

Single engine go-around ICING CONDITIONS VFGA

ALT VFGA VFGA

Single engine go-around ICING CONDITIONS V

M A P PL NOTCH V GinP

GA MCTA V VFGAIAS ALT VFGA

VFGA V

G M

/AA P

pushbutton PL NOTCH

V GinP G

A MCTA V IAS : speed auto change point

speed auto G/A pushbutton

speed auto change point : speed auto

Basic Flight speed auto change conditions

ALT SEL equals ALT SEL below current altitude current altitude

APPROACH speeds Automatically / manually

activated PWR MGT CLB F15 42-600 F30/F35

CRZ DES F25 170

160/170 140

42 1 - 3 60 5 0 V

2 + 5 A P P V

speed auto change point CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude VAPP: VMHB30/35+wind factor

Cruise climb, descent and level off speed auto change conditions ALT SEL equals ALT SEL below

current altitude current altitude CRZ ALT SEL equals

ALT SEL above current altitude current altitude

D E

0 S 7

1 0/

6 1

CRZ CRZ

speed auto change point CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude Engine flameout at take-off (normal conditions) speed auto change conditions

ALT SEL equals APPROACH current altitude speeds activated

F15 ALT

VMLB0 170 F30/F35 140

PWR MGT: MCT VFTO

PWR I

MA G

S T: TO

V 2 + 5

IAS VG M

A V

iA n

PP : speed auto change point

Engine Fire at take-off (normal conditions) speed auto change conditions ALT SEL

equals current altitude PWR MGT MCT Continue as for

VMLB0 Engine flameout

VFTO 5

+ 2

V NOR M : Asp Lee dP a Rut Oo c Cha Eng De p Uoin RtES

GENERAL PROCEDURES SEPTEMBER 25

& POLICIES

ENGINE FLAMEOUT IN CRUISE (ICING CONDITIONS)Engine flameout in cruise (icing conditions)ENG OUT ALT SEL with MCT set below current altitude F15

CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing : speed auto change point

VmLB15 icing: drift-down speed Single engine go-around NORMAL CONDITIONS

VFGA VFGA ALT

V PL NOTCHA MCT V G M in P P G A F IA L S APS 0 VFGA

A V G/A pushbutton

speed auto change point : speed auto

Single engine go-around ICING CONDITIONS VFGA

ALT VFGA VFGA

52 V

M A P PL NOTCH V GinP

GA MCTA V IAS G/A pushbutton

speed auto change point : speed auto

Basic Flight speed auto Basic Flight speed auto

change conditions change conditions

ALT SEL equals ALT SEL below ALT SEL equals ALT SEL below

current altitude current altitude current altitude current altitude

APPROACH APPROACH

speeds Automatically / manually speeds Automatically / manually

activated P P W W R R M M G G T T C C L L B B C C R R Z Z D D E E S S activated F F 1 1 5 5 4 4 2 2 F F - - 2 2 6 6 5 5 0 0 0 0 F F 3 3 0 0 / / F F 3 3 5 5

1 1 6 6 0 0 / / 1 1 7 7 0 0 1 1 7 7 0 0 1 1 4 4 0 0 4 4 2 21 1 - -3 3 6 6 0 05 5 0 0 V

V 2 2 + + 5 5 V A A P P P P V

speed auto change point : speed auto change point

CRZ: max cruise, LRC or pilot selected speed CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude DES: cruise speed for new selected altitude

VAPP: VMHB30/35+wind factor VAPP: VMHB30/35+wind factor

Cruise climb, descent and level off speed auto change conditions Cruise climb, descent and level off speed auto change conditions

ALT SEL equals ALT SEL below ALT SEL equals ALT SEL below

current altitude current altitude current altitude current altitude

CRZ ALT SEL equals ALT SEL above CRZ A c L u T r r S en E t L a e lt q it u u a d l e s

A c L u T rr e S n E t L a a lt b itu o d ve e current altitude current altitude 0 D D E E S

0/1## 17 70 S 16

60/ 1

CRZ CRZ

speed auto change point : speed auto change point

CRZ: max cruise, LRC or pilot selected speed CRZ: max cruise, LRC or pilot selected speed

DES: cruise speed for new selected altitude DES: cruise speed for new selected altitude

Engine flameout at take-off (normal conditions) speed auto change conditions Engine flameout at take-off (normal conditions) speed auto change conditions

ALT SEL equals APPROACH ALT SEL equals APPROACH

current altitude speeds activated current altitude speeds activated

F15 F15

ALT ALT

VMLB0 170 F30/F35 VMLB0 170 F30/F35

VFTO P P W W R R M M G G T T : : M M C C T T## 1 14 40 0

VFTO P P W W R R I I M M A A G G S S T T : : T T O O V V2 2+ +5 5 I I A A S S V V G G M M A A V V i i A A n n P P P P

speed auto change point : speed auto change point

Engine Fire at take-off (normal conditions) speed auto change conditions Engine Fire at take-off (normal conditions) speed auto change conditions

ALT SEL ALT SEL

equals current altitude equals current altitude

PWR MGT MCT Continue as for PWR MGT MCT V V M M L L B B 0 0 E C n o g n in ti e n u fl e a m as e o fo u r t

Engine flameout V V F F T TO O

5 V2

2+ +5

V : speed auto change point

speed auto change point Engine flameout in cruise (icing conditions)

Engine flameout in cruise (icing conditions)ENG OUT ALT SEL ENG OUT ALT SEL

with MCT set below current altitude F15 with MCT set below current altitude F15

CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing CRZ VMLB0 icing +10 VMLB0 icing VmLB15 icing

speed auto change point : speed auto change point

VmLB15 icing: drift-down speed VmLB15 icing: drift-down speed

SINGLE ENGINE GO-AROUND Single engine go-around NORMAL CONDITIONS

Single engine go-around NORMAL CONDITIONS VFGA VFGA

ALT VFGA VFGA ALT

V VG GA M Mi i n n V VA

AP PP P VG GA A P

M F I P M

F I A AL L L L

C C

S SA A N N

T T

P P O O

S S T T

0 0 C C H H

V V F F G G A AA V G/A pushbutton

G/A pushbutton : speed auto change point

speed auto change point : speed auto

speed auto Single engine go-around ICING CONDITIONS
Single engine go-around ICING CONDITIONS VFGA
ALT VFGA VFGA ALT VFGA VFGA
VFGA V
V V G G A M M i i n n V A A P P P P V G G A A P M P M IA L L C C S N N T TO O T T C C H HA V IAS G/A pushbutton
G/A pushbutton : speed auto change point: speed auto change point : speed auto; speed auto 22.

TORQUE INDICATOR¶

The objective torque is automatically calculated by the MPC / AFDAU, depending on the atmospheric conditions and/or the temperature manually set in the VCP-PERF TAT page. The calculated values are the same as the QRH tables. 22. 1.

TAKE-OFF BUGS¶

Take-off Objective Torque RTO Objective Torque The take-off and reserve take-off torques can also be read in the QRH, Ops Data part. 22. 2.

CRUISE BUGS¶

The cruise torque can also be read in the QRH, Ops Data part. Cruise Objective Torque

APPROACH / GO-AROUND¶

GA Objective Torque GA Objective Torque Approach phase Go-around phase The go-around torque can also be read in the QRH, Ops Data part.

TORQUE PRESET¶

For the following conditions, this table shows the best torque presets. Precise torque values will vary depending on aircraft weight and outside conditions but differences will be minimal. Do not forget that Np modifies the torque for a given PL angle. NP = 82% Level flight Approach 3°(1)Speed (kt) 170 140 VAPP Gear UP DOWN DOWN 42 600 0 15 35 Flaps 72 600 0 15 30 Torque (%) 45 45 25 All engines 42 600 +3 0 –3 Pitch (°) 72 600 +3 +1 0 Torque (%) 75 75 50 Single engine 42 600 +3 0 –3 Pitch (°) 72 600 +3 +1 -1 (1) For flight profiles other than standard 3° approach, use the following corrections to maintain the required flight path angle:±3% TQ <=> ±1% slope ±5% TQ <=> ±1° slope ±5% TQ <=> ±10 Kt wind component

FMS INITIALIZATION¶

FMS FLOWS During the final cockpit preparation the PF must perform the FMS initialization and programming. This can be done in different ways. For training purpose, ATR training center recommends to sequence actions as follow:## 1 WEIGHT## 2 PERF INIT## 3 FPLN INIT## 4 PROG 1## 5 PERF CRZ & APPROACH## 6 VNAV 2/2 1 2 3 INIT page is the reference page for the initial programming

1 Set estimated ZFW, FOB and Fuel reserve. Do not 2 Enter the Cruise Altitude, the Alternate Airport and the insert expected CG. Cruise Altitude to Alternate airport. 3 Enter the flight plan route and a secondary flight plan 4 Cross check total distance of the flight plan with if necessary planned route, and estimated fuel remaining. 6 VNAV 2 set SAT and QNH of departure airport. Check destination elevation and set AUTO PRESS## 5 PERF CRUISE page: Insert wind profile along the flight plan route if required. PERF APPROACH page: Insert wind of departing airport. 58 . BRIEFINGS24. 1.

DEPARTURE BRIEFING¶

1 All departure settings must be ready before PF performs the briefing. 2 Threats and associated countermeasures listing • Threats linked to weather analysis for all flight phases. Hazardous phenomena (Icing, thunderstorm, turbulence…)• NOTAMs • Aircraft status. 3 Taxi • Expected Taxi out • Runway in use and expected holding point.## 4 Take-off Performance • Limitation type, bleeds ON or OFF, power setting (Boost, RTO). DEPARTURE CHART## 5 Jeppesen chart n° and date## 6 Departure procedure name## 7 MSA. If not on chart, check on Radar Minimum Altitude chart or on Final approach chart. 8 Flight path description routing, 1st altitude or FL with crosscheck with FMS. PF read SID inserted on FMS with Speed and Alt. constraints. PM crosscheck with departure chart. 9 Single engine flight path : refer to SPS EOSID.## 10 Open questions                                                                                                                                                                                                                                                                                                                                                                                                                                  NORMAL PROCEDURES GENERAL PROCEDURES SEPTEMBER 25 & POLICIES 5 8 6 Example: CM2 is PF. 1 “ARE YOU READY FOR THE DEPARTURE BRIEFING?”## 2 PF : WHAT THREATS DID YOU IDENTIFY FOR TAKE OFF? PM : I IDENTIFIED ICING CONDITIONSPF : OK I ALSO IDENTIFIED CROSSWIND TAKE OFF. THREATS REVIEW, TAKE OFF ICING CONDITIONS, CROSSWIND 15 KNOTS. ICING SPEED AND ANTI-ICING SYSTEM ON BEFORE TAXI, CROSSWIND FROM THE RIGHT. TAKE OFF BRIEFING WILL RECALL CROSSWIND TAKE OFF TECHNIQUE 3 “WE EXPECT TAXI OUT VIA PAPA, RUNWAY 23 FULL LENGHT”## 4 “TAKE-OFF, ANTI-ICING ON.”## 5 “CHART 10-3A, VALID FROM MAY 4TH.”## 6 “DEPARTURE IS SAU 4P.”## 7 “MSA IS 2100 FT” (Set ALT SEL or Set SID or MSA constraint)## 8 (PF read FMS on FPLN Page - PM crosscheck with SID JEPPESEN chart)DEPARTING FROM LFBD RUNWAY 23, VIA SAU 4P DEPARTURE, AFTER TAKE OFF BD230, MAX SPEED 250KNOTS, THEN BD 933 ALTITUDE 5000 FEET OR ABOVE, BD935, THEN SAU, INITIAL CLIMB FL70. 9 “IN CASE OF ENGINE FAILURE, REMAIN ON SID AND RETURN TO LFBD OR DIVERT TO XXXX.” 10 “ANY QUESTIONS? DEPARTURE BRIEFING COMPLETE.”

8 FMS BRIEFING Example Briefing The following pages give an example of how to perform the FMS briefing (PF) and how to monitor the FMS briefing (PM). The PF should read the text shown in the blue box, for example: “Departing from LFBD runway 23”The FMS screens and Jeppesen charts are highlighted with red circles to indicate where the information is found to perform and monitor the briefing. Additional information is shown in the amber box to explain certain aspects of the FMS or Jeppesen codes. Pilot Flying “Departing from LFBD runway 23” Pilot Monitoring Pilot Flying “Via SAU 4P departure” Pilot Monitoring Pilot Flying “After take off BD230, maximum speed 250Kts” Pilot Monitoring

Pilot Flying “BD933 at 5000FT or above”The FMS creates a specific heading to join the waypoint BD933, whereas the Jeppesen chart leaves the choice of heading open to pilot discretion according to speed and wind conditions. Pilot Monitoring Pilot Flying “BD935” Pilot Monitoring Pilot Flying “then SAU initial climb FL 70” Pilot Monitoring

DEPARTURE CLEARANCE¶

When departure clearance is obtained, you must check its consistence and compliance with inserted SID:– Is cleared SID in compliance with the prepared one? – Is the altitude clearance selected and crosschecked on PFD(s)? – Is the transponder code set? If no clearance amendment is received, PF calls: “NO CHANGE”If clearance is amended, modify FMS FPLN and perform a new briefing. 24. 3.

TAKE-OFF BRIEFING¶

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

1 “ARE YOU READY FOR TAKE-OFF BRIEFING?”## 2 “TAKE-OFF RUNWAY 23, WEIGHT 22 TONS, V1 111 KT, ICING CONDITIONS WITH CROSSWIND FROM THE RIGHT I’LL PUT THE CONTROL WHEEL INTO THE WIND.” 3 “ANY FAILURE BEFORE V1, YOU CALL “STOP” AND YOU STOP THE AIRCRAFT IF FAILURE AFTER V1, I CONTINUE ON SID, ACCELERATION ALTITUDE 1000 FT, MSA 2100 FT AND WE COME BACK OR WE DIVERT TO XXXX.”## 4 “ANY QUESTIONS? TAKE-OFF BRIEFING COMPLETE.” 24. 4.

ARRIVAL BRIEFING¶

1 All settings must be performed before PF’s arrival briefing. 2 THREATS AND ASSOCIATED COUNTER MEASURES LISTING • Threats linked to weather analysis for approach actual and forecast weather, normal or icing atmospheric conditions • Aircraft status: MEL items, En-route failure(s) • NOTAMs / ATIS: airport equipments failures, anticipate runway assignments changes & unexpected closure. • Landing weight, runway in use: landing limitation and approach climb limitation if any.## 3 MCDU ARRIVAL PAGE • Airport, APP, STAR, VIA, TRANS, Required Navaid Frequency

5 APPROACH CHART 4## 4 J eppesen chart n° and date## 5 T ype of approach procedure and MCDU crosscheck 11## 6 M SA/TAA according to inbound sector 6## 7 M CDU PROG PAGE check TOD, Holding time and Fuel 8 MCDU FPLN PAGEFrom points 9 to 12 : 9PF read STAR inserted on FMS with Alt and speed constraints 6 PM crosschecks with the Arrival and Final charts## 9 F light path description## 10 F inal Approach Segment: procedure minimum altitude, distance and stabilization point 10 12 11 Missed approach procedure, and acceleration altitude 12 Minima. Check that MDA is set on PFD(s).Actual and forecast weather at destination: visibility / RVR compared to minima Stabilization objective ( AUTO PRESS + 1000)## 13 Energy Management Aircraft configuration 8Nm from threshold. Speed reduction as per aircraft.## 14 Extraction if RNP approach## 15 TAXI • Taxi in description 16 O pen Questions Example: CM2 is PF. 1 “ARE YOU READY FOR ARRIVAL BRIEFING?”## 2 WHAT THREATS DID YOU IDENTIFIED FOR LANDING? PM: I IDENTIFIED CROSSWIND FOR LANDINGPF: OK. THREATS REVIEW, LANDING, CROSSWIND 15 KNOTS. CROSSWIND FROM THE RIGHT. WE WILL USE CROSSWIND LANDING TECHNIQUE, DECRAB THE AIRCRAFT AND MAINTAIN THE CONTROL COLUMN IN TO THE WIND DURING DECELLERATION. 3 “LANDING IN AGEN, APPROACH RNV 29, NO STAR, VIA BA306, NO TRANSITION, NO FREQUENCY BEARINGS OFF.” 4 “CHART 12-1, VALID NOV 27th, EFFECTIVE DEC 3rd.”## 5 “RNP RWY 29.”## 6 “TAA 2500FT WITHIN 25NM FROM IBA29.”## 7 “TOD AT 14H30 IN 25NM, 20MN

HOLDING TIME¶

BEFORE DIVERTING TO LFBO.”## 8 “READY TO CROSSCHECK THE FPLN?”From points 9 to 12 :PF reads the STAR inserted on FMS with Alt and speed constraintsPM crosscheck with the Arrival and Final charts## 9 “ON COURSE TO BA306 SPEED 200KTS ALT CONSTRAINT 2500A, THEN IBA29 SPEED 200KTS ALT CONSTRAINT 2500A.” 10 “THEN FBA29 ALT CONSTRAINT 2500FT, FINAL PATH 3. 3°, END OF GUIDANCE THRESHOLD RWY29.”## 11 “GO AROUND PROCEDURE, BA310 SPEED 200KTS, BA312, BA 306 CLIMB 3500FT ACCELERATION ALTITUDE 1200FT.” 12 “MDA 650FT SET ON PFD, RVR 1500M REQUIRED, ACTUAL VISIBILITY IS 5KM, STABILISATION AT 1200FT.” 13 “ENERGY MANAGEMENT, KEY POINT 8NM FROM THRESHOLD IS 1. 6NM BEFORE FBA29, SPEED REDUCTION AS PER AIRCRAFT SPEED AUTO.” 14 “IN CASE OF EXTRACTION CLIMB 3500FT ON RUNWAY TRACK.”## 15 “AFTER LANDING WE VACATE SECOND LEFT.”## 16 “ANY QUESTIONS? ARRIVAL BRIEFING COMPLETE.”

1. HOLDING TIME • Holding Fuel Holding fuel = EFOB (MCDU PROG page) - Reserve (MCDU weight page) (in Kg)• Estimated maxi Holding time Holding time = Holding fuel / 10(1) (in min) (1) Assuming fuel consumption is 600 kg/h. Exact value may be checked in FCOM.

STABILIZATION POLICY¶

1. INTRODUCTION Worldwide Flight Safety Community studies show that 50% of public transport accidents: Occur during approach or landing phase Are direct or indirect consequence of an unstabilized approach ATR Training Centre established procedures to ensure each approach letdown to an airport is accomplished using stabilized approaches, matching industry standard criteria.
2.

STABILIZATION CRITERIA¶

Approaches must be stabilized: • 1000 ft AAL in IMC conditions • 500 ft AAL in VMC conditions An approach is considered stabilized when all of the following criteria are met:• Lateral path (Loc, Radial or RNP path) is tracked • Landing configuration is established • Energy management:– V ertical path (Glide, Altitude versus Distance or RNP path) is tracked – Power setting is consistent with appropriate aircraft weight, Head/Tail wind component and vertical guidance requirements – Speed and pitch attitude are relevant to actual conditions • Briefing and checklists are completed • Aircraft trimed if AP off 25. 3. DEVIATIONS Stabilization criteria: Only small deviations are allowed if immediately called out and corrected: • Lateral guidance on final approach segment: Not more than 1 DOT deviation for all approaches • Vertical path on final approach segment: Not more than 1 DOT deviation or + or - 100 ft for 2D operation • Altitude deviation at DA or MDA: +50 / -0 ft • Speed +/- 5kt (+10/-5 kt in single eng)Stabilization technique: Only small adjustments in pitch and/or heading are allowed to stay on track:• Maximum rate of descent adjustments are ±300 ft per minute from target rate • Bank angles are no more than 15° • Localizer guidance adjustments are done within heading bug width • GS guidance adjustments must be within ±2° of pitch change

All deviations must be called out loud by PM or PF. Whoever identifies deviation first shall use the following Call-outs:“SPEED” “LOC” “GLIDE” “VERTICAL SPEED”PF must immediately correct the deviation and answer “CORRECTING …”.Stabilization objective (read on the altimeter) :- IMC : 1000 FT AAL- VMC : 500 FT AAL Flight events PF PM XXX FT STABILIZED X CALL X CALL “XXX FT, STABILIZED” “WE CONTINUE” XXX FT NOT STABILIZED X CALL X CALL “XXX FT GO AROUND” “GO AROUND, SET POWER, FLAPS ONE NOTCH” 26.

ATC overall policy is to make maximum use of flight management systems and automation where compatible with the flight crew project and local regulations. However, in order to maintain basic piloting skills, manual flying is encouraged if weather and operational circumstances permit: all flight phases may be flown without AP and with or without FD (raw data).FMS BCP POSITION COMPUTATION PRINCIPLE CONVENTIONAL NAVAID SETTING POLICY Default navaids settings is AUTO TUNE. When AUTO TUNE is selected BRG should be removed. Manual navaids settings is only required to fly navaided approaches (ILS - VOR - ADF - LOC).In case of NDB approach: manual setting for NDB but AUTO TUNE remains for V/ILS on VCP Check FMS arrival page. If a navaid frequency is displayed it must be set with associated bearing displayed.

FMS NAVIGATION FMS permanently compare ANP (Actual Navigation Performance) with RNP (Required...).In case of navigation sensor degradation (GPS), FMS will use the best navigation sensor available (DME-DME, VOR-DME, VOR-VOR). If no navaided position is available, navigation will revert to DR (Dead Reckoning).As long as ANP < RNP no crew action is required regarding LNAV navigation. When ANP>RNP UNABLE RNP alarm is triggered the crew must call ATC (refer to C/L).FMS NAVIGATION DURING APPROACHDuring approach flown in LNAV (RNP APCH / VOR / NDB) any alarm linked to FMS navigation must lead to an extraction. NAVAIDED 2D OPERATION (LOC - LDA - SDF)FMS guidance may not be used for this type of approach, use conventional NAVAID information associated with NAV (LOC) mode and VS mode. USE OF VNAV VNAV is the normal vertical mode when flying in LNAV. The following warnings and limitations apply: - LNAV must be engaged in order for VNAV to be used- If leaving LNAV in order to take up a heading, VNAV should be disengaged by selecting an alternative vertical mode (IAS in climb, VS in descent) with an appropriate IAS or VS target before selecting heading mode.- The crew must ensure altimeters are set to correct airfield pressure setting before descending below transition level - Temperature compensation must be activated if destination temperature is outside published limit and ATC notified - Flying a Navaided 2D APPROACH in 3D OPERATION (using LNAV/V-FP) does not change minima 27.

DU AND MCDU POLICY¶

NORMAL PROCEDURE¶

In normal situation (no failure) DU 1 and DU 5 are used as PFD, DU 3 is used as EWD. DU 2 and DU 4 are used as MFD where the crew can display different formats (system pages, performance page, navigation display). On the navigation display, three modes can be selected (arc, rose, map) with different background (weather radar or terrain information). It’s airline responsibility to determine its own policy on what should be displayed on DU 2/4 and on MCDU according to flight phases. DU 3 DU 1 DU 2 DU 4 DU 5 PFD MFD MFD PFD EWD MCDU MCDUFor training purpose ATR training center recommends the following policy:- System page on ground and ND before Take Off until landed.- Setting system page during Cockpit preparation & engine start procedure will provide auto pop-up of the perfomance page when required by the Check list. - It is mandatory to display system page after landing to facilitate hydraulic pressure checks.

ADDITIONAL PF DU (2 or 4) PM DU (2 or 4) DISPLAY POLICY Background Background T/O phase VCP: ND OVLY VCP: on COM page (VHF) TERRAIN or Approach phase VCP: ND OVLY VCP: on COM page (VHF) WEATHER TERRAIN radar if relevant All others flight VCP: Pilot’s discretion VCP: on COM page (VHF)phases MCDU RECOMMENDATIONS PF MCDU PM MCDU T/O phase Pilot’s discretion FPLN page Approach phase Pilot’s discretion PERF>APP page as required to monitor flight progress and adjust wind All others flight phases Pilot’s discretion Pilot’s discretion27. 2.

ABNORMAL PROCEDURE¶

Following a single DU failure: After completion of any checklists, the general philosophy is that the pilot flying becomes the one who has lost his MFD: DU format on PF side DU format on PM side – Only one DU with PFD (if DU 1, 2,4 or 5 is failed) or, One DU with PFD, One DU with MFD – One DU with PFD and One DU with EWD (normal situation)(if DU 3 is failed)For more details on DU philosophy use, refer to FCOM28.

Each pilot selects his Navigation Source (FMS or V/ILS) on FGCP. As per design : CM1 use FM1 or V/ILS1 and CM2 use FM2 or V/ILS2. Switching from FM to V/ILS disables AUTO TUNE All flight phase are flown with NAV SOURCE set to FM, except ILS & LOC approaches.

RADIO-COMMUNICATIONPM is responsible for radio-communication. Radio-communication may be transferred to PF (if available), on PM request: Example: CM1 is PF. PF PM X REQUEST “MONITOR VHF 1 X ANNOUNCE WITH TOULOUSE CONTROL” “RADIO IS LEFT SIDE” Resuming normal task sharing X ANNOUNCE “COMING BACK, I HAVE VHF 1” X ANNOUNCE “WE ARE NOW WITH PARIS CONTROL INBOUND TO XXX, RADIO IS RIGHT SIDE” Listen before transmitting, write down the newly assigned frequency. VHF RECEIVERS STANDARD SETTING ACTIVE STBY VHF1 ATC FREQUENCY PREVIOUS ATC FREQUENCY VHF2 ATIS / 121. 5 MHZ (CRUISE) OPS FREQUENCY

EXTERIOR LIGHTS MANAGEMENT¶

NAV Always. WINGS Turbine running. BEACON Propeller rotating and aircraft moving. TAXI & T. O. Airplane taxiing. LAND Entering runway up to FL 100. FL 100 to runway vacated. STROBES Entering runway until runway vacated. LOGO Company policy.

FLIGHT PREPARATION¶

Crew members shall check or perform the following items, before accessing the aircraft: • Aircraft condition • NOTAMs • Weather briefing • Specific threats • Flight planning, including fuel planning • Flight attendant briefing Reference: FCOM PRO NOP NOR 2 flight preparation

FULL COCKPIT PREP. AND SHORT TRANSIT¶

It is the Captain’s responsibility to determine whether to perform Full Cockpit Preparation or short transit regarding the criteria described hereafter: Flight crew YES NO change Communication between FULL COCKPIT NO YES Crew has left the aircraft leaving crew and new crew PREPARATION YES SHORT TRANSIT NO GPU ON 33. INITIAL COCKPIT PREPARATION – STEP 1CM2 X DO FOR DETAILS and all TESTS, REFER EMER EQUIPMENTS .........................................CHECK TO FCOM: PRO NOP NOR GEAR PINS & COVERS ................................ON BOARD DOCUMENTATION ......................................ON BOARD ALL CIRCUITS BREAKERS ..................................CHECK BRAKE HANDLE............................................PARKING PL 1 & 2.....................................................CHECK GI MFC AUTOTEST CHECK GUST LOCK ................................................CHECK ON MFC1A/2A fault lights check flashing then extinguished. CL 1 & 2 ..........................................CHECK FUEL S. O.MFC1B/2B fault lights check flashing then extinguished. FLAPS LEVER & INDICATOR..........CHECK CONSISTENCY NOTE: If cargo door control panel is opened, the LANDING GEAR LEVER ..........................CHECK DOWN MFC1A/2Aauto test is automatically done, in this case, EEC 1 & 2 .....................................CHECK PRESSED IN check that MFC1A/2A fault lights are extinguished. WIPERS ...............................................................OFF BATTERY ..............................................................ON MFC ...........................................MONITOR AUTOTEST EMER BUS & ESS BUS ...................CHECK ARROWS ON UNDV LIGHT ..............................................CHECK OFF NAV LIGHTS ..........................................................ON AVIONIC INITIALIZATION ....................................CHECK EXT PWR ......................................CHECK AVAIL LIGHT EXT PWR ........................................................PRESS IESI ............................................CHECK ALIGNEMENT AVIONIC INITIALISATION TEST ............................CHECK 34.

EXTERNAL INSPECTION PREPARATION¶

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

EXTERNAL INSPECTION¶

During this inspection, the PM (CM1 in this manual) must perform and check the following:• Cabin inspection (safety devices, emergency exits, holds, smoke detectors, doors).• Overall condition of the aircraft.• Visible components.• Flight equipment.• Aircraft clear of frost, ice, and snow.• Memorization of surfaces position to compare with command levers position.• Hydraulic, oil or fuel leaks (check for puddles on the ground).• Tires condition, brakes and shock absorbers.• Access doors closed and latched. Upon completion of inspection, PM (CM1 in this manual) returns to the cockpit. 10 9 8 12 11 7 13 6 5 1 14 4 2

1 – Main left landing gear and fairing Parking brake accumulator 5 maintenance doors: pressure: check above closed 1600 PSI Gear doors: check, fixed, no impact Landing gear structure: check, no crack, no oil Hydraulic lines: check, no leak Wheels and tires: condition, no crack, inflation Brake wear detectors: Brake temperature check indicator out of sensors: check bolt plugging in Wheel well: condition, no leak Uplock box: open Safety pin: removed Free fall assister: check the red marker of the pressure indicator is not visible

Beacon: condition, glass not broken and flashing if selected ON Landing light: condition, Pack ram air inlet: glass not broken check unobstructed Magnetic fuel level: in TAT probe: check 2 – Left wing trailing edge Flaps rail seal: check unobstructed and not damaged Exhaust nozzle: unobstructed Flaps position: check the position in Flaps: condition, fixed, accordance with the no impact flaps lever 5 static dischargers: Aileron and tab: check, check they are fixed, no impact in place, not broken 3 – Left wing leading edge NAV and strobe lights: condition, glass not broken and NAV illuminated if ON Horn: condition Magnetic fuel level in, wing de-icing boots: Fuel vent NACA inlet: no tear, no blister, clear, unobstructed no peeling Wing de-icing boots: Ice detector: check, in no tear, no blister, place no peeling, varnish 4 - Left engine Left cowlings: 4 latches closed and latched Engine de-icing boots: Engine air intake: clear, no tear, no oil unobstructed

Oil cooling flaps: clear, unobstructed Propeller: feathered, Spinner: secure, spinner condition, free rotation, indicator aligned with no impact, no oil, de-icer propeller indicator, no condition impact Inner wing leading edge and fairing: condition## 5 – Left forward fuselage Emergency exit: check closed Wing light: condition, glass not broken Emergency light: condition, glass not broken Avionics vent overboard valve: open Antennas: check in Cargo door: closed, place, no impact latched

Cargo door operating panel: closed Bottle overboard discharge indicator: green in normal status Cockpit communication Angle of attack probe: hatch: closed/open condition Icing evidence probe: condition Pitot probes and covers: check, removed Static ports: clear 6 – Nose Static dischargers: check Wipers: condition, in place, position Radome and latches: check, fixed, no impact Nose wheel steering: Nose gear doors: 2 condition closed, fixed, no impact Nose gear wheels and Nose gear structure: tires: condition, no check, no crack crack, inflation

Taxi & T. O. lights: Safety pin: removed condition, glass not broken Hydraulic lines: Wheel well: condition, condition, no leak no leak## 7 – Right forward fuselage Angle of attack probe: condition Pitot probe and cover: check, removed Static ports: clear Ext DC and AC electrical power access doors: check Emergency exit: check closed Emergency light: check, glass not broken Wing light: condition, glass not broken## 8 – Right engine Same checks as left engine 9 – Right wing leading edge Refuelling point access Wing de-icing boots: no door: closed tear, no blister, 42-600 no peeling, varnish

Fuel vent NACA inlet: Magnetic fuel level: in clear, unobstructed NAV and strobe lights: condition, glass not Horn: condition broken, and NAV illuminated if ON 10 – Right wing trailing edge Same checks as left wing trailing edge. 11 – Main right landing gear and fairing Refuelling control Pack ram air inlet: check panel access door unobstructed Air conditionning ground Landing light: condition, connection: check glass not broken TAT probe: check Magnetic fuel level: in Refuelling point access door: closed 72-600

Gear doors: check, fixed, no impact Wheel and tires: condition, no creek, inflation Hydraulic lines: check, no leak Wheel well: condition, Uplock box: open no leak Free fall assister: check the red marker of Safety pin: removed the pressure indicator is not visible Brake wear detector: Brake temperature check indicator out of sensor: check plugging in bolt 12 – Right aft fuselage VHF antennas: check in place Emergency exit light: Service door: closed/ condition, glass not secured open, no impact broken

Tail skid: check 2 outflow valves: unobstructed Tail prop: check 72-600## 13 – Tail Flight controls access door: closed Horns: condition Stabilizers, elevators## 8 static dischargers: and trim tabs: check, check, in place, no no impact break, no burn Logo lights: condition, glass not broken Stabilizer de-icing## 5 static dischargers, boots: condition, fin, rudder, tab: check, no tear, no blister, no impact no peeling, varnish VOR antennas: check in## 2 static dischargers, place, no impact NAV and strobe lights: condition, glass not Vortex generators: broken check no impact 14 – Left aft fuselage Toilet service door: closed Cabin door: check Water service door: closed Entry emergency light: condition, glass not broken

COCKPIT PREPARATION – STEP 2## 1 2 3 4 Scan on overhead panel 9 Scan on glareshield 12 15 Scan on left instrument panel Scan on right instrument panel 6 7 8 Scan on central panel 11 14 Scan on left Scan on right switching panel switching panel 5 Scan on pedestal 13 Scan on right lateral panel 10 Scan on left lateral panel
1 FULL COCKPIT PREPARATIONThe main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for the flight. CM2 X DO FOR ALL TESTS, REFER TO FCOM: SCAN ON OVERHEAD PANEL PRO NOP NOR DOME LIGHT ................................CHECK / AS RQRD STANDBY COMPASS LIGHT ....................CHECK / OFF STORM LIGHT .......................................CHECK / OFF CALLS ATTND ................................................CHECK SELCAL LIGHT .............................CHECK TURNED OFF MIN CAB LIGHT ..................................................OFF FUEL PUMPS & X-FEED ......................................TEST DOORS ............................................................TEST SPLR LIGHT .................................CHECK TURNED OFF TLU SW ..........................................AUTO/GUARDEDFLT CTL FAULT LIGHT ...................CHECK TURNED OFF LDG GEAR OVERHEAD PANEL LIGHT .................CHECK MFC ...............................................CHECK NO LIGHT ENG 1 FIRE ......................................................TEST EXTERIOR LIGHTS .......................................AS RQRD NAV lights must be ON any time the aircraft is electrically powered. PROP BRK .................................................ENGAGED PROP BRK ON Check prop brk local cyan light+EWD cyan label Check the PROP BRK blue light is illuminated. ENG START SELECTOR ............................OFF & STARTIf not, depress HYD AUX PUMP PB on the pedestal. ABORTWhen the READY green light illuminates, select PROP MAIN ELEC PWR PANEL+ASSOCIATED ELEC BRK ON. SD PAGE ON MFD ...............................................CHECK Check the UNLK red light is extinguished. CVR & SSFDR ...................................................TEST SIGNS PANEL ......................................................ON Check also the memo panel. EMER EXIT LT TOGGLE SW ..................................ARM DISARM LIGHT.............................CHECK TURNED OFF DE- /ANTI-ICING ...........................CHECK TURNED OFF Except AFR AIR BLEED amber light illuminated. PROBES HEATING ....................................CHECK OFFTo avoid any injury to ground staff. WINDSHIELD HEATING ..............................CHECK ON AC WILD ELEC PWR .......................................CHECK Check also ACW-HYD SD page. HYD PWR ......................................................CHECK EMER LOC XMTR ............................CHECK GUARDED AUTO / NO LIGHT ANNUNCIATOR LIGHT ......................................AS RQRD AIR BLEED/ COMPT TEMP ....................................CHECK Check also Air Cabin SD page RECIRC FAN 1+2 ..................................................ON OVBD VALVE....................................AUTO/GUARDED OXYGEN PANEL ..............................................CHECK Check oxygen pressure, main supply ON and pax supply no light. COMPT SMK PANEL ..........................................TEST ENG 2 FIRE ......................................................TEST

CM2 X DO SCAN ON PEDESTAL ATPCS STATIC TEST ...................................PERFORM MIP/PED/OVHD/FLOOD LT ..........................AS RQRD ACARS (if installed) ...........................................CHECK HF (if installed) .................................................CHECK TRIMS .............................................................TEST IDLE GATE CHECK PULLED IDLE GATE ......................................................CHECKNo IDLE GATE FAIL amber light, and amber band on EMER AUDIO CANCEL ......................CHECK GUARDED the lever visible. GUST LOCK LEVER ...............................................ON FLAPS .................................................................0° VCP: COM, SURV, NAV................................SET/CHECK PARKING BRAKE ON CDLS (if installed) ................................................TEST Check ACCU BRAKE pressure & use HYD AUX PUMP RADAR ............................................................TEST PB if required. MCDU BRT...........................................SET AS RQRD Warning: Do not pressurize system without clearance from ground crew. VCP Checking and Setting Scroll all pages and check no abnormal indications NAV pages:- V/ILS, set AUTO tune on NAV 1 and 2- ADF, pilot discretion- ND OVLY at Pilot discretion. SURV pages:- XPDR, set on system 1 on odd days and system 2 on even days and set to STBY. - TCAS, check AUTO CM2 X DO SCAN ON CENTRAL PANEL STICK PUSHER/SHAKER ......PRESSED IN & GUARDED APM ................................................................TEST PEC 1& 2 .............................PRESSED IN / NO LIGHT BOOST (if installed) ..............................................TEST PWR MGT ..........................................................TO IESI ................................................CHECK NO FLAG TRIMS AND FLAPS INDICATION (ON EWD) ........CHECK ENG TQ, RTO TQ, TO TQ, NP, ITT (ON EWD) ......CHECK TAT/SAT (ON EWD) ........................................CHECK FUEL USED.....................................................RESET EEC 1 & 2 .............................PRESSED IN/ NO LIGHT ATPCS .................................PRESSED IN / NO LIGHT DITCH (if installed) .........................GUARDED NO LIGHT CAB PRESS MODE SEL ............................PRESSED IN CAB PRESS PANEL CHECK CAB PRESS RATE KNOB ..................................NORM No light & rotary selector in green zone. Index facing the green mark, red mark hidden. AUTO PRESS panel .................................TEST & SET DESCENT RATE ...............................................NORM AUTO PRESS DUMP ...................GUARDED/NO LIGHT ANTISKID ...............................PRESSED IN/NO FAULT LDG GEAR lever .............................................DOWN Three green lights ON and all red lights OFF SCAN ON GLARESHIELD GPWS P/B TEST .......................................PERFORM FGCP ...............................................INITIAL SETTING NAV SOURCE CM1: FM1 NAV SOURCE CM2: FM2 CPL SIDE as per briefing START

CM1 X DO SCAN ON LEFT LATERAL PANEL COCKPIT COM HATCH ....................OPEN Cockpit com hatch should be opened until engine## 1 start, in order to avoid that the extract fan suction creates a depressurisation when passenger doors is closed. (Ref. procedure and techniques 2. 02. 03). BRAKE ACCU HYD ...........................CHECK ELEC .........................................GUARDED STICK PUSHER/SHAKER .....................TESTIf aircraft is supplied on battery only, the test must be performed after ENG 2 start in hotel mode or with GPU connected. WARN selector .....................NORM FLIGHT ELEC IND ....................................AS RQRD N/W STEERING sw .............ON & GUARDED N/W STEERING HANDLE ..................CHECK OXYGEN MASK ...................................TEST SCAN ON LEFT SWITCHING PANEL CONSOLE & READING LT ...............AS RQRD AUDIO 1 SEL ...............................NO LIGHT CAPT SWICHING ..........................NO LIGHT GPWS sw .....................NORM & GUARDED GPWS ........................................NO LIGHT TERR pb....................NO LIGHT & GUARDED CAPT LOUD SPEAKER ..................AS RQRD SCAN ON LEFT INSTRUMENT PANEL CLOCK TIME ....................................CHECK FMA ON PFD ...................................CHECK AIRSPEED, ALTIMETER, VSI ON PFD ............................CHECK NO FLAG EADI ON PFD ....................CHECK ATTITUDE EHSI ON PFD ...................................CHECK HDG ON ND AND EHSI ...................CROSS CHECK & NO FLAG MEMO PANEL DISPLAY .....................CHECKCM2 X DO SCAN ON RIGHT LATERAL PANEL MAINTENANCE PANEL ...................................CHECK EXTRACT AIR FLOW ...................................GUARDED VIDEO SYSTEM (if installed) ...............................CHECK OXYGEN MASK .................................................TEST SCAN ON RIGHT SWITCHING PANEL CONSOLE & READING LT ................................AS RQRD AUDIO 2 SEL ..................................................NO LIGHT F/O SWICHING ..............................................NO LIGHT CAPT LOUD SPEAKER ....................................AS RQRD SCAN ON RIGHT INSTRUMENT PANEL CLOCK TIME ..................................................CHECK FMA ON PFD .................................................CHECK AIRSPEED, ALTIMETER, VSI ON PFD ........CHECK NO FLAG EADI ON PFD ..................................CHECK ATTITUDE HDG ON ND AND EHSI ........CROSS CHECK & NO FLAG MEMO PANEL DISPLAY ...................................CHECK SYST PAGE (AC/DC, CABIN, ACW/HYD, ENGINE) .......................................CHECK 36. 2 EXTERNAL INSPECTION CLOSURECM2 X DO BEACON & WINGS LIGHTS ...................OFF LOGO LIGHTS .............................AS RQRD ANN LT ............................................TEST## 36. 3 SHORT TRANSITDuring short transit, instead of cockpit preparation, perform these actions. CM1 CM2 X DO X DO COCKPIT COM HATCH ...........OPEN ENG FIRE 1 ......................................TEST Kept open until ENG1 start to avoid pressurization CVR ................................................TEST bumps. ENG FIRE 2 ......................................TEST EXTERNAL INSPECTION ...PERFORM ATPCS STATIC TEST ...................PERFORM TRIMS .............................................TEST FGCP ...............................INITIAL SETTING NAV SOURCE CM1: FM1 NAV SOURCE CM2: FM2 CPL SIDE as per briefing NOTE: If in hotel mode, the ATPCS test can be performed with PL in GI. START

FINAL COCKPIT PREPARATION - STEP 3¶

Flight events CM1 CM2 PRELIMINARY X CALL COCKPIT “FINAL COCKPIT PREPARATION PROCEDURE” PREPARATION COMPLETE SEAT AND RUDDER SEAT AND RUDDER PEDALS .....................ADJUST AND LOCKED PEDALS .....................ADJUST AND LOCKED Should be performed when rudder is in neutral Should be performed when rudder is in neutral position position HEADSET ............................................SET HEADSET .............................................SET COMMUNICATION ...................ESTABLISHED COMMUNICATION ...................ESTABLISHED FWS ...................................................RCL COMS ..................................................SET ATIS ...............................................OBTAIN ALTIMETER...............................SET&CHECK ALTIMETER...............................SET&CHECK F/O Altimeter and IESI SPS ..............................UPDATE WITH ATIS SPS ...............................UPDATE WITH ATIS NAVAIDS ...........................AUTO TUNE SET BRG1 & BRG2 ...................NOT DISPLAYED BRG1 & BRG2 ..................NOT DISPLAYED FUEL QTY ....................................CONFIRM Confirm fuel on board matches with minimum fuel required TANKS BALANCED ............................CHECK ENGINE FUEL USED ...........................RESET Engine fuel used will be automatically reset if aircraft has been de-energized VCP MEMO PANEL .............................SCAN Check no lights except NO DEVICE and SEAT BELT SIGN PROP BRAKE .........................................ON Check on overhead panel and on EWD Flight events PF PM FMS ..................................................SET>WEIGHTS .........................................SET Set Estimated ZFW, FOB and Reserve. Do not insert expected CG>PERF INIT .........................................SET Set CRZ ALT, ALTN name and ALTN CRZ ALT <FPLN INIT .........................................SET Insert new route or call stored route, inset FLT ID, insert DEP and ARR, Check for unexpected discontinuity and ACTIVATE FPLN. Set secondary FPLN as necessary FPLN .............................................CHECK WEIGHT PAGE ..............................X CHECK Carefully check Waypoints sequencing, ALT and CHECK FOB, Expected ZFW and Reserve. Speed constraints No waypoint insertion PERF INIT PAGE...........................X CHECK (Database waypoint or custom waypoint) is CHECK CRZ ALT, ALTN and ALTN CRZ ALT. allowed in SID, STAR and Approach legs FPLN PAGE.....................................X CHECK CHECK white labels on FPLN: SID, AWY, STAR and APP. PROG ............................................CHECK Check flight plan total distance and estimated fuel remaining at destination PERF APPROACH ................................SET Insert wind on departing airport VNAV 2 .............................................SET Insert QNH and OAT of departing airport Check destination elevation and AUTO PRESS setting MSG ON ND & MCDU ......................CHECK Check no Amber message on ND and MCDU LDG ELEVATION ................................... SET ALT SEL .............................................SET Set destination landing elevation Set in accordance with expected ATC clearance CREW READY DEPARTURE BRIEFING ................PERFORM ALL INSERTIONS ..........................X-CHECK FOR REFER TO FCTM BRIEFING GUIDE DEPARTURE BRIEFING

FMS FLOWS Flight events CM1 CM2 X CALL “FINAL COCKPIT PREPARATION PROCEDURE COMPLETE” FINAL COCKPIT X REPLY AND REQUIRE PREPARATION “FINAL COCKPIT PREPARATION CHECKLIST” X CALL AND READ PROCEDURE “FINAL COCKPIT PREPARATION CHECKLIST” COMPLETE REFER TO FCTM CHECKLIST READING PHILOSOPHY X ANNOUNCE “FINAL COCKPIT PREPARATION CHECKLIST COMPLETE” 38.

HOTEL MODE START UP¶

IMPORTANT: NAC OVHT and ENG FIRE can be triggered in Hotel mode, with a tail wind greater than 10kts. Flight events CM1 CM2 READY TO X CALL START ENGINE “GROUND FROM COCKPIT READY TO START## 2 IN HOTEL ENG 2 IN HOTEL MODE, CONFIRM SERVICE MODE DOOR CLOSED AND AREA CLEAR” SERVICE DOOR .............................CLOSED FUEL PUMP 2 ......................................ON Check RUN light on and FEED LO PRESS light off WING LIGHTS ......................................ON PROP BRAKE SWITCH ..........................ONIf PROP BRAKE sw is OFF, press HYD AUX PUMP pb on pedestal in order to get the READY green light, then set PROP BRAKE sw ON RIGHT SIDE AREA…CHECK CLEAR AFTER OUTSIDE X CALL VISUAL CHECK “RIGHT SIDE CLEAR, READY TO START ENGINE 2?” X CALL “I AM READY” ENG START SELECTOR .................AS RQRD TIMING ..........................................START START 2 P/B .................................PRESSTo monitor starter limitation START pb ON light comes on and START green ENGINE PARAMETERS .................MONITOR label on EWD page X CALL “STARTER ON” NH ............................................MONITOR NH=10% CL2 ................................................FTHR For engine start in X CALL hot environment, “FUEL OPEN” refer to FCOM ITT TIMING ..........................................START INCREASING LIGHT UP ................MONITOR WITHIN 10S X CALL “IGNITION” NH=45% X CALL “45%” START 2 P/B .....................................OFF NH, ITT, OIL PRESS......................MONITOR X CALL “STARTER OFF” START pb ON light and START green label on EWD page turn off OIL PRESSURE X CALL INCREASING “OIL PRESS” MAXIMUM START TIME ..................WITHIN ITT MAX .................................ANNOUNCE LIMITATIONS MAXIMUM START ITT ......................WITHIN X CALL LIMITATIONS “ITT XXX°C” TIMING ............................................STOP X CALL “START TIME XXX”

Flight events CM1 CM2 PARAMETERS X CALL STABILIZED “PARAMETERS STABILIZED” DC GEN 2 VOLTAGE .........................CHECK ENG START SELECTOR ...OFF/START ABORT Check on left lateral panel BAT charge can be checked on overhead panel EXT PWR ...........................................OFF EXTERNAL POWER ......................REQUEST DC GEN 2 FAULT LIGHT .......................OFF DISCONNECTION DC BTC ........................................CLOSED BLEED 2 FAULT LIGHT ..............CHECK OFF X VALVE OPEN LIGHT .................CHECK ON PACK 1+2 FAULT LIGHT ............CHECK OFF PL2 ........................ADJUST AS REQUIRED X CALL “GROUND FROM COCKPIT YOU CAN DISCONNECT GPU” HOTEL MODE FLOW START

AFTER HOTEL MODE START FLOW START

BEFORE PROPELLER ROTATION¶

Flight events CM1 CM2 LOAD AND LOAD&TRIM SHEET .........................CHECK TRIM SHEET ON BOARD ZFW ......................................ANNOUNCE X CALL “ZFW XXXXX” ZFW ............................................INSERT X CALL “GW XXXXX” X CALL “CHECK” CG .........................................ANNOUNCE X CALL “CG XX%” CG ...............................................INSERT X CALL “PITCH TRIM XX SET” GW/FOB/CG/PITCH TRIM ...............CHECK PITCH TRIM ........................................SET Check on PERF page of MFD SPS ..................UPDATE WITH LOADSHEET SPS .................UPDATE WITH LOADSHEET IN CASE OF NON V1, VR, V2 ....................................INSERT V1, VR, V2 .....................................CHECK NL SPEED FOR TAKE OFF X CALL “CONFIRM TAKE-OFF DATA” CONFIRM T/O DATA .......................SELECT Based on ICING/NORMAL conditions Icing T/O DATA CONFIRMED ....................CHECK performance figures and speeds must be used X CALL and anti-icing switched ON for takeoff if icing “TAKE OFF DATA CONFIRMED” conditions are expected before 1500’agl or 10mins Once T/O Data confirmed, check TO Torque blue whichever occurs first. index and TO Trim magenta index on EWD ALL TRIMS .....................................CHECK Pitch trim based on computed value, rudder and roll trim at neutral position WHEN CDLS ..................................................ON PASSENGERS HARNESS ....................FASTEN & ADJUST HARNESS ....................FASTEN & ADJUST BOARDING SEAT .......................ADJUSTED & LOCKED SEAT .......................ADJUSTED & LOCKED STARTS Ensure the seat is securely locked by applying on Ensure the seat is securely locked by applying on the seat a pressure in the longitudinal direction. the seat a pressure in the longitudinal direction. Use red/white balls references for seat adjustment. Use red/white balls references for seat adjustment. PASSENGERS SEAT BELTS .........................................ON ON BOARD & CABIN CREW REPORT .................RECEIVED CARGO LOADED Confirm pax number, load, and repartition to crosscheck loadsheet information. X CALL “CABIN CREW CONFIRM CABIN SECURE, TAIL PROP ON BOARD” START-UP CLEARANCE ...................OBTAIN TAIL PROP ON BOARD .................CONFIRM

Flight events CM1 CM2 X CALL “BEFORE PROPELLER ROTATION PROCEDURE” DOORS ........................................CLOSED Doors lock checked on SD CABIN page BEACON .............................................ON X CALL “BEFORE PROPELLER ROTATION PROCEDURE COMPLETE” IF PUSHBACK See FCTM Pushback Operations X REQUIRE “BEFORE PROPELLER ROTATION CHECKLIST” X CALL AND READ “BEFORE PROPELLER ROTATION CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X ANNOUNCE “BEFORE PROPELLER ROTATION CHECKLIST COMPLETE” TAKE-OFF DATA CONFIRMED FLOW START

BEFORE TAXI¶

Flight events CM1 CM2 READY TO X CALL RELEASE PROP “BEFORE TAXI PROCEDURE” BRAKE X CALL “GROUND FROM COCKPIT PARKING BRAKE IS ON, READY TO RELEASE PROPELLER BRAKE, CONFIRM CHOCKS ON, AREA CLEAR” X CALL “RIGHT SIDE CLEAR?” RIGHT SIDE AREA .................CHECK CLEAR X CALL “RIGHT SIDE CLEAR” HYD AUX PUMP P/B .......................PRESS XPDR ..................................AS REQUIRED PROP BRAKE READY LIGHT ...................ON STBY or ON according to local requirements PROP BRAKE ......................................OFF X CALL “PROP BRAKE OFF” PROP BRAKE BLUE LIGHT .........CHECK OFF X CALL Check on overhead panel UNLOCK flashes “ROTATION” and turns off. Check PROP BRAKE turns off on EWD NP STABILIZED X CALL AROUND 15% “NP STABILIZED” X CALL “CL2 AUTO” CL2 .................................................AUTO PEC SGL CH ...................................CHECK X CALL “SINGLE CHANNEL” Comes on for a few seconds then off LO PITCH ...................................DISPLAYED X CALL “LOW PITCH” NP STABILIZED ACW GEN 2 FAULT ..................CHECK OFF AROUND 71% ACW BTC ....................................CLOSED HYD PRESS ....................................CHECK Hydraulic pressure on SD ACW/HYD page PROBES HEATING ................................ON ANTI-ICING ...........................AS REQUIRED Icing performance figures and speeds must be used and anti-icing switched on for take-off if icing conditions are expected before 1500’agl or 10min whichever occurs first. ANTISKID .........................................TEST FLAPS LEVER ......................................15° FLAPS ......................MONITOR EXTENSION IAS ..................................................AUTO

Flight events CM1 CM2 READY TO START GROUND CREW .............................ADVISE ENGINE 1 X CALL “GROUND FROM COCKPIT, PARKING BRAKE IS ON, READY TO START ENGINE 1” AFTER OUTSIDE ENG 1 START PROCEDURE IS THE SAME AS ENG 2 VISUAL CHECK REFER TO HOTEL MODE START UP PAGE 105 PARAMETERS X CALL STABILIZED “PARAMETERS STABILIZED” ENG START SELECTOR .....OFF/START ABORT DC GEN 1 FAULT LIGHT ............CHECK OFF DC BTC ............................................OPEN BLEED 1 FAULT LIGHT ..............CHECK OFF GRD X FEED ............................CHECK OFF NP STABILIZED X CALL AROUND 15% “NP STABILIZED” CL1 .................................................AUTO PEC SGL CH ...................................CHECK X CALL “CL1 AUTO” X CALL “SINGLE CHANNEL” LO PITCH .................................DISPLAYED X CALL “LOW PITCH” ACW GEN 1 FAULT ..................CHECK OFF ACW BTC .............................CHECK OPEN OVERHEAD PANEL ......................NO LIGHT SD PAGES .....................CHECK NO FAULTS Except EXHAUST MODE FAULT light for 2 min COCKPIT COM HATCH .....................CLOSE FWS .................................................RCL NOSEWHEEL STEERING ........................ON In case of pushback, NWS was OFF

BOTH ENGINES GROUND CREW .........................RELEASED STARTED X CALL “GROUND FROM COCKPIT, READY TO TAXI, ATC CLEARANCE ...........................OBTAIN YOU CAN REMOVE CHOCKS AND DISCONNECT” Flight events CM1 CM2 WHEN ATC XPDR ................................................SET CLEARANCE FMS ..................................................SET AVAILABLE Carefully confirm that ATC clearance match with FMS insertions. FGCP .................................................SET Set ALT SEL Set HDG to runway heading Set HDG mode Set NAV mode Set IAS mode Set VNAV mode Check FMA GROUND CREW ...........................IN SIGHT GROUND CREW ...........................IN SIGHT X CALL “BEFORE TAXI PROCEDURE COMPLETE” X REQUIRE “BEFORE TAXI CHECKLIST” X CALL AND READ “BEFORE TAXI CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X ANNOUNCE “BEFORE TAXI CHECKLIST COMPLETE” START FGCP SETTING FLOW

TAXI Flight events CM1 CM2 READY TO TAXI X CALL “REQUEST TAXI CLEARANCE” READY TO TAXI TAXI CLEARANCE ...........................OBTAIN X CALL “TAXI PROCEDURE” OUTSIDE AREA ....................CHECK CLEAR OUTSIDE AREA ....................CHECK CLEAR X CALL “RIGHT SIDE CLEAR” X CALL “LEFT SIDE CLEAR” TAXI & T/O LIGHT ................................ON BLOCK TIME .....................................NOTE BLOCK TIME ............................ANNOUNCE ELAPSED TIME ....................................ON X CALL “BLOCKS TIME XXXX” ON TAXIWAY BRAKES .........................................CHECK Brakes check consists of checking that braking action exists and is symetrical. X CALL “MY BRAKES” X CALL BRAKES .........................................CHECK “YOUR BRAKES” Brakes check consists of checking that braking action exists and is symetrical. X CALL “MY BRAKES” X CALL “MY BRAKES” X CALL “YOUR BRAKES” EMER BRAKES................................CHECK EMER brake check consists of checking that braking action exists and is symmetrical. As brake pressure in EMER position is lower than maximum brakes pedals action pressure, aircraft may not stop immediately X CALL “EMER BRAKE CHECK” TAXI / BRAKING TECHNIQUE:
Manage Taxi speed with power levers in ground idle or below.- Appropriate use of Brakes: Carbon brakes on ATR 72 Steel brakes on ATR 42

Flight events CM1 CM2 IF ATC ATC CLEARANCE ...........................OBTAIN CLEARANCE REFER TO WHEN ATC CLEARANCE AVAILABLE NOT OBTAINED ON PREVIOUS PAGE BEFORE TAXI T/O CONFIG TEST ......................PERFORM Check T. O CONFIG TEST OK on ALERTING WINDOW FMA ...............................................READ FMA ..............................................CHECK X CALL “HDG SEL LO, LNAV BLUE, IAS, VNAV IAS BLUE, FD, CPL LEFT/RIGHT, XXX MAGENTA XXX BLUE, ALT SEL XXXX” (READ FMA) CABIN REPORT ...........................REQUEST X CALL “CABIN CREW, CONFIRM READY FOR TAKEOFF” PF T/O BRIEFING ................................PERFORM X CALL “TAXI PROCEDURE COMPLETE” X REQUIRE “TAXI CHECKLIST” X CALL AND READ “TAXI CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X ANNOUNCE “TAXI CHECKLIST COMPLETE” 42.

BEFORE TAKE-OFF¶

Flight events CM1 CM2 APPROACHING X CALL HOLDING POINT “BEFORE TAKE-OFF PROCEDURE” GUST LOCK LEVER ..............................OFF FLIGHT CONTROL ...............CHECK RUDDER Check full travel and freedom movement. Both directions aileron and spoiler visual check. Check spoiler light turned on. X CALL “FULL LEFT RUDDER, FULL RIGHT RUDDER” FLIGHT CONTROL .....CHECK ROLL AND PITCH Check full travel and freedom movement. Both directions aileron and spoiler visual check. Check spoiler light turned on. X CALL X CALL “RIGHT AILERON SPOILER” “GREEN LIGHT” X CALL “LEFT AILERON SPOILER” X CALL “GREEN LIGHT” FWS .................................................RCL XPDR ................................................ALT Check XPDR Green displayed on PFD TCAS ...............................................AUTO Check TCAS green displayed on PFD WEATHER RADAR.................AS REQUIRED Press 4 times in less than 3 s on STAB to enable on ground use DU CONFIGURATION ........................CHECK DU CONFIGURATION ........................CHECK PF: MFD = ND – Arc or Rose mode range adjusted - TERRAIN unless WEATHER mode is relevant Check ND indications are reasonable VCP = NAV page MCDU = Pilot’s discretion Check no amber message on FMA/ND/MCDU/HSIPM: MFD = ND – Arc or Rose mode range adjusted - TERRAIN mode Check ND indications are reasonable VCP = COM page MCDU = FPLN Page Check no amber message on FMA/ND/MCDU/HSI TAKE OFF SPEEDS ...........................CHECK TAKE OFF SPEEDS ...........................CHECK Check that V1, Vr and V2 values are consistent with SPS Takeoff Check that V1, Vr and V2 values are consistent with SPS Takeoff speed. Undue takeoff speed change can occur in case of: speed. Undue takeoff speed change can occur in case of: - annunciator light test - annunciator light test- icing test - icing test- spurious ice detection by the ice detector - spurious ice detection by the ice detector- significant TAT change - significant TAT change LINE-UP CLEARANCE ......................OBTAIN EXT LIGHTS .........................................ON AIR FLOW ......................................NORM BLEED VALVES ......................AS REQUIRED RUDDER CAM. .............................CENTER OVERHEAD PANEL ...........................SCAN LATER FD BARS ............................CENTER LATERAL FD BARS ........................CENTER Check HDG on RWY HDG Check HDG on RWY HDG X CALL “BEFORE TAKE-OFF PROCEDURE COMPLETE” X REQUIRE “BEFORE TAKE-OFF CHECKLIST” X CALL AND READ “BEFORE TAKE-OFF CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X ANNOUNCE “BEFORE TAKE-OFF CHECKLIST COMPLETE”

BEFORE TAKE-OFF FLOW CM2 STARTCM1 START 43. TAKE-OFF Flight events CM1 CM2 CLEARED AND FMA ...............................................READ FMA ..............................................CHECK READY X CALL FOR TAKE-OFF “FMA CHECK” (Read FMA to verify no changes since taxi checklist) X CALL “CHECK” NOSEWHEEL STEERING CONTROL WHEEL ...........HOLD INTO WIND HANDLE ...................................HAND ON TAKEOFF .................................ANNOUNCE X CALL “TAKE OFF AT XXHXX” BRAKES ......................................RELEASE PL1+2 ........................ADVANCE TO NOTCH PL1+2 ..................CONFIRM IN THE NOTCH TO INHIB ........................................CHECK X CALL “POWER LEVERS SET” ATPCS ARM LIGHT ....................COMES ON If ATPCS not armed, take-off must be aborted ATPCS ARM ............................ANNOUNCE X CALL “ARMED” ENGINE PARAMETERS .................MONITOR NP at 100 % (- 0. 6 % / + 0. 8 %) ITT must not exceed limitations TQ at expected takeoff value POWER SET ............................ANNOUNCE X CALL “POWER SET” REACHING 70 KNOTS ..............................ANNOUNCE 70KTS X CALL “70 KTS” CAPT IAS ....................................X CHECK X CALL “CHECK” NOSEWHEEL STEERING ................RELEASE IF CM1 IS PF CONTROL WHEEL ............................HOLD X CALL “I HAVE CONTROL” IF CM2 IS PF X CALL “YOU HAVE CONTROL” X CALL “I HAVE CONTROL” Flight events PF PM V1<VR PL1+2 .........................................RELEASE REACHING V1 V1 ..........................................ANNOUNCE X CALL “V1” REACHING VR PITCH ..........................ROTATE SMOOTHLY ROTATE ...................................ANNOUNCE Rotate smoothly and follow FD bars. Initial pitch X CALL target 9°. “ROTATE” V1=VR PL1+2 .........................................RELEASE REACHING PITCH ..........................ROTATE SMOOTHLY V1/ROTATE .............................ANNOUNCE V1=VR Rotate smoothly and follow FD bars. Initial pitch X CALL target 9°. “V1 ROTATE”

Flight events PF PM AFTER LIFT OFF POSITIVE CLIMB .......................ANNOUNCE X CALL GEAR UP .......................................ORDER “POSITIVE CLIMB” LDG GEAR LEVER.................................UP X CALL YAW DAMPER ..............................ENGAGE “GEAR UP” Check 2 green arrows turn on TAXI & T/O LIGHTS .............................OFF LNAV X CALL “LNAV GREEN, VNAV IAS GREEN” Following an Aborted TAKE-OFF: – The flight crew makes a full assessment of the state of Aircraft including FWS recall to assess any inhibited alerts – Aircraft must be stopped for 10 min and the WHEELS BRK HOT alert must be monitored as it may take up to 10 min before brakes temperature reaches its maximum at sensor location – If triggered, the WHEELS BRK HOT alert requires the flight crew to return to parking – After a complete assessment of the state of the aircraft and occupants, and if the Captain decision is to reattempt the takeoff, the flight crew should prepare the aircraft for a new departure and apply all checklists starting from BEFORE TAXI CHECKLIST.

AFTER TAKE-OFF¶

Flight events PF PM PASSING X CALL ACCELERATION “ACCELERATION ALTITUDE” ALTITUDE PL 1+2 ................CONFIRM IN THE NOTCH X CALL PWR MGT SELECTOR ..........................CLB “CLIMB PROCEDURE” NP ....................................MONITOR 82% IF NORMAL SPEED BUG 170 .............................CHECK SPEED BUG 170 .............................CHECK CLIMB(1) X CALL “SPEED 170 MAGENTA” X CALL “CHECK” IF HIGH RATE AFCS IAS ..................ORDER CLIMB SPEED CLIMB X CALL SPEED TARGET SELECTOR .................MAN “SET MAN SPEED, IAS XXX” On ICP. High rate climb may have been anticipated via inserting a low speed value in Speed constraint on SID Waypoints. In that case, SPD TARGET Selector may remain in AUTO SPEED BUG ........................................SETOn ICP X CALL “IAS XXX BLUE SET” SPEED BUG ....................................CHECK X CALL “CHECK” BLEED VALVES .....................................ON Only applies for bleeds OFF take off. Pack 2 valve FAULT light comes on for 6s. This delay avoids pressure shocks for passengers comfort X CALL “CLIMB PROCEDURE COMPLETE” PASSING F X CALL SPEED “FLAPS SPEED” FLAPS .......................................SELECT 0 FLAPS 0 ........................................ORDER FLAPS 0 ......ANNOUNCE WHEN INDICATED X CALL “FLAPS 0” X CALL “FLAPS 0” CLEARED TO X CALL FLIGHT “SET ALTIMETERS STANDARD” LEVEL AND NO ALTIMETER..............................STANDARD ALTIMETER..............................STANDARD LATER ALTIMETERS ................................X CHECK X CALL THAN “STANDARD SET” TRANSITION X CALL ALTIMETERS ................................X CHECK ALTITUDE “PASSING FL XXXX NOW” X CALL “CHECK OR PLUS OR MINUS XXX FT” CAPTAIN NO DEVICE SIGN .....................................OFF (1) Climb speed 170 kt on ATR 72, 160 kt on ATR 42 As soon as ice accretion is detected the minimum climb speed is VmLB0 ICING+10kt (ICING BUG+10kt).

Flight events PF PM X REQUIRE “AFTER TAKE OFF CHECKLIST” According to the transition altitude, the AFTER X CALL AND READ TAKE OFF C/L can be done before passing the “AFTER TAKE OFF CHECKLIST” transition altitude. REFER TO FCTM CHECKLIST READING PHILOSOPHY X CALL “AFTER TAKE OFF CHECKLIST COMPLETE” TAKE OFF GEAR UP FLOW START 45.

CLIMB - CRUISE¶

Flight events PF PM PASSING FL100 X CALL OR “FL100” LANDING LIGHTS ................................OFF ACCORDING TO PRESSURIZATION ........................MONITOR LOCAL Check ΔP, CAB ALT, and CAB RATE on REGULATIONS SD page. CAPTAIN SEAT BELTS ..............................AS REQUIRED VNAV CLIMB FMA .........MONITOR FL/ALT INTERCEPTION APPROACHING X CALL INTERMEDIATE “VNAV ALT VNAV IAS BLUE” FMA ...........................................X CHECK ALTITUDE X CALL CONSTRAINT “CHECK” X CALL “VNAV ALT GREEN” FMA ...........................................X CHECK X CALL SPEED BUG ....................................CHECK “CHECK” X CALL “SPEED BUG XXX MAGENTA” SPEED BUG ....................................CHECK X CALL “CHECK” VNAV CLIMB X CALL## 10 SECS “VPCA” BEFORE Vertical Path Change Alert: indications flashing X CALL ALTITUDE announce A/C pitch change due to VNAV “CHECK” CONSTRAINT guidance (10 sec before any pitch change) VNAV CLIMB FMA .................MONITOR FL/ALT CHANGE PASSING X CALL ALTITUDE “VNAV IAS VNAV ALT BLUE XXXX FT CONSTRAINT MAGENTA” OR “VNAV IAS ALT SEL BLUE XXXX FT” FMA ...........................................X CHECK X CALL “CHECK” X CALL “VNAV ALT VNAV IAS BLUE” OR “ALT *” FMA ...........................................X CHECK X CALL X CALL “CHECK” “VNAV ALT GREEN” OR “ALT GREEN” FMA ...........................................X CHECK X CALL SPEED BUG ....................................CHECK “CHECK” X CALL “SPEED BUG XXX MAGENTA” SPEED BUG ....................................CHECK X CALL “CHECK”

Flight events PF PM APPROACHING FMA .........MONITOR FL/ALT INTERCEPTION FMA ...........................................X CHECK CRUISE X CALL LEVEL/ “ALT*” ALTITUDE X CALL X CALL ”CHECK” “ALT GREEN” X CALL ”CHECK” AT CRUISE FL/ SPEED BUG ....................................CHECK SPEED BUG ....................................CHECK ALT X CALL “SPEED BUG XXX MAGENTA” X CALL ”CHECK” REACHING X CALL CRUISE “CRUISE PROCEDURE” SPEED PWR MGT SELECTOR .........................CRZ CRUISE PARAMETERS .................MONITOR CRUISE PARAMETERS .................MONITOR X CALL “CRUISE PROCEDURE COMPLETE” DURING SYSTEMS ..............MONITOR PERIODICALLY CRUISE TOP OF DESCENT ............................CHECK DEST REMAINING FUEL ...................CHECK REMAINING FUEL & HOLDING FMS PREDICTIONS ..........................CHECK TIME..........................................MONITOR WPT, DEST ETA, TOD, and EFOB

BEFORE DESCENT - DESCENT¶

CONCEPT 3D - 2D¶

XXX 2D Approach 3D Approach RNP approach NPA APV PA AUTO TUNE XXX LO 2D C Operation P V B ar o A P V S B A ILS LP A S Navaided approach VNAV LPV NDB VOR SET FREQ 3D Operation SET BRG LNAV ATR fleet sum up • 2D operation is flown in VS mode • 3D operation is flown with a vertical guidance (V-FP, GS, L-GS)46. 2.

BEFORE DESCENT AND DESCENT MANAGEMENT¶

Flight events PF PM WEATHER AND LANDING INFORMATION ................................OBTAIN IESI ...........................................SET QNH FWS .................................................RCL If status on EWD SPS ....UPDATE WITH LANDING INFORMATIONS SPS ....UPDATE WITH LANDING INFORMATIONS FPLN ARRIVAL PAGE .................SET&CHECK Check destination airport, approach type, STAR, VIA and TRANS. IF a Navaid Frequency is displayed, it must be set with associated BRG selected. FPLN .................................................SET Carefully check STAR and Approach insertion, Waypoints sequencing, ALT and Speed constraints. No waypoint insertion (Database waypoint or custom waypoint) is allowed in SID, STAR and Approach legs PERF APP PAGE ..................................SET Insert Wind VNAV PAGE ........................................SET Set Temperature and QNH at destination, activate temperature compensation if needed LANDING ELEVATION ....................REVISE IF NECESSARY

Flight events PF PM IF ILS OR LOC CRS 1&2 ...........................................SET APPROACH IS Set CRS 1&2 to ILS course CONSIDERED AT DESTINATION DH/MDA ...........................................SET ARRIVAL BRIEFING .....................PERFORM DESCENT DESCENT CLEARANCE....................OBTAIN BETWEEN ALT SEL ....................SET TO CLEARED ALT TOD-5 VNAV P/B ......................................PRESS MINS AND TOD Even if TOD is not yet reached, vertical path will be recomputed when VNAV mode is activated. FMA/PFD ......................................CHECK FMA/PFD ......................................CHECK X CALL “ALT SEL FL XXX VNAV PATH GREEN ALT X CALL SEL BLUE” “CHECK” IAS BUG .........................................CHECK IAS BUG .........................................CHECK X CALL “SPEED BUG XXX MAGENTA” X CALL “CHECK” PL ....ADJUST TO MAINTAIN SPEED TARGET SD PAGES ......................................CHECK Power setting will depend on many factors. DURING DESCENT, CHECK ALL SYSTEMS, INCLUDING ENGINES PARAMETERS AND PRESSURISATION X REQUIRE ”DESCENT CHECKLIST” X CALL AND READ “DESCENT CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X CALL “DESCENT CHECKLIST COMPLETE” CAPTAIN CABIN CREW.....................................ADVISE X CALL “CABIN CREW PREPARE FOR LANDING” AT LATEST PASSING FL100 SEAT BELTS ...........ON PASSING FL100 X CALL LANDING LIGHTS .................................ON “FL100” PRESSURIZATION ........................MONITOR Flight events PF PM IF DESCENT ALT SEL ....................SET TO CLEARED ALT BEFORE VS .....................................SET & ADJUST TOD-5 MINS Set initially VS-500 Adjust VS to join up desired vertical path at desired position, which must be calculated manually according to flight crew project. Vertical path may be monitored using ND vertical symbology. NOTE: any altitude constraints in white will be ignored, and ALT CROSS in VERT REV page will show new cruise altitude. VDEV will appear 5 minutes before new computed TOD and then can be centered and followed. VERT DTO may be engaged to smooth vertical path if VDEV is too high. X CALL “ALT SEL FL XXX VS-500 ALT SEL BLUE” FMA ..............................................CHECK X CALL “CHECK” IF DESCENT ALT SEL ....................SET TO CLEARED ALT AFTER TOD VNAV P/B ......................................PRESS VNAV mode will command a 5. 5° descent until FMA ..............................................CHECK back on scheduled vertical path (VDEV centered) X CALL FMA ..............................................CHECK ”CHECK” X CALL “ALT SEL FL XXX VNAV PATH ALT SEL BLUE” PL ....ADJUST TO MAINTAIN SPEED TARGET Most likely flight idle. Overspeed protection may be activated if close to VMO/MMO. 46. 3.

DESCENT MONITORING & ADJUSTMENT¶

When using VNAV, it is necessary to monitor that all altitude constraints are respected (not shown in white or amber). It is necessary to observe the MCDU scratch pad in case of TOO STEEP PATH AHEAD message. It is important to maintain speed control using power levers. Particular vigilance will be necessary if rejoining vertical path from above or below since there is no VPCA in these cases. If selecting heading mode when in VNAV mode (ATC constraint, weather avoidance) it is important to remain aware of the vertical mode and to choose a new vertical mode (normally VS in descent) before changing lateral mode, to avoid PITCH HOLD mode downgrade. Also be aware that the maximum allowed vertical path in VNAV mode is an angle of 5. 5° and that this may not guarantee compliance with altitude constraints, and in particular at heavy weights will not be achievable without activating the overspeed protection mode even with Flight Idle.

APPROACH Flight events PF PM CLEARED TO X CALL AN ALTITUDE “SET QNH” BUT NOT LATER ALTIMETER..................................SET QNH ALTIMETER..................................SET QNH THAN TRANSITION ALTIMETERS ................................X CHECK X CALL LEVEL Own and IESI altimeters are crosschecked. “QNH XXXX SET” X CALL “PASSING XXXX FEET NOW” ALTIMETER..................................X CHECK X CALL “CHECK OR PLUS OR MINUS XXX FT” PRESSURIZATION ........................MONITOR X REQUIRE “APPROACH CHECKLIST” X CALL AND READ “APPROACH CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X CALL “APPROACH CHECKLIST COMPLETE” CAPTAIN CABIN REPORT .................................OBTAIN NO DEVICE SIGN .....................................ON
1. 3D OPS ON FM SOURCE (RNP - VOR - NDB APPROACH) -STAR LINKED TO FINAL AXIS Flight events PF PM STAR LINKED TO FINAL AXIS WHEN ALT SEL ...........................SET TO FAF/P ALT CLEARED FOR APP P/B ...........................................PRESS APPROACH FMA .................................................CHECK X CALL FMA .................................................CHECK “APP MODE SET, V-FP BLUE” X CALL “CHECK” CLEARED FOR FMS FINAL AXIS INTERCEPTION ......MONITOR FMS FINAL AXIS INTERCEPTION ......MONITOR APPROACH ON ND ON ND IF CHECK AIRCRAFT CENTERED ON CHECK AIRCRAFT CENTERED ON CONVENTIONAL CONVENTIONAL NAVAID CONVENTIONAL NAVAID NAVAID APPROACH## 2 NM BEFORE FAP/FAF X CALL “V-FP GREEN” FMA/HSI ..........................................CHECK X CALL “CHECK” ALT SEL ...................................SET G/A ALT X CALL “GO-AROUND ALTITUDE XXXX FEET SET” FMA .................................................CHECK X CALL “CHECK” FINAL APPROACH PATH ..................FOLLOW FINAL APPROACH PATH .................MONITOR VERTICAL PATH .............................MONITOR## 1000 FT AAL X CALL STABILIZED X COMMAND “1000 FT, STABILIZED” “WE CONTINUE”## 1000 FT AAL X CALL UNSTABILIZED X COMMAND “1000 FT, GO-AROUND” “GO-AROUND, SET POWER, FLAPS ONE NOTCH” Continue with Go-around procedure. AT MINIMUM X CALL X CALL “MINIMUM” “CONTINUE” If no automatic call-out Continue with Landing procedure. or “GO-AROUND, SET POWER, FLAPS ONE NOTCH” Continue with Go-around procedure. In the event of excessive deviation from the conventional aid radial, a go around must be performed. NOTE: When PF has the runway in sight and calls out “CONTINUE”, PM does not perform the minima call-outs anymore.
1. 3D OPS ON FM SOURCE (RNP - VOR - NDB APPROACH) – RADAR VECTOR TO FINAL AXIS Flight events PF PM RADAR VECTOR TO FINAL AXIS CLEARED FOR VS P/B .............................................PRESS HEADING HDG P/B...........................................PRESS X CALL “HDG XXX, HDG GREEN, VS GREEN MINUS YYY” FMA .................................................CHECK X CALL “CHECK” X CALL ”SET DIRECT TO INBOUND COURSE FAF/P” DTO INBOUND CRS FAF/P ...SET & ENGAGE X CALL “CONFIRM?” MCDU ............CHECK CORRECT WAYPOINT AND INBOUND COURSE X CALL “CHECK” MCDU .............................................EXEC CLEARED FOR ALT SEL ...........................SET TO FAF/P ALT APPROACH NAV P/B ...........................................PRESS APP P/B ...........................................PRESS FMA .................................................CHECK X CALL “LNAV BLUE, V-FP BLUE” FMA .................................................CHECK X CALL “CHECK” LNAV CAPTURE .............................MONITOR X CALL FMA .................................................CHECK “LNAV GREEN” X CALL “CHECK” IF CHECK AIRCRAFT CENTERED ON CHECK AIRCRAFT CENTERED ON CONVENTIONAL CONVENTIONAL NAVAID CONVENTIONAL NAVAID NAVAID APPROACH## 2 NM BEFORE X CALL FAP/FAF “V-FP GREEN” FMA/HSI ..........................................CHECK X CALL “CHECK” ALT SEL ...................................SET G/A ALT X CALL “GO-AROUND ALTITUDE XXXX FEET SET” FMA .................................................CHECK X CALL “CHECK” FINAL APPROACH PATH ..................FOLLOW FINAL APPROACH PATH .................MONITOR VERTICAL PATH .............................MONITOR CONTINUE AS FOR 3D OPS ON FM SOURCE LINKED TO STAR
1. 3D OPS ON V/ILS SOURCE - STAR LINKED TO FINAL AXIS Flight events PF PM STAR LINKED TO FINAL AXIS WHEN FMS FINAL AXIS INTERCEPTION ......MONITOR NAV SOURCE 2 ..................................V/ILS2 INTERCEPTING ON ND ILS FINAL AXIS INTERCEPTION ........MONITOR FINAL AXIS(1) ON HSI WHEN LOC CONSISTENCY ..........................CHECK ESTABLISHED Confirm with ND ON FINAL AXIS X CALL X CALL “RUNWAY AXIS CONFIRMED” “CHECK” VS P/B ..........................................PRESS HDG P/B .......................................PRESS NAV SOURCE 1 ...............................V/ILS1 ILS DISPLAY ...................................CHECK FMA ..............................................CHECK APP P/B ........................................PRESS X CALL FMA ..............................................CHECK “CHECK” X CALL “LOC BLUE GS BLUE” LOC LOC CAPTURE ............................MONITOR X CALL “LOC STAR” FMA ..............................................CHECK X CALL “CHECK” LOC GREEN X CALL “LOC GREEN” FMA ..............................................CHECK X CALL “CHECK” GS GS CAPTURE ..............................MONITOR X CALL “GS STAR” FMA ..............................................CHECK X CALL “CHECK” ALT SEL ............................SET TO G/A ALT X CALL “GO-AROUND ALTITUDE XXXX FEET SET” FMA ..............................................CHECK X CALL “CHECK” GS GREEN X CALL FMA ..............................................CHECK “GS GREEN” X CALL “CHECK” FINAL APPROACH PATH ...............FOLLOW FINAL APPROACH PATH ..............MONITOR 1000 FT AAL X CALL STABILIZED X COMMAND “1000 FT, STABILIZED” “WE CONTINUE”

Flight events PF PM 1000 FT AAL X CALL UNSTABILIZED X COMMAND “1000 FT, GO-AROUND” “GO-AROUND, SET POWER, FLAPS ONE NOTCH” Continue with Go-around procedure. AT MINIMUM X CALL X CALL “MINIMUM” “CONTINUE” If no automatic call-out Continue with Landing procedure. or “GO-AROUND, SET POWER, FLAPS ONE NOTCH” Continue with Go-around procedure.(1) Assumes PF is CM1. In case of PF is CM2, set NAV source 1 to V/ILS 1 first, and after interception NAV source 2 to V/ ILS 2. The idea is to monitor Loc interception on PM side.

1. 3D OPS ON V/ILS SOURCE – RADAR VECTOR TO FINAL AXIS Flight events PF PM RADAR VECTOR TO FINAL AXIS CLEARED FOR VS P/B ..........................................PRESS HEADING HDG P/B .......................................PRESS X CALL FMA ..............................................CHECK “HDG XXX, HDG GREEN, VS GREEN MINUS X CALL YYY” “CHECK” X CALL ”SET DIRECT TO INBOUND COURSE FAF/P” DTO INBOUND CRS FAF/P ...SET & ENGAGE X CALL “CONFIRM?” MCDU ............CHECK CORRECT WAYPOINT AND INBOUND COURSE X CALL “CHECK” MCDU .............................................EXEC NAV SOURCE 1 ...............................V/ILS1 NAV SOURCE 2 ...............................V/ILS2 CLEARED FOR ALT SEL ........................SET TO FAF/P ALT APPROACH APP P/B ........................................PRESS FMA ..............................................CHECK X CALL FMA ..............................................CHECK “APP MODE SET, LOC BLUE GS BLUE” X CALL “CHECK” LOC LOC CAPTURE ............................MONITOR X CALL “LOC STAR” FMA ..............................................CHECK X CALL “CHECK” CHECK LOC CONSISTENCY ..........................CHECK AIRCRAFT Confirm with ND ESTABLISHED X CALL ON CORRECT X CALL “RUNWAY AXIS CONFIRMED” LOC USING “CHECK” ND OR HSI LOC GREEN X CALL “LOC GREEN” FMA ..............................................CHECK X CALL “CHECK” GS GS CAPTURE ..............................MONITOR X CALL “GS STAR” FMA ..............................................CHECK X CALL “CHECK” ALT SEL ............................SET TO G/A ALT X CALL “GO-AROUND ALTITUDE XXXX FEET SET” FMA ..............................................CHECK X CALL “CHECK” 126 Flight events PF PM GS GREEN X CALL “GS GREEN” FMA ..............................................CHECK X CALL “CHECK” FINAL APPROACH PATH ...............FOLLOW FINAL APPROACH PATH ..............MONITOR CONTINUE AS FOR 3D OPS ON V/ILS SOURCE LINKED TO STAR47. 5. CIRCLE-TO-LANDFor initial configuration, refer to appropriate instrument approach profile, except:• Flaps remain at 15° • After flaps 15° extension, speed is selected manually to 135 kts (72-600: 137kts if icing speeds and A/C weight above 22T/42-600: 138kts if icing speeds and weight above 17. 5T)• Before landing C/L should be initiated during descent with flaps 15° and completed when flaps 30° (35°) Note: If initial approach is an ILS approach, use LOC and VS mode not GS mode to avoid FD freeze below 500’RNote: The following profile assumes a circling approach to land on the same runway in the opposite direction. Other circling profiles such as 90° turn to land on an intersecting runway require this procedure to be modified. Flight events PF PM BEFORE MDA X DO & CALL HEADING BUG ...................................±45° X CALL “HEADING XXX SET” “CHECK” REACHING X DO & CALL MDA ALT MODE ....................................ENGAGE X CALL “ALT SET, ALT GREEN” “CHECK” LEVEL OFF X DO & CALL TQ ..............................................ADJUSTNote: Crosscheck with speed trend HDG SEL MODE ....................SET & CHECK X CALL & DO “HEADING SEL, START TIMING” “CHECK” TIMING ...................................START TIMING ...................................STARTNote: all headings and timings must be adjusted for wind AFTER 30 SEC X DO & CALL HEADING BUG .......................DOWNWIND Adjust heading accordingly to crosswind component. X CALL “HEADING XXX SET” “CHECK” ABEAM X CALL & DO THRESHOLD “START TIMING” X DO TIMING ..........................................START TIMING ..........................................START ABEAM X CALL & DO THRESHOLD “FLAPS 25, START TIMING” TIMING ..........................................START X CALL & DO “SPEED CHECK” FLAPS ...............................................25° TIMING ..........................................START FLAPS 25° X CALL INDICATED “FLAPS 25” 006-24 NORMAL PROCEDURES STANDARD OPERATING SEPTEMBER 25 PROCEDURES 42-600 72-

Flight events PF PM REACHING X DO & CALL OUTBOUND AUTOPILOT .........................................OFF TIME(1) “AUTOPILOT OFF” X DO & CALL “SET FD STBY” FD ...................................................STBY X CALL “FD STBY SET” “SET RUNWAY HDG”(2) X CALL “RUNWAY HEADING SET” ON FINAL X COMMAND “FLAPS 30 (35)” X CALL & DO “SPEED CHECK” FLAPS .......................................30° (35°)FLAPS 30° (35°) X CALL INDICATED “FLAPS 30 (35), BEFORE LANDING CHECKLIST COMPLETE” X COMMAND “SET SPEED V APPROACH” X DO & CALL SPEED BUG ......................................VAPP X CALL “XXX BLUE SET” “CHECK”## 500 FT AAL X CALL STABILIZED X COMMAND “500 FT, STABILIZED” “CONTINUE” Continue with Landing procedure. 500 FT AAL X CALL UNSTABILIZED X COMMAND “500 FT, GO-AROUND” “GO-AROUND, SET POWER, FLAPS ONE NOTCH” Continue with Go-around procedure. Height (1) Outbound time (in sec)= ±1 sec/1 kt head/tailwind, but must be adjusted to remain visual at all times. 30 (2) The speed during the turn to join final is 135kt (137kt if icing speeds & GW above 22T) and the maximum bank angle is 30°. 128 . 6.

STANDARD TRAFFIC PATTERN¶

From take-off to 1500 ft AAL, refer to SOPs until After Take-off procedure. In the following procedure, AP is set OFF, and FD is ON. Flight events PF PM REACHING X CALL 1500 FT AAL “ALT STAR” X CALL “CHECK” X CALL “ALT GREEN” X CALL X DO “CHECK” TQ ..............................................ADJUST SPEED ...............................MAINTAIN 170 READY TO X COMMAND TURN “SET HEADING XXX” X DO & CALL HEADING BUG ....................................SET X CALL “HEADING XXX SET” “CHECK” Note: adjust outbound heading for wind DOWNWIND X COMMAND “ACTIVATE APPROACH SPEED” X DO & CALL MCDU: APPROACH SPEED ..ACTIVATED X CALL “APPROACH SPEED ACTIVATED” “SPEED 170 MAGENTA” X CALL X COMMAND “CHECK” “FLAPS 15” X CALL & DO “SPEED CHECK” FLAPS ................................................15° FLAPS 15° X CALL INDICATED X CALL “FLAPS 15” “SPEED 140 MAGENTA” X CALL “CHECK” X COMMAND “GEAR DOWN” X CALL & DO “SPEED CHECK” LANDING GEAR ..............................DOWN PWR MGT ...........................................TO TAXI & T. O. LIGHTS ..............................ON LDG GEAR 3 X CALL GREEN LIGHTS “GEAR DOWN” ABEAM X CALL & DO THRESHOLD “START TIMING” X DO TIMING ..........................................START TIMING ..........................................START ABEAM X CALL & DO THRESHOLD “FLAPS 25, START TIMING” X CALL & DO TIMING ..........................................START “SPEED CHECK” FLAPS ...............................................25° TIMING ..........................................START FLAPS 25° X CALL INDICATED X CALL “FLAPS 25” “SPEED 135 MAGENTA” X CALL “CHECK” 006-24 NORMAL PROCEDURES STANDARD OPERATING SEPTEMBER 25 PROCEDURES 42-600 72-

Flight events PF PM REACHING X COMMAND OUTBOUND “SET HEADING XXX, VS –700” X DO & CALL TIME(1) HEADING BUG ....................................SET VS ...................................................–700 “HEADING XXX, VS –700 SET” BASE TURN / X COMMAND LEG COMPLETE “SET FD STANDBY” X DO & CALL FD .............................................STANDBY “FD STANDBY” X COMMAND “FLAPS 30 (35)” X CALL & DO “SPEED CHECK” FLAPS .......................................30° (35°)FLAPS 30° (35°) X CALL INDICATED X CALL “FLAPS 30 (35)” “SPEED XXX MAGENTA” X CALL X REQUIRE “CHECK” “BEFORE LANDING CHECKLIST” X CALL & READ “BEFORE LANDING CHECKLIST”Refer to EWD “BEFORE LANDING CHECKLIST COMPLETE” 500 FT AAL X CALL STABILIZED X COMMAND “500 FT, STABILIZED” “CONTINUE” Continue with Landing procedure. 500 FT AAL X CALL UNSTABILIZED X COMMAND “500 FT, GO-AROUND” “GO-AROUND, SET POWER, FLAPS ONE NOTCH” Continue with Go-around procedure. Height (1) Outbound time (in sec)= 1 sec / 1 kt head/tailwind, but must be adjusted to remain visual at all times. 30 NOTE: When performing a visual pattern below 1500 ft AAL flaps have to be kept extended at 15° after take-off.

AIRCRAFT ENERGY MANAGEMENT¶

The aircraft configuration, flaps and gear management in approach is detailed in the following. KEY POINT définition:• 8 NM from touchdown • Speed 170 Knots • Flaps 0°This will ensure aircraft stabilisation at 1000 feet AAL for both Dual and Single Engines approach. 240 Kts 170 Kts 48. 1.

DECELERATION POINT COMPUTATION¶

170 Kts To reach the KEY POINT 8NM from touch down following a 3° path at 240 Knots, the deceleration point## 1000 Ft AAL should not be later than 13NM from touchdown which is always the case thanks to IFR procedures design rules. Consequently follow the deceleration point given by the FMS to reach 170 Knots. In case of ATC speed instruction, it’s recommended to use MAN SPEED in association with MCDU VNAV 2 page to monitor speeds constraints. 5 NM 8 NM Approach speed is automatically activated by the system at 6NM from FAF. NOTE: Approach speed can be manually activated: CALL: “ACTIVATE APPROACH SPEED”The deceleration is achieved with PL at FI. FI 240 Kts 170 Kts## 1000 Ft stabilized 5 NM 8 NM 13 NM APP SPEED auto activation at 6NM from FAF FAF greater than 7 NM 240 Kts 170 Kts 170 Kts 5 NM 1000 Ft AAL FAF greater than 7NM from threshold use AUTO APP SPEED 8 NM 13 NM CALL: “ACTIVATE APPROACH SPEED” APP SPEED auto activation at 6NM from FAF## 240 Kts FAF lower than 7 NM 170 Kts FAF lower than 7NM from threshold CALL: 5 NM 1000 Ft “ACTIVATE APPROACH SPEED” 8 NM 13 NM 48. 2.

ENERGY MANAGEMENT PROCEDURE¶

Flight events PF PM APPROACH X CALL X CALL SPEED “SPEED 170 MAGENTA” “CHECK” ACTIVATED PL ..................................................ADJUST Maintain vertical profile as speed reduces AT KEY POINT FLAPS 15 ......................................ORDER (8NM FROM X CALL X CALL THRESHOLD) “FLAPS 15” “SPEED CHECK” FLAPS LEVER .......................................15 FLAPS POSITION ...........ANNOUNCE WHEN INDICATED X CALL X CALL “SPEED 140 MAGENTA” “FLAPS 15” X CALL “CHECK” AT VLO-5 LANDING GEAR DOWN ....................ORDER X CALL X CALL “GEAR DOWN” “SPEED CHECK” LDG LEVER ....................................DOWN PWR MGT SELECTOR ............................TO TAXI & TO LIGHTS ................................ON LDG GEAR ........ANNOUNCE WHEN LOCKED X CALL “GEAR DOWN” X COMMAND “FLAPS 25” X CALL & DO “SPEED CHECK” FLAPS ...............................................25° FLAPS 25° X CALL INDICATED “FLAPS 25” X CALL “SPEED 135 MAGENTA” X CALL “CHECK” CAPTAIN CABIN REPORT .........................................OBTAIN AT VFE-5 FLAPS 30 ......................................ORDER X CALL X CALL “FLAPS 30” “SPEED CHECK” FLAPS LEVER ......................................30 FLAPS POSITION ...........ANNOUNCE WHEN INDICATED X CALL X CALL “FLAPS 30” “SPEED XXX MAGENTA” PL ..............................................ADJUST X CALL “CHECK” X REQUIRE “BEFORE LANDING CHECKLIST” X CALL AND READ “BEFORE LANDING CHECKLIST” REFER TO FCTM CHECKLIST READING PHILOSOPHY X CALL “BEFORE LANDING CHECKLIST COMPLETE” 006-24 NORMAL PROCEDURES

LANDING Flight events PF PM VISUAL VISUAL REFERENCES ..................ANNOUNCE REFERENCES X CALL ACQUIRED “CONTINUE” APPROACH .................................CONTINUE AP .....................DISCONNECT & ANNOUNCE X CALL “AUTOPILOT OFF” CAVALRY CHARGE ...........................CANCEL YD DISENGAGEMENT ........................ORDER X ORDER “SET YAW DAMPER OFF” YD ........................DISENGAGE & ANNOUNCE AFCS YD ALARM ................................CLEAR YAW TRIM .........................................CHECK VISUAL GO-AROUND .................ORDER AND INITIATE REFERENCES X CALL NOT ACQUIRED “GO-AROUND SET POWER FLAPS ONE NOTCH” AT 50FT AAL 50FT AAL ..................................ANNOUNCE X CALL “50”If no automatic call-out AT 20FT AAL 20FT AAL ..................................ANNOUNCE X CALL PL1+2 ......................................................FI “20” FLARE ..........................................PERFORM If no automatic call-out ON GROUND IDLE GATE AUTOMATIC RETRACTION .....CHECK PL1+2 ......................................................GI Pull if no automatic retraction LO PITCH ....................CHECK & ANNOUNCE ENG LO PITCH CALL REVERSE## 2 LOW NORMAL 2 PITCH USE## 2 ENG 1 NO NO## 0 REVERSE REVERSE## 1 LOW USE## 1 ENG 1 PITCH WITH CARE BRAKES ..................................AS REQUIRED REVERSE.................................AS REQUIRED X CALL “70 KTS” Flight events CM1 CM2 PASSING X CALL 70KTS “I HAVE CONTROL” NOSEWHEEL STEERING ..................CONTROL CONTROL WHEEL ..............HOLD INTO WIND X CALL “MY YOKE”
GO-AROUND Flight events PF PM X CALL “GO AROUND SET POWER FLAPS ONE NOTCH” GO-AROUND P/B ON PL .....................PRESS PL1+2 .....................ADVANCE TO THE RAMP FLAPS LEVER .............RETRACT ONE NOTCH PITCH ........................ROTATE TO G/A PITCH PL1+2 ..........................CHECK AND ADJUST Follow FD bars FLAPS ........................ANNOUNCE POSITION X CALL “FLAPS 15” (“FLAPS 25” FOR 42-600) FMA .................................................CHECK FMA .................................................CHECK CAVALRY CHARGE ...........................CANCEL POSITIVE POSITIVE CLIMB ..........................ANNOUNCE CLIMB X CALL “POSITIVE CLIMB” GEAR UP ..........................................ORDER X CALL ”GEAR UP” LDG GEAR LEVER ...................................UP YAW DAMPER ................CONFIRM ENGAGED TAXI & T/O LIGHTS ................................OFF FGCP ....................................................SET Vertical setting : press IAS P/b Lateral setting : -Go around: check LNAV mode engaged on FMA, if not press HDG P/b -Extraction: Press HDG P/b FMA .................................................CHECK X CALL “LNAV (HDG SEL) IAS XXX MAGENTA” FMA .................................................CHECK After AP engagement, adjust NAV SOURCE, lateral (NAV or HDG) guidance mode to comply with missed approach, extraction or ATC clearance WHEN GEAR GEAR UP ........ANNOUNCE WHEN INDICATED UP AND X CALL LOCKED – NO “GEAR UP” LIGHTS PASSING REFER TO AFTER TAKE-OFF PROCEDURE ACCELERATION (SPECIFIC PROCEDURE FOR 42-600 BELOW)ALTITUDE PASSING X CALL VMHB15 “FLAPS RETRACTION SPEED” FLAPS 15 .........................................ORDER X CALL “FLAPS 15” FLAPS LEVER ..............................SELECT 15 FLAPS 15 .......ANNOUNCE WHEN INDICATED X CALL “FLAPS 15” 006-24

AFTER LANDING¶

Flight events CM1 CM2 RUNWAY X ORDER VACATED “AFTER LANDING PROCEDURE” LANDING LIGHTS & STROBES .................OFF FLAPS LEVER ............................................0 GUST LOCK LEVER ...........................ENGAGE FLIGHT CONTROLS ................CHECK LOCKED TIMING 2 MIN ....................................START XPDR ......................................AS REQUIRED SYSTEM PAGE .......................................SET TRIMS ...............................................RESET WEATHER RADAR ...............................STBY FGCP ..................................................STBY DE/ANTI-ICING .......................................OFF PROBES HEATING ..................................OFF X CALL “AFTER LANDING PROCEDURE COMPLETE” LAST FLIGHT OF X ORDER THE DAY “ATPCS TEST” ATPCS ........................DAILY DYNAMIC TEST DO NOT PERFORM WHILE TAXIING X CALL “ATPCS TEST PERFORMED” AFTER 2 MIN CL1 FTHR .........................................ORDER BELOW FLIGHT X ORDER IDLE “CL1 FEATHER” CL1 .....................................................FTHR Wait 30 seconds in feather minimum CHRONO ...........................................START ACW BTC.........................CONFIRM CLOSED HYD PRESS .......................................CHECK MINI 30S AFTER FEATHERING ......ANNOUNCE X CALL “30 SECONDS” CL1 FUEL S/O ..................................ORDER X ORDER “CL1 FUEL SHUTOFF” CL1 ..............................................FUEL S/O DC BTC ............................CONFIRM CLOSED ENG 1 X REQUIRE SHUTDOWN “AFTER LANDING CHECKLIST” X CALL & READ “AFTER LANDING CHECKLIST”Refer to EWD C/L, performed as a do-list: CM2 reads loudly, acts and checks without CM1 confirmation “AFTER LANDING CHECKLIST COMPLETE” NOTE: Taxiing should be done at GI power During taxi, braking while PLs are in FI , may induce BRK TEMP HOT alarm and early brakes wear.

PARKING Flight events CM1 CM2 LAST TURN TO TAXI & T/O LIGHT ..................................OFF HYD PRESS .......................................CHECK PARKING Verify 3x3000psi POSITION X CALL “HYDRAULIC OK” AIRCRAFT PARKING BRAKE ...........................ENGAGED STOPPED AT SEAT BELT SIGN .....................................OFF PARKING X CALL X CALL POSITION “PARKING BRAKE SET” “CHECK” XPDR ..................................................STBY CL2 ....................................................FTHR NP STABILIZED ...........................ANNOUNCE NP below 15%. X CALL “NP STABILIZED” PROP BRAKE ................CHECK READY LIGHT PROP BRAKE ..........................................ON PROP BRAKE BLUE LIGHT .............CHECK ON PROP 2 ..............................CHECK STOPPED X CALL “PROPELLER STOPPED” BOTH BEACON................................................OFF PROPELLERS PAX DOOR OPENING .........................ORDER STOPPED TAIL PROP POSITIONING ....................ORDER X REQUIRE X CALL & READ “PARKING CHECKLIST” “PARKING CHECKLIST” Refer to EWD “PARKING CHECKLIST COMPLETE” IF EXTERNAL DC EXT PWR AVAIL ......................CHECK ON POWER DC EXT PWR P/B ..............................PRESS AVAILABLE CL2 .............................................FUEL S/O WING LIGHTS ........................................OFF UNLOADING SIGNS ...................................................OFF COMPLETED CDLS ....................................................OFF

LEAVING THE AIRCRAFT¶

Flight events CM1 CM2 ALL X ORDER DOCUMENTATION “LEAVING THE AIRCRAFT PROCEDURE” FILLED OXYGEN MAIN SUPPLY ..........................OFF WINDSHIELD HEATING ...........................OFF EMER EXIT LT .................................DISARM LOGO LIGHT...........................................OFF WEATHER RADAR .................................OFF • WITH GPU FUEL PUMP 1+2 ....................................OFF DC EXT PWR.........................................OFF BATTERY ...............................................OFF LEAVING THE AIRCRAFT C/L has to be done before switching off the battery.• WITHOUT GPU CL 2 ..............................................FUEL S. O WING LIGHT ..........................................OFF FUEL PUMP 1+2 ....................................OFF BATTERY ...............................................OFF LEAVING THE AIRCRAFT C/L has to be done before switching off the battery. PARKING BRAKE ............................AS RQRD X CALL “LEAVING THE AIRCRAFT PROCEDURE COMPLETE” BEFORE X REQUIRE SWITCHING “LEAVING THE AIRCRAFT CHECKLIST” X CALL & READ OFF BATTERY “LEAVING THE AIRCRAFT CHECKLIST”Refer to EWD C/L “LEAVING THE AIRCRAFT CHECKLIST COMPLETE”

NO GPU54.

HOTEL MODE OPERATIONS¶

INITIAL COCKPIT PREPARATION - STEP 1¶

In the following, no GPU is available. The start of Engine 2 in Hotel mode is done with the flight crew in the cockpit, then the Initial Cockpit Preparation procedure (different short transit) is done by CM2 while CM1 is performing the external inspection. When Hotel mode is running, at least one crew member must remain in the cockpit. The aim is to extinguish all white lights, to test all systems and to prepare the cockpit for the flight. Refuelling in Hotel mode is prohibited. IMPORTANT: NAC OVHT and ENG FIRE can be triggered in Hotel mode, with a tail wind greater than 10kts. 54. 1.1.

FULL COCKPIT PREPARATION IN HOTEL MODE¶

CM2 X DO FOR DETAILS and all TESTS, REFER TO EMER EQUIPMENTS .......................................CHECK FCOM: PRO NOP NOR GEAR PINS & COVERS ..............................ON BOARD DOCUMENTATION ....................................ON BOARD MFC AUTOTEST CHECK ALL CIRCUITS BREAKERS ................................CHECK MFC 1A, 2A flashing (only if cargo door BRAKE HANDLE..........................................PARKING control panel is closed), then MFC 1B, 2B. PL 1 & 2...................................................CHECK GI GUST LOCK ..............................................CHECK ON CL 1 & 2 ........................................CHECK FUEL S. O EXTERNAL INSPECTION FLAPS LEVER & INDICATOR........CHECK CONSISTENCY PREPARATION LANDING GEAR LEVER ........................CHECK DOWN To minimize BAT discharge, BAT should EEC 1 & 2 ...........................................................PRESSED IN remain OFF during external inspection. The WIPERS ............................................................OFF external lights should be checked after BATTERY ............OFF DURING EXTERNAL INSPECTION ENG 2 is started in hotel mode. HYD AUX PUMP pb pedestal ...........................PRESS Once ENG 2 is started in hotel mode one EXTERNAL INSPECTION .................PERFORM BY CM1 flight crew member must remain in the BATTERY ...........................................................ON cockpit. MFC .........................................MONITOR AUTOTEST EMER BUS & ESS BUS ................CHECK ARROWS ON UNDV light ..............................................CHECK OFF PROP BRK ON NAV lights ..........................................................ON Check the PROP BRK blue light is illuminated. AVIONIC INITIALIZATION ..................................CHECKIf not, depress HYD AUX PUMP PB on the pedestal. FUEL PUMP & FUEL X FEED ...............................TESTWhen the READY green light illuminates, select PROP ENG FIRE 2 ......................................................TEST BRK ON. ENG 2 ...................................START IN HOTEL MODE Check the UNLK red light is extinguished. DC GEN 2 FAULT light .............................TURNED OFF ANN LT ............................................................TEST

Flight events CM1 CM2 READY TO X CALL START “GROUND FROM COCKPIT READY TO START ENGINE 2 IN ENG 2 IN HOTEL MODE, CONFIRM SERVICE HOTEL MODE DOOR CLOSED AND AREA CLEAR” SERVICE DOOR .............................CLOSED FUEL PUMP 2 ......................................ON Check RUN light on and FEED LO PRESS light off WING LIGHTS ......................................ON PROP BRAKE SWITCH ..........................ON If PROP BRAKE sw is OFF, press HYD AUX PUMP pb on pedestal in order to get the READY green light, then set PROP BRAKE sw ON RIGHT SIDE AREA…CHECK CLEAR AFTER OUTSIDE X CALL VISUAL CHECK “RIGHT SIDE CLEAR, READY TO START ENGINE 2?” X CALL “I AM READY” ENG START SELECTOR .................AS REQD TIMING ..........................................START START 2 P/B .................................PRESSTo monitor starter limitation START pb ON light comes on and START green ENGINE PARAMETERS .................MONITOR label on EWD page X CALL “STARTER ON” NH ............................................MONITOR NH=10% CL2 ................................................FTHR For engine start in X CALL hot environment, “FUEL OPEN” refer to FCOM ITT TIMING ..........................................START INCREASING LIGHT UP ................MONITOR WITHIN 10S X CALL “IGNITION” NH=45% X CALL “45%” START 2 P/B .....................................OFF NH, ITT, OIL PRESS......................MONITOR X CALL “STARTER OFF” START pb ON light and START green label on EWD page turn off OIL PRESSURE X CALL INCREASING “OIL PRESS” MAXIMUM START TIME ..................WITHIN ITT MAX .................................ANNOUNCE LIMITATIONS MAXIMUM START ITT ......................WITHIN X CALL LIMITATIONS “ITT XXX°C” TIMING ............................................STOP X CALL “START TIME XXX”

Flight events CM1 CM2 PARAMETERS X CALL STABILIZED “PARAMETERS STABILIZED” ENG START SELECTOR ...OFF/START ABORT BAT charge can be checked on overhead panel DC GEN 2 VOLTAGE .........................CHECK EXT PWR ...........................................OFF DC GEN 2 FAULT LIGHT .......................OFF DC BTC ........................................CLOSED BLEED 2 FAULT LIGHT ..............CHECK OFF X VALVE OPEN LIGHT .................CHECK ON PACK 1+2 FAULT LIGHT ............CHECK OFF PL2 ........................ADJUST AS REQUIRED For the rest of the procedure, refer to COCKPIT PREPARATION - STEP 2, Full Cockpit preparation.–starting from Scan on overhead panel –except for actions concerning Engine 2 fire test, Propeller brake and Fuel pump 2, which are already performed. 54. 1.2.

SHORT TRANSIT IN HOTEL MODE¶

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

POWER BACK AND PUSH-BACK OPERATIONS¶

POWER BACK¶

Refer to : FCOM PRO NOP ANOR355. 2.

PUSH-BACK WITH TUG (FCOM PRO NOP ANOR 3)¶

Push-back is done after ATC clearance. Ground staff remains connected with the aircraft by using conventional signs and/or headphones. NW Steering is OFF and parking brake is released. Both crew members keep their feet on the floor. Never uses brakes during push-back (to avoid tail strike and/ or strain on towing system). IMPORTANT: Wait for disconnection of the tow bar before switching the steering ON. IMPORTANT: NAC OVHT and ENG FIRE can be triggered during push-back in Hotel mode with a tail wind greater than 10kts. Avoid orientating aircraft in the tailwind direction. If the tail wind is above this limit, the push-back has to be done with the propeller(s) running and unfeathered. The following phraseology is used: Flight events CM1 CM2 CLEARED FOR X DO PUSH-BACK NW STEERING ................................... OFF TOW BAR CONNECTION ..............CONFIRM BRAKE HANDLE...........................BRK OFF FEET ..................................ON THE FLOOR FEET ..................................ON THE FLOOR BRAKES: DO NOT USE BRAKES .................................DO NOT USE X CALL “GROUND FROM COCKPIT, I CONFIRM CLEAR TO PUSH, FACING XXX, PARKING BRAKE IS RELEASED, NOSE WHEEL STEERING IS OFF” PUSH-BACK START UP ENGINE NUMBER 1 AND RELEASE COMPLETE OF PROPELLER NUMBER 2 CAN BE X DO & CALL PERFORMED DURING PUSHBACK, BASED PARKING BRAKE ..................................ON ON LOCAL AGREEMENT “GROUND FROM COCKPIT, PARKING BRAKE ON” Note: Unfeathering of propellers during pushback can damage nosewheel and/or pushback servicing TOW BAR DISCONNECTED X DO & CALL AND VISUALLY NW STEERING .....................................ON CONFIRMED BY “YOU CAN DISCONNECT, GOOD BYE” CREW CONTINUE WITH TAXI PROCEDURE

NOISE ABATEMENT PROCEDURES¶

ATR recommends the following procedures for noise reduction on the ground. – Do not use full reverse while taxiing – Minimize the use of full reverse at landing Airport operations may require application of noise abatement departure procedures (NADP) type 1 or 2. Type 1 is dedicated to close obstacles. Type 2 is dedicated to distant obstacles. ATR recommends followings procedures: NADP1: maintain V2+5, up to 3000ft AAL (or any other specific altitude as per airport recommendation), then apply climb procedure. NADP2: Passing 1500ft AAL, apply climb procedure and select speed man VminOPS after flaps retraction. Resume normal climb speed passing 3000ft AAL (or any other specific altitude as per airport recommendation).

OPERATIONS IN ICING CONDITIONS¶

Please refer to “be prepared for icing” brochure on https://www. atractive. com

ADDITIONAL SOP 58.

WET AND CONTAMINATED RUNWAYS OPERATIONS¶

Please refer to the Performance guide.

LOW VISIBILITY OPERATIONS¶

Please refer to the All Weather Operations guide.

ADDITIONAL SOP 60.

DESCENT IN VS MODE¶

60. 1¶

DESCENT INITIATION IN VS MODE¶

Calculation of Top of descent point is performed by the FMS based on default or selected flight path angle and any altitude and/or speed constraints. Unless ATC constraints dictate, the FMS-calculated TOD should be respected to ensure optimum flight path management. The overall strategy is to maintain the VDEV centered, using indications on the PFD with LNAV mode selected or using VNAV page of the MCDU in HDG mode. It should be understood that if deviating from flight plan in heading mode, the VDEV information in the MCDU becomes less accurate.## 60. 2 DESCENT MONITORING AND ADJUSTMENT IN VS MODE Flight events PF PM IF HEADING MCDU ..............................SET VNAV PAGE MCDU ..............................SET FPLN PAGE MODE DESCENT ...................................MONITOR FPLN Page permits to read ALT and SPEED Monitor descent using VDEV and TGT VS constraints on Flight Plan information on MCDU VNAV Page. VDEV on PFD is only displayed in LNAV mode. VDEV and TGT VS are computed for a direct routing to the next altitude constrained waypoint of the flight plan VS ...............................................ADJUSTIn order to maintain a coherent vertical profile, VS should not exceed TGT VS on VNAV

2D OPERATION PROCEDURES## 61. 1 2D OPS ON V/ILS SOURCE – STAR LINKED TO FINAL AXIS Flight events PF PM STAR LINKED TO FINAL AXIS READY FOR X COMMAND APPROACH “ACTIVATE APPROACH SPEED” X DO & CALL MCDU: APP SPEED .......................ACTIVATED X CALL “APPROACH SPEED ACTIVATED” “SPEED 170 MAGENTA” X CALL “CHECK” WHEN FMS FINAL AXIS NAV SOURCE 2 ..............................V/ILS 2 INTERCEPTING INTERCEPTION .............................MONITOR LOC FINAL AXIS INTERCEPTION ....MONITOR FINAL AXIS ON ND ON HSI WHEN LOC CONSISTENCY ..........................CHECK ESTABLISHED Confirm with ND ON FINAL AXIS X CALL X CALL “RUNWAY AXIS CONFIRMED” “CHECK” VS P/B ...........................................PRESS HDG P/B ........................................PRESS NAV SOURCE 1 ..............................V/ILS 1 NAV P/B ........................................PRESS FMA ..............................................CHECK LOC DISPLAY ...............................CHECK X CALL “LOC BLUE” FMA ..............................................CHECK X CALL “CHECK” LOC* LOC CAPTURE ............................MONITOR X CALL “LOC STAR” FMA ..............................................CHECK X CALL “CHECK” LOC GREEN X CALL “LOC GREEN” FMA ..............................................CHECK X CALL “CHECK” 4 NM BEFORE X COMMAND FAP/FAF “FLAPS 15” X CALL & DO “SPEED CHECK” FLAPS ....................................................15°

light events PF PM FLAPS 15° X CALL INDICATED X CALL “FLAPS 15” “SPEED 140 MAGENTA” X CALL “CHECK” X DO & CALL GA ALTITUDE ........................................SET(1)GO AROUND ALTITUDE XXX SET X CALL “CHECK” X DO & CALL VS ............................................................0 “VS 0 FT/MIN SET” X CALL “CHECK” 1 NM BEFORE X COMMAND FAP/FAF “GEAR DOWN” X CALL “SPEED CHECK” X DO LANDING GEAR ..................................DOWN PWR MGT ................................................TO TAXI & T. O. LIGHTS ...................................ON LDG GEAR 3 X CALL GREEN LIGHTS “GEAR DOWN” X COMMAND “FLAPS 25” X CALL & DO “SPEED CHECK” FLAPS ...............................................25° FLAPS 25° X CALL INDICATED “FLAPS 25” X CALL “SPEED 135 MAGENTA” X CALL “CHECK” 0. 3 NM BEFORE X DO & CALL FAP/FAF VS ............................................................XXX “VS -XXX SET; TOP OF DESCENT” X CALL “CHECK” STARTING X COMMAND DESCENT “FLAPS 30 (35)” X CALL & DO “SPEED CHECK” FLAPS ...........................................30° (35) FLAPS 30° (35°) X CALL INDICATED “FLAPS 30 (35)” X CALL “SPEED XXX MAGENTA” X CALL “CHECK” X DO X DO FLIGHT PATH ........................FOLLOW FLIGHT PATH ..................................MONITOR X REQUIRE “BEFORE LANDING CHECKLIST” X CALL & READ “BEFORE LANDING CHECKLIST”Refer to EWD “BEFORE LANDING CHECKLIST COMPLETE” (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. 006-24 NORMAL PROCEDURES

1. 2D OPS ON V/ILS SOURCE - RADAR VECTOR TO FINAL AXIS Flight events PF PM RADAR VECTOR TO FINAL AXIS READY FOR X COMMAND APPROACH “ACTIVATE APPROACH SPEED” X DO & CALL MCDU: APP SPEED .......................ACTIVATED “APPROACH SPEED ACTIVATED” X CALL “SPEED 170 MAGENTA” X CALL “CHECK” CLEARED FOR VS P/B ..............................................PRESS HEADING HDG P/B ...........................................PRESS X CALL “HDG XXX, HDG GREEN, VS GREEN MINUS YYY” FMA ..................................................CHECK X CALL “CHECK” X CALL “SET DIRECT TO INBOUND COURSE FAF/P” DTO INBOUNDS CRS FAF/P .......SET & ENGAGE X CALL “CONFIRM?” MCDU .................CHECK CORRECT WAYPOINT AND INBOUND COURSE X CALL “CHECK” MCDU ..................................................EXEC NAV SOURCE 1 ...................................V/ILS1 NAV SOURCE 2 ...................................V/ILS2 CLEARED FOR ALT SEL ............................SET TO FAF/P ALT APPROACH NAV P/B ............................................PRESS FMA ..................................................CHECK X CALL “LOC BLUE” FMA ..................................................CHECK X CALL “CHECK” LOC* LOC CAPTURE ............................MONITOR X CALL “LOC STAR” FMA ..............................................CHECK X CALL “CHECK” CHECK AIRCRAFT LOC CONSISTENCY ..........................CHECK ESTABLISHED ON Confirm with ND CORRECT LOC X CALL X CALL USING ND “CHECK” “RUNWAY AXIS CONFIRMED” LOC GREEN X CALL “LOC GREEN” X CALL “CHECK” CONTINUE AS FOR 2D OPS ON V/ILS SOURCE - STAR LINKED TO FINAL AXIS

UPSET PREVENTION & RECOVERY TRAINING¶

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

DEFINITION OF AIRPLANE UPSET¶

An airplane upset is an undesired airplane state characterized by unintentional divergences from parameters normally experienced during operations. An airplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions. Deviations from the desired airplane state will become larger until action is taken to stop the divergence. Return to the desired airplane state can be achieved through natural airplane reaction to accelerations, auto-flight system response or pilot intervention. 62. 3. MONITORING ATR and the other aircraft manufacturers believe that flight crew engagement combats complacency through active monitoring. Therefore, active monitoring is the critical element to ensure awareness and avoidance of undesired airplane states and provides the strongest countermeasure against startle. An engaged crew is in the best position to cope with undesired airplane states. In the context of undesired airplane states, active monitoring means keeping track of the environment, the airplane’s energy state and flight path trajectory. This creates expectations about future airplane state to detect deviations in order to take timely corrective actions. Effective monitoring of the environment, the airplane energy state and flight path depends very heavily on an accurate and comprehensive understanding of the current airplane’s energy state and flight path trajectory based on the relevant indications of its status. This understanding, or mental model, can then be used to create expectations about future state and deviations from the expected state. These expectations then serve as a baseline for monitoring. Active monitoring is the responsibility of all crew members to ensure the airplane state is understood and correct for the situation. Each pilot should:• Know and understand the expected airplane state for the situation • Communicate expectations • Keep track of current airplane state • Detect and communicate deviations from expectations • Assess risk and decide on a response • Update and communicate understanding • Take timely corrective actions62. 3.1.

ENERGY STATES / AIRCRAFT PERFORMANCE¶

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

ABNORMAL SITUATIONS These three types of energy can be traded, or exchanged:• Airspeed can be traded for altitude (kinetic to potential energy)• Altitude can be traded for airspeed (potential to kinetic energy)• Thrust can be converted into airspeed and/or altitude (chemical to either kinetic or potential energy)Kinetic energy needs to be replenished (from potential or chemical energy), as it is continuously expended in the process of generating the aerodynamic forces acting on the airplane which result in controlled flight (lift and drag).This process of consciously controlling the energy state of the airplane is referred to as «energy management».The trading of energy must be accomplished with a view toward the final required energy state. The objective of energy management is to keep the desired kinetic, potential and chemical energy within operating limits. This objective is especially important during an inadvertent upset and the ensuing recovery. The process of controlling forces to produce a new energy state takes time. Airplanes of larger mass generally take longer to change orientation than airplanes of smaller mass. The longer time requires the pilot to plan ahead more in a large-mass airplane to make sure that the actions taken will achieve the final desired energy state. The amount of time required is a function of the mass of the airplane and the magnitude of the applied forces. It is also a function of the aircraft actual performance versus the expected performance, for example when encountering icing conditions, an unusual power required and/or unusual acceleration rate or vertical speed can be an indicator of ice accretion effect. In that intent, it is crucial that pilots are aware of and expect their aircraft performance and presets during climb (vertical speed) and level off (target speed, acceleration rate) in order to perform the most effective monitoring and ensure a timely recovery. 62. 3.2.

MONITORING OF AIRCRAFT PERFORMANCE IN ICING CONDITIONS¶

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

ATR believes that active monitoring and aircraft performance expectations, in terms of climb performance and cruise parameters, are key to prevent any undesired airplane state and to detect and to recover early enough any aircraft performance degradation. The effects of ice accretion on the airplane first consist in a drag increase. It can generate either a loss of climb rate in climb or a loss of airspeed in cruise. Therefore the monitoring of the rate of climb (in climb) or of the airspeed (in cruise) should be tight to allow detection of icing conditions that may not be obvious from a visual standpoint (such as clear ice accretion for instance).The rate of ice accretion depends on a lot of parameters and induced drag increase can be very slow and progressive or on the contrary fast and massive. The lower is the airspeed, the quicker and the more important can be such performance decrease. This underlines the importance of an early identification of loss of performance of the airplane especially when margin to VmLB0 is limited. icing CLIMB In climb, the AP/FD must be used in IAS mode that maintains the aircraft speed by adjusting the pitch , which impacts the rate of climb. Any other vertical mode (pitch hold, V/S) is prohibited. ATR recommends anticipating the entry into icing conditions: if the airplane is not in icing conditions yet but approaches icing conditions (for instance, a cloud layer above and/or TAT progressively decreasing), the target climb speed should be increased and the anti-icing systems engaged before actually entering icing conditions. The flight crew should monitor the rate of climb to identify any possible loss of performance. At any time above Minimum Safe Altitude (MSA), a decrease in performance can lead the flight crew to choose a cruise level below the initial target. For information, in terms of energy exchange, a climb rate of 100ft/min is equivalent to a speed increase of 10 Kts. For example, if climbing at 400 Ft/min the aircraft will accelerate by 40 Kts when levelling off. Given the factors that influence the rate of climb (weight, temperature, turbulence, etc.), it may not be easy for the flight crew to detect a climb performance lower than normal. However the operational ceilings are defined when the rate of climb reaches a threshold of:- 300 Ft/min in normal and icing conditions Since they are computed with a lower residual rate of climb in icing conditions, the operational ceiling values may be higher than in normal conditions. In such case, the operational ceiling is the lowest of the two. Therefore if the climb rate decreases under 300 ft/min, it means that the aircraft is reaching its operational ceiling and a level off should be considered. At the latest when climb rate reached 100 ft/min or less, a level off will certainly not be enough to regain airspeed and the severe icing procedure has to be applied. CRUISE Depending on the altitude and temperature, this power level should bring the aircraft to a specific IAS (in FCOM PERFO 3. 05. 03).This target airspeed should be known by the flight crew and bugged so that a deviation from this value could be easily identified. Any ice accretion will generate an increase in drag and a decrease in airspeed. Whatever the severity of ice accretion, there will still be a loss due to ice on unprotected areas (e. g. radome, wipers, spinners, ...). In most situations, the use of anti and de-icing systems will be enough to limit the loss of performance and it may even be almost transparent. As soon as a loss of airspeed is identified, the flight crew should monitor that it stabilizes. If the airspeed keeps decreasing, the flight crew should take all necessary actions to maintain airspeed above VmLB0 +10 kt. icing

Of course, the time available to the flight crew between the moment they identify the loss of airspeed and the moment they need to take an action depends on the margin that is available above the minimum speed and the rate of ice accretion. That is the reason why it is recommended, if icing conditions are likely on the planned route, to choose a flight level that provides a cruise speed at least 40 kt above the minimum icing speed. To regain or maintain airspeed, a first action can be to increase the rotation speed of the propellers (CL set to 100%) that helps de-icing the blades. If this is not enough and the IAS continues to decrease, the flight crew should prepare a descent strategy (MSA, escape route,...).Example: For an ATR 72 with a takeoff weight of 22T, VmLB (FLAPS 0) icing (ICING BUG) is 165 kt. In ISA +5 °C and if icing conditions are expected, to maintain at least a margin of 40 kt between VmLB (FLAPS 0) icing (ICING BUG) and the cruise speed target, the maximum cruise level would be FL180 where cruise speed target is 205 kt. In any case if the airspeed cannot be maintained above VmLB0 +10 kt, the flight crew shall immediately icing apply the severe icing procedure and initiate a descent. 62. 4.

CAUSES OF AIRPLANE UPSETS¶

An airplane upset is not a common occurrence. There are a variety of reasons why upsets occur, including:• Pilot-induced • Mis-use of airplane automation • Environmentally-induced • Systems-induced. 62. 4.1.

PILOT-INDUCED AIRPLANE UPSETS¶

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

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

ABNORMAL SITUATIONS 62. 4.2.

MISUSE OF AIRPLANE AUTOMATION¶

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

4.3. ENVIRONMENTALLY-INDUCED WAKE TURBULENCE DESCRIPTION Wake turbulence is the leading cause of aircraft upsets. Vortex Generation The phenomenon that creates wake turbulence results from the forces that lift airplanes. High-pressure air from the lower surface of the wings flows around the wingtips to the lower pressure region above the wings. A pair of counter rotating vortices is thus shed from the wings: the right wing vortex rotates counterclockwise, and the left wing vortex rotates clockwise. The region of rotating air behind the airplane is where wake turbulence occurs. Vortex Strength The strength of the turbulence is determined predominantly by the weight, wingspan, and speed of the airplane. The greatest vortex strength occurs when the generating aircraft is heavy-clean-slow. Generally, vortices descend at an initial rate of about 300 to 500 ft/min for about 30 sec. The descent rate decreases and eventually approaches zero between 500 and 900 ft below the flight path. Flying at or above the flight path provides the best method for avoidance. Maintaining a vertical separation of at least 1000-ft when crossing below the preceding aircraft may be considered safe. Induced Roll An encounter with wake turbulence usually results in induced rolling or pitch moments; however, in rare instances an encounter could cause structural damage to the airplane. In more than one instance, pilots have described an encounter to be like “hitting a wall.” The dynamic forces of the vortex can exceed the roll or pitch capability of the airplane to overcome these forces. During test programs, the wake was approached from all directions to evaluate the effect of encounter direction on response. One item was common to all encounters: without a concerted effort by the pilot to check the wake, the airplane would be expelled from the wake and an airplane upset could occur.

ABNORMAL SITUATIONS ICAO RECOMMENDATIONS ICAO Aircraft Category ICAO has classified the aircraft in three Wake Turbulence categories. Refer to ICAO Doc 4444 Air Traffic Management, §4. 9 Wake Turbulence Categories. ATR aircraft are classified as “Medium”. MTOW Wake Turbulence Category>136 tons Heavy## 7 tons < MTOW < 136 tons Medium <7 tons Light ICAO separation minima ICAO has specified wake turbulence separation minima -the main ones are reminded below. Refer to ICAO Doc 4444 Air Traffic Management, §5. 8 Time-Based Wake Turbulence Longitudinal Separation Minima for additional information. ATR behind… Departing Arriving Heavy 3 min reduced to 2 min (under 2 min specific circumstances)In case of ATS surveillance systems, the following minima apply. Refer to ICAO Doc 4444 Air Traffic Management, §8. 7.3 Separation minima based on ATS surveillance systems.

ATR behind… Heavy 5 Nm Light / medium 3 Nm reduced to 2. 5 (under specific circumstances) NOTE: For additional information regarding good practices to avoid wake turbulence, you may refer to FAA publication AC 90-23F Aircraft Wake turbulence (2002).REPORTING PROCEDUREIf significant wake turbulence is encountered, it must be reported to Air Traffic Control immediately and an air safety report must be completed after the flight.

ABNORMAL SITUATIONS 62. 4.4. WINDSHEAR NOTE: ATR operational documentation reference is FCOM PRO NOP ANOR 8. 4. DESCRIPTION Windshear is a notable change in wind direction and/or speed over a short distance. NOTE: The air moves downwards until it hits ground level and then spreads outward in all directions. Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even without thunderstorms), during a frontal passage or on airports situated near large areas of water (sea breeze fronts). Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be negotiated safely. However if it is encountered below 500 feet on take off or approach/landing it is potentially dangerous. If a slow moving airplane passes through windshear, the winds can cause it to lose control and plunge toward the ground. Here is an example of the windshear effects during approach: DETECTIONThe following are indications that the aircraft is encountering windshear conditions.

On ground • Unusual lack of speed acceleration during rolling phase • Unusual time to reach V1/VRIn flight Unacceptable flight path deviations recognized as uncontrolled changes from normal steady state flight conditions below 1, 000 feet AGL:• Indicated airspeed variations in excess of 15 kts;• Groundspeed variations (decreasing head wind or increasing tail wind, or a shift from head wind to tail wind); • Vertical-speed excursions of 500 ft/mn or more;• Pitch attitude excursions of 5° or more;• Glide slope deviation of one dot or more;• Heading variations of 10° or more; and, • Unusual Power Lever activity or unusual Power Lever position for a significant period of time; • Or a combination of all these effects. DEFENCE Effective defence against windshear is performed by: • Forecasting, recognizing and avoiding windshear, • Correctly reacting to windshear encountered during the takeoff, initial climb, approach and landing. CLEAR OF WINDSHEAR DETECTION • Positive climb confirmed at least on two instruments. • Stabilized flight path. PROCEDURES Take-off procedure If a windshear is forecasted or reported, delay the take off. If a risk of a low-level windshear is expected:• Calculate V1, VR and V2 for the maximum limiting take-off weight for the day, enter manual speed on MCDU>PERF>T/O page. • Closely monitor the airspeed and airspeed trend during the take-off roll to detect any evidence of impending windshear. If a windshear is experienced before V1, the take-off must be rejected if unacceptable airspeed variations occur (not exceeding the target V1) and if there is sufficient runway remaining to stop the aircraft. If a windshear is experienced after lift-off, PF PM X CALL “WINDSHEAR” Increase pitch to 10°(1), disregarding FD indication. Verify power setting and SET FGCP STBY. Apply maximum power.(2)Do not change the configuration until out of Verify all required actions have been completed windshear condition.(3) and call any omissions. Monitor vertical speed and altitude. X CALL “CLEAR OF WINDSHEAR” Request AFCS mode engagement Set AFCS mode as per PF order and call:“POSITIVE CLIMB” X CALL “GEAR UP”Refer to After T/O procedure Refer to After T/O procedure

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

APPROACH TO STALL AND STALL RECOVERY¶

NOTE: ATR operational documentation references is FCOM PRO NOP ANOR 1. 4. 62. 5.1. DESCRIPTION Stall occurs when the wing’s critical angle of attack is exceeded and lift is reduced substantially due to the airflow separation over the upper surface of the wing. The secondary stall is a premature increase in angle of attack that results in another stall event during stall recovery, prior to establishing stable flight conditions. When approaching the stall, there is no noticeable change in the ATR behavior; that is the reason why the aircraft is equipped with two “artificial” devices -stick shaker and stick pusher- based on the angle of attack measurement to detect the approach to stall. 62. 5.2. DETECTION Natural or artificial clues may be detected as a consequence of an approaching or imminent stall: • reduced roll stability and aileron effectiveness • inability to maintain altitude or rate of descent • buffeting • stick shaker that warns the pilot on approaching the stall • stick pusher if angle of attack continues increasing despite stick shaker alerts • low airspeed visual or aural indications • reduced elevator (pitch) authority

5.3. PROCEDURES STALL PROCEDURE At the first indication of stall (see detection clues above) or in case of effective stall, during any flight phases (except at lift-off), immediately apply the following: Flight events PF PM AT 1ST STALL X CALL INDICATION OR “STALL MEMO ITEMS” IN CASE OF X DO EFFECTIVE CONTROL COLUMN .........PUSH UNTIL STICK STALL SHAKER STOPS (1) X DO PL ...........................INCREASE AS NEEDED FLAPS ................................................15° X COMMAND “FLAPS 15”(2)X DO CONTROL WHEEL ROLL TO WINGS LEVEL(3) OUT OF STALL X DO RECOVER SMOOTHLY(4) RECOVERY X DO COMPLETE RETURN TO THE DESIRED FLIGHT PROFILE(5) (1) The priority is to reduce the angle of attack. Crew members must accept to lose altitude. To recover from a stall or approach to stall and maintaining the altitude at the same time is not possible. (2) If the aircraft is in flaps 0° configuration, extend flaps to 15° during the recovery. In all other configuration and for any flight phase maintain the current configuration for the recovery.(3) To correctly orientate the lift vector for recovery.(4) To avoid secondary stall.(5) Fly the aircraft first and then when it is under control, fly the trajectory. NOTE: Use rudder with care during stall recovery as it can worsen the situation. If angle of attack continues increasing up to the stick pusher angle of attack threshold, the control column is suddenly and abruptly pushed forward. This initiates the stall recovery. Apply the stall procedure previously described. Never counteract the stick pusher action. PROCEDURE AT LIFT-OFF Incursion in stick shaker range during lift-off can be generated by: • Excessive pitch up during rotation • Excessive rate of pitch rotation • Turbulences • Windshear situation In this case, maintain 10° pitch and when out of the stall warning, follow FD bars. REPORTING PROCEDUREIf stall is experienced, it must be reported to Air Traffic Control immediately and an air safety report must be completed after the flight.

UNUSUAL ATTITUDE RECOVERY¶

6.1.

NOSE UP¶

DETECTION Steep nose up and possible high bank Eyebrow: guidance to nose down Speed reducing rapidly PROCEDURE Flight events PF PM CONTROL COLUMN ..........................PUSH MONITOR ATTITUDE, AIRSPEED AND ALTITUDE FOLLOW EYEBROW IF IT APPEARS THROUGHOUT THE RECOVERY. VERIFY ALL REQUIRED ACTIONS HAVE BEEN PL ..............................ADVANCE TO RAMP COMPLETED AND CALL ANY OMISSIONS. WHEN NOSE IS CONTROL WHEEL ....ROLL TO WINGS LEVEL BELOW THE STOP DESCENT HORIZON PL ...............................................ADJUST62. 6.2.

NOSE DOWN¶

DETECTION Steep nose down and possible high bank Eyebrow: guidance to nose up Speed increasing rapidly PROCEDURE Flight events PF PM PL ..............................................FLIGHT IDLE MONITOR ATTITUDE, AIRSPEED AND ALTITUDE CONTROL WHEEL ........ROLL TO WINGS LEVEL THROUGHOUT THE RECOVERY. VERIFY ALL REQUIRED ACTIONS HAVE BEEN PULL BACK SMOOTHLY FOLLOWING EYEBROW COMPLETED AND CALL ANY OMISSIONS. IF IT APPEARS WHEN NOSE IS STABILIZE THE TRAJECTORY ON THE HORIZON PL ....................................................ADJUST62. 6.3.

REPORTING PROCEDURE¶

If unusual attitude is experienced, it must be reported to Air Traffic Control immediately and an air safety report must be completed after the flight.

BOUNCE LANDING¶

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

HOW TO PREVENT¶

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

ABNORMAL SITUATIONS Approach Speed The approach speed is defined as V = V + WIND FACTOR APP mHB or VMCL, whichever is higher Where WIND FACTOR is the highest of:− 1/3 of the head wind velocity, − Or the gust in full. WIND FACTOR is limited to a maximum of 15 kt. V provides appropriate margins to avoid approaching stall during the approach and flare, and to APP accommodate turbulences and wind gradient that would be encountered during the approach and landing. Stabilized Approach The most efficient prevention is to ensure the approach is stabilized with a focus on the airspeed and the rate of descent. Stabilization means:• Aircraft configured for landing • All briefing and checklists done • Lateral flight path management • Energy management - Pitch- Power- Speed- Vertical flight path In case of un-stabilized approach, at any point during the approach, a go-around shall be performed. For indication, when the aircraft is stabilized in approach at V on a 3° descent path, the pitch attitude APP should be in the range -2. 5° to +1°. A pitch attitude lower than -2. 5° during the approach may indicate an excess of aircraft energy. Correct landing technique Power reduction shall be initiated passing 20 ft. The touchdown shall occur with power levers at Flight Idle. In coordination with power reduction, the pilot flying progressively adjusts aircraft pitch to flare the aircraft. Airspeed reduction during flare is normal. Touchdown should occur at an airspeed below V .APPFor indication, a pitch attitude below -1. 5° at touchdown would result in contact with the runway on the nose landing gear first and would lead to a bounce.

BOUNCE RECOVERY - REJECTED LANDING¶

In case of significant bounce at touchdown, the following rejected landing technique must be applied:− Maintain a normal landing pitch attitude − Initiate a rejected landing by advancing power levers to the ramp − Maintain the landing gear and flaps configuration − Be ready for a possible second touchdown • Should a second touchdown happen, as landing pitch attitude is maintained and power is increased, it would be soft enough to prevent damage to the aircraft. − When steady positive climb is established, follow normal go-around procedures. Note: When a rejected landing is initiated, the flight crew must be committed to proceed with the intended maneuver. 63. 4.

COMMITMENT FOR GO-AROUND¶

If a rejected landing is initiated, the flight crew must be committed to proceed with the intended maneuver and not retard the power levers in an ultimate decision to complete the landing. Reversing a go-around decision usually is observed when the decision to reject the landing and to initiate a go-around is taken by the PF but is overridden by the other crewmember. Runway overruns, impact with obstructions and major aircraft damage (or post impact fire) often are the consequences of reversing an already initiated rejected landing. 64.

CREW MEMBER INCAPACITATION¶

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.
1. DETECTIONThe 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.

ABNORMAL SITUATIONS 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. 64. 3. PROCEDUREThe recovery from any detected incapacitation of a crew member shall follow the following sequence. FLIGHTThe remaining pilot must ensure the control and resume the aircraft to a safe flight path. He has to call “MY CONTROL” and use Autopilot and headset. INCAPACITATIONThe remaining pilot must ensure that the incapacitated pilot cannot interfere with the aircraft control. He should call a cabin crew to lock the sick pilot on his flight crew seat. If the cockpit door is locked, the assisting cabin crew will apply the relevant procedure to unlock the system, and provide first aid. ORGANIZATION AND COMMUNICATION REMAINING PILOT • AP ON • Coupling on remaining pilot • Resume to a safe flight path • Headset ON • Flight attendant call • Message “MAYDAY” to ATC • Situation assessment • Decision • Report decision to ATCThe remaining pilot must land as soon as possible on an suitable airport, taking into account incapacitated pilot state of health, airport equipments (prefer airport with ILS approach), weather and runway conditions, knowledge of airport by the remaining pilot (...), and request medical assistance:‘‘MAYDAY, MAYDAY, MAYDAY, (CALL SIGN) EXPERIENCING CREW INCAPACITATION, REQUEST MEDICAL ASSISTANCE ON LANDING’’ The remaining pilot must:• perform PF and PM tasks • verify and calls loudly all actions • perform all checklists loudly

RUDDER USE¶

1. GENERALOn February 8th, 2002, the National Transportation Safety Board (NTSB), in cooperation with the French “Bureau Enquêtes Analyse” (BEA), issued recommendations for aircraft manufacturers to re-emphasize the structural certification requirements of the rudder and vertical stabilizer, showing some maneuvers which can result in exceeding design limits and even lead to structural failures. In this perspective, AFM and FCOM LIM. 3 now states: Rapid and large alternating controls inputs, especially in combination with large changes in pitch, roll or yaw (e. g. large sideslip angles) may result in structural damage at any speed, including below maneuvering speed V .A65. 2.

RUDDER GOOD PRACTICES¶

The rudder may be used:• In normal operations, for directional control:— During the take-off roll, when on ground, especially in crosswind conditions.— During the landing flare with crosswind, for decrab maneuver. NOTE: Correction in upwind direction requires less effort than in downwind direction. An equal effort will have a stronger effect upwind. Just releasing the downwind input without applying a force in upwind direction will lead to a rudder deflection in upwind side, allowing heading corrections only through downwind pedal movements.— During the landing roll, when on the ground.— The rudder may be used for turn coordination, as deemed necessary, to prevent excessive sideslip.• In some other abnormal situations:— Full rudder deflection can be used to offset the yawing moment of an asymmetric thrust.— Runaway rudder trims: the rudder pedals may be used to move the rudder to the neutral position.— Aileron jam: the rudder may be used to smoothly control the roll.— Landing with unsafe indication: the rudder may be used to establish sideslip in an attempt to lock the landing gear down by aerodynamic side forces. — Landing gear not locked down: the rudder can be used for directional control on the ground. For the above mentioned maneuvers proper rudder usage will not affect the aircraft structural integrity. The rudder must not be used:• To induce roll, except for aileron jam.• To counteract turbulence.• During stall recovery as it can worsen the situation.

ABNORMAL SITUATIONS 66.

MANAGING TAWS¶

On the ATR 600, the Terrain Awareness Warning System (TAWS) is integrated in the T3CAS (TAWS, XPDR1 and TCAS). A pilot must never fly in a situation which may put his aircraft in jeopardy. An immediate reaction against activation of terrain avoidance alarm is vital regarding flight safety. Air disaster analysis shows that crew involved did not trust the terrain avoidance warnings and as a consequence did not take the proper action. NOTE: Only when flying in daylight VMC, a warning may be ignored if due to specific terrain configuration and in sight of obstacles. The warning can be considered as a caution and the approach can be continued. IMPORTANT: At night, in IMC or in daylight VMC if obstacles location is unknown, an immediate go-around must be initiated. To have the details of the existing TAWS alerts and the associated procedures, refer to ATR operational documentation: FCOM PRO NOP NSU - NAVIGATION: GPWS. REPORTING PROCEDUREIf 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. 67.

MANAGING TCAS WARNINGS¶

NOTE: ATR operational documentation references is FCOM PRO NOP NSU - NAVIGATION : TCAS. On ATR 600, the TCAS (Traffic Alert and Collision Avoidance System) is integrated in the T2CAS (TAWS and TCAS). Traffic alert and Collision Avoidance System is used for detecting and tracking aircraft in the vicinity of your aircraft. By interrogating their transponders, it analyzes the replies to determine range, bearing, and if reporting altitude, the relative altitude of the intruder. When the TCAS processor determines that a possible collision hazard exists, it issues visual and aural advisories to the crew for appropriate vertical avoidance maneuvers. There are two types of cockpit displays:• Traffic Advisory (TA)• Resolution Advisory (RA)NOTE: TCAS is unable to detect any intruding aircraft without an operating transponder or in case of transponder failure. In case of TCAS resolution, ATC is not responsible for aircraft separation until resuming the initial clearance.

TRAFFIC ADVISORY¶

1.1. DESCRIPTION Traffic Advisory informs the pilot of any surrounding traffic. The TA display shows the intruding aircraft’s relative position and altitude with the trend arrow indicating if it is climbing or descending at a rate greater than 500 ft/mn. The TA display identifies the relative threat of each intruder by using various symbols and colors and provides appropriate synthetic voice call-outs. Non-threat traffic advisory Information about any non-threatening traffic in the vicinity. Proximity intruder traffic advisory Information about any traffic in the proximity. ‘‘TRAFFIC TRAFFIC” Information about intruding aircraft considered potentially hazardous.
1.2. PROCEDURE Flight events PF PM “TRAFFIC, CAPTAIN TRAFFIC” “TCAS, MY (YOUR) CONTROL” X DO & CALL ND ................................................CHECK “3 O’CLOCK, 500 FT BELOW” X DO SEAT BELTS .........................................ON IMPORTANT: At this step, the crew must take no evasive action, have to remain on the same route, maintain the autopilot ON, even if the opposite traffic is in sight. NOTE: Traffic advisory may become a RA within 15 seconds. If the intruder is Non-Altitude Reporting the traffic symbol appears without an altitude number or trend arrow. The type of symbol selected by TCAS is based on the intruder location and closing rate. IMPORTANT: The crew must not turn his overall attention to establish the visual contact with the intruder. The crew must be available for a potential RA.

ABNORMAL SITUATIONS 67. 2.

RESOLUTION ADVISORY¶

2.1. DESCRIPTION Resolution Advisory warns the pilot on the vertical maneuver to carry on to avoid collision with the surrounding traffic. Red and green areas are displayed on the VSI to indicate the required rate, or limitation of climb or descent to avoid a possible collision. Resolution Advisories can be preventive or corrective:• Preventive advisories require that NO action be taken to alter the flight path of the aircraft. Vertical Speed has to remain outside the red sector. • Corrective advisories require the crew to act following the green sector indication on the VSI and escaping the red sector (when Vertical Speed is currently in the red sector). Combined with the Resolution Advisory, the TCAS triggers an aural synthetic voice call-out describing the avoidance maneuver required. 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. 67. 2.2. PROCEDUREIn response to the Resolution Advisory, PF must maneuver the aircraft promptly (within 5 seconds) and smoothly. The autopilot must be disconnected before responding to the RA.

Flight events PF PM RA COMMAND X DO & CALL TRIGGERED AP ....................................................OFF “MY CONTROL” X DO FGCP. ..............................................STBY X DO PWR MGT ........................................MCT PITCH ...................................INITIALLY ±5° then X DO & CALL VSI ......................FOLLOW GREEN SECTOR ATC .................................................CALL PL .............................................AS RQRD “XXX CONTROL, CALL SIGN” “TCAS RA” CLEAR OF X TCAS CALL CONFLICT “CLEAR OF CONFLICT” X DO FLIGHT PATH .RESUME TO INITIAL FL/ALT(1)AFCS MODES .................................ORDER FGCP .................................................SET PWR MGT .............................CLB OR CRZ X DO & CALL ATC .................................................CALL “XXX CONTROL, CALL SIGN, CLEAR OF CONFLICT, RESUMING TO FL/ALT” (1) If initially in level flight, promptly but smoothly return to the previously assigned altitude unless otherwise directed by ATC. If previously climbing or descending resume the planned climb or descent unless otherwise directed by ATC. IMPORTANT: Do not follow the Flight Director and do not change the altitude selected on AFCS. Control the aircraft only with a pitch attitude to obtain the commanded vertical speed. Average pitch changes are:• ±5° for climb or descent orders • ±8° for increase climb or increase descent orders • ±1° for adjust vertical speed orders (following climb or descent initial orders)• for all other cases follow green sector indication Do not over react to a Resolution Advisory. Two TCAS equipped aircraft will coordinate their Resolution Advisories using a Mode S transponder air-to-air data link. The coordination ensures that complementary advisories are issued in each aircraft. Since maneuvers are coordinated, the crew must never maneuver in the opposite direction of the advisory. TCAS resolution has absolute priority over ATC orders. 67. 3. REPORTING PROCEDUREIf 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.

ABNORMAL SITUATIONS 68.

MANAGING APM ADVISORIES¶

The Aircraft Performance Monitoring (APM) function is to monitor the aircraft drag in icing conditions in order to alert the crew of a risk of severe icing conditions. The speed in cruise will be also monitored to alert the crew of an abnormal speed decrease in icing conditions. The APM will check also that the Minimum Severe Icing Speed (MSIS) is respected. The APM allows improved ice accretion monitoring. Icing drastically decreases the aircraft performance: an abnormal increase in drag can be due to ice accretion on the aerodynamical surfaces of the aircraft. Monitoring the aircraft performance is thus an efficient means of ice detection. The APM enables to compare the aircraft theoretical drag with the in-flight drag computed with the measured parameters, and therefore to detect if an abnormal loss of aircraft performance occurs. The APM is activated in icing conditions, i. e. when ICING AOA is illuminated, or if the airframe deicing is activated, or if ice accretion has been detected, and aims at alerting the crew of a risk of severe icing conditions, through three different levels of alert:• CRUISE SPEED LOW • DEGRADED PERF. • INCREASE SPEEDThe associated C/L are found in the QRH, under normal procedures and following failures procedures.“CRUISE SPEED LOW“ alert triggers a Electronic Checklist (ECL) on EWD and “DEGRADED PERF.” and “INCREASE SPEED” alerts trigger a FWS caution message and the associated ECL. The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the ICING AOA is illuminated and/ or if the airframe de-icing is selected ON and/ or if ice accretion has been detected. The APM is deactivated when gears and flaps are extended, if one engine is failed, or if the Outside Air Temperature is above 10°C. To have more details on the alerts activation conditions, refer to the operational documentation: FCOM PRO NOP ANOR 8.

ON GROUND ENGINE FIRE¶

The procedure below starts at the controls transfer. For the beginning of the take-off procedure, please refer to Take-off. Flight events PF PM X CALL “I HAVE CONTROL” Control through rudder pedals and control wheel & column. ENGINE FIRE X CALL “ENGINE FIRE” Flight events CM1 CM2 ENGINE FIRE CAPTAIN X CALL “STOP!” X DO X DO PL 1 & 2.........................GI/REV AS RQRD MASTER WARNING .......................CANCEL BRAKES ...........................APPLY AS RQRD CONTROL COLUMN .......... HOLD AS RQRDIf possible, stop the aircraft to get the engine on fire headwind or to leeward. X TRANSMIT on VH1 “MAYDAY, MAYDAY, MAYDAY, (CALLSIGN), ENGINE FIRE, ABORTED TAKE OFF” X CALL on Public Address “PLEASE, REMAIN SEATED, CABIN CREW AT STATION”

Flight events CM1 CM2 AIRCRAFT X DO STOPPED PARKING BRAKE ..................................ON X CALL & DO “ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE MEMO ITEMS” CL 1 & 2 .................. FTR THEN FUEL S. O.FIRE HANDLE AFFECTED SIDE .............PULL AGENT 1 AFFECTED SIDE ..........DISCHARGE IF FIRE AFTER FURTHER 30 SECONDS AGENT 2 AFFECTED SIDE ..........DISCHARGE X CALL & REQUIRE “MEMO ITEM COMPLETE, ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE CHECKLIST” X DO, CALL & READ “ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE CHECKLIST”Refer to EWD C/L IF EVACUATION REQUIRED “YES OR NO?” EVACUATION X REPLY NOT REQUIRED “NO” X CALL “ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE CHECKLIST COMPLETE” EVACUATION X REPLY & REQUIRE REQUIRED “YES, ON GROUND EMERGENCY EVACUATION CHECKLIST” X DO, CALL & READ “ON GROUND EMER EVACUATION CHECKLIST”Refer to EWD C/L .................................. CAPTAIN X CALL “WE EVACUATE” Then, on Public Address “EVACUATION, EVACUATION, EVACUATION” X READ ...................................................X DO & CALL BATTERY ...........................................OFF “BATTERY OFF” X CALL “ON GROUND EMERGENCY EVACUATION CHECKLIST COMPLETE”

ENGINE FIRE AT TAKE-OFF¶

The procedure below starts at the controls transfer. For the beginning of the take-off procedure, please refer to Take-off. Flight events PF PM X CALL “I HAVE CONTROL” Control through rudder pedals and control wheel & column. REACHING V1 X CALL “V1” CM1 X DO PL 1 & 2 ...................................RELEASE REACHING VR X CALL X DO “ROTATE” PITCH ..................................ROTATE TO 8° FD BARS .....................................FOLLOW POSITIVE RATE X CALL X COMMAND “POSITIVE CLIMB” “GEAR UP” X DO LANDING GEAR ...................................UP YAW DAMPER ..............................ENGAGE Check green arrows illuminated. TAXI & T. O. LIGHTS .............................OFF ENGINE FIRE X CALL “ENGINE FIRE” X CALL “CHECK” X DO MASTER WARNING .......................CANCEL X CALL “ENG FIRE AT TAKE-OFF MEMO ITEMS” ALL LDG GEAR X CALL LIGHTS “GEAR UP” EXTINGUISHED BEFORE X CALL ACCELERATION “SET AUTO PILOT ON” X DO & CALL ALTITUDE AP ............................................ENGAGED X CALL “AUTO PILOT ON” “CHECK”

EMERGENCY PROCEDURES Flight events PF PM PASSING In case of high published acceleration altitude, Captain may decide to start Memory Items before reaching it but ACCELERATION never below 400 ft AAL. ALTITUDE (mini 400 ft X CALL AAL or higher if “ACCELERATION ALTITUDE” requested) X COMMAND “SET MCT” X DO & CALL POWER MGT .....................................MCT X CALL “MCT SET” “CHECK” X DO X DO & CALL FMA MODE ................................... CHECK FMA MODE ................................... CHECK “SPEED VFTO MAGENTA” IF X CALL NORMAL FLAPS 0 ....................................... ORDER “FLAPS SPEED” CONDITIONS X CALL “FLAPS 0” FLAPS .......................................SELECT 0 FLAPS 0 ......ANNOUNCE WHEN INDICATED X CALL “FLAPS 0” FLIGHT PATH X DO & CALL STABILIZED PL 1 (OR 2) .....................................POINT “PL 1 (OR 2)?” X DO & CALL PL POINTED AT BY PF .....................CHECK X DO & CALL “CONFIRM” PL 1 (OR 2) ..............RETARD GENTLY TO FI “FLIGHT IDLE” X DO & CALL CL 1 (OR 2) ....................................POINT X DO & CALL “CL 1 (OR 2)?” CL POINTED AT BY PM ....................CHECK “CONFIRM” X DO & CALL CL 1 (OR 2) ................FTR THEN FUEL S. O.“FEATHER, FUEL SHUT-OFF” Shut-off step by step. Stay 1 sec in FTR position before setting CL to Fuel S. O.X DO & CALL FIRE HANDLE 1 (OR 2) ..................... POINT “FIRE HANDLE 1 (OR 2)?” X DO & CALL FIRE HANDLE POINTED AT BY PM ......CHECK “CONFIRM” X DO & CALL FIRE HANDLE 1 (OR 2) .......................PULL “PULLED” TIMING ..........................................START

Flight events PF PM## 10 SEC AFTER X DO & CALL FIRE HANDLE AGENT 1 .........................................POINT PULLED X DO & CALL “10 SECONDS, AGENT 1?” AGENT POINTED AT BY PM ..............CHECK “CONFIRM” X DO AGENT 1 .................................DISCHARGE 1ST DISCH X CALL AMBER LIGHT “DISCHARGED” ON FIRE PANEL X MONITOR X REQUEST TIME .................................. MONITOR 30” “RADIO RIGHT/LEFT SIDE” X TRANSMIT on VH1 “MAYDAY, MAYDAY, MAYDAY, (CALL SIGN), ENGINE FIRE, I’LL CALL YOU BACK” IF FIRE X DO & CALL REMAINS AGENT 2 ........................................ POINT AFTER 30 SEC X DO & CALL “30 SECONDS, AGENT 2?” AGENT POINTED AT BY PM ..............CHECK “CONFIRM” X DO & CALL AGENT 2 .................................DISCHARGE “DISCHARGED” 2ND DISCH X CALL AMBER LIGHT “MEMO ITEMS COMPLETE” ON FIRE PANEL X REQUIRE “ENG FIRE AT TAKE-OFF CHECKLIST” X CALL & READ “ENG FIRE AT TAKE-OFF CHECKLIST”Refer to EWD X CALL “ENG FIRE AT TAKE-OFF CHECKLIST COMPLETE” Any pilot shall call “FIRE STOPPED” as soon as the red light disappears on FWS/FIRE HANDLE ENGINE FIRE X REQUIRE AT TAKE-OFF “AFTER TAKE-OFF 1 EO CHECKLIST” CHECKLIST X CALL & READ COMPLETE “AFTER TAKE-OFF 1 EO CHECKLIST” Refer to EWD “AFTER TAKE-OFF 1 EO CHECKLIST X REQUIRE COMPLETE” “SINGLE ENG OPERATION CHECKLIST” Continue with Single Engine operation.

EMERGENCY PROCEDURES 71.

ENGINE FLAME OUT AT TAKE-OFF¶

The procedure below starts at the controls transfer. For the beginning of the take-off procedure, please refer to Take-off. Flight events PF PM X CALL “I HAVE CONTROL” Control through rudder pedals and control wheel & column. REACHING V1 X CALL “V1” CM1 X DO PL 1 & 2 ...................................RELEASE REACHING VR X CALL X DO “ROTATE” PITCH ..................................ROTATE TO 8° FD BARS .....................................FOLLOW ENGINE FLAME First CM who detects the engine failure calls loudly “ENGINE FAILURE” OUT The detection clues are: PF: Unexpected roll and dissymmetric handlingPM: abnormal engine parameters (TQ decrease, rapid ITT decrease)And the other CM acknowledges with “CHECK” X ORDER “ENGINE FLAME OUT AT TAKE-OFF MEMO ITEMS” POSITIVE RATE X CALL X COMMAND “POSITIVE CLIMB” “GEAR UP” X DO & CALL UPTRIM ENG 2 (OR 1) ......................CHECK AUTOFEATHER ENG 1 (OR 2) ............CHECK LANDING GEAR ...................................UP YAW DAMPER ............................ ENGAGE TAXI & T. O. LIGHTS ........................... OFF BLEEDS FAULT ................................CHECK ILLUMINATEDIf no UPTRIM, PF orders PL 1 & 2 to the ramp. “UPTRIM, AUTOFEATHER, GEAR UP, BLEEDSIf bleed fault not illuminated, order BLEED 1 (or 2) OFF. FAULT LIT”If YD can not be engaged, use rudder trim first and then engage YD BEFORE X CALL ACCELERATION “SET AUTO PILOT ON” X DO & CALL ALTITUDE AP ............................................ENGAGED “AUTO PILOT ON” X CALL “CHECK” X CALL “RADIO RIGHT/LEFT SIDE” X TRANSMIT “MAYDAY, MAYDAY, MAYDAY, (CALL SIGN), ENGINE FLAME OUT, I’LL CALL YOU BACK”

Flight events PF PM PASSING X CALL ACCELERATION “ACCELERATION ALTITUDE” ALTITUDE X DO & CALL (mini 400 ft FGCP: ALT ..........................................SET AAL or higher if “ALT GREEN” X CALL requested) “CHECK” X DO & CALL X DO FMA MODE ................................... CHECK FMA MODE ................................... CHECK “SPEED VFTO MAGENTA” REACHING X CALL VFTO “VFTO” X DO, CALL & COMMAND PL 1 & 2..................CHECK IN THE NOTCH “PL IN THE NOTCH, SET MCT” X DO & CALL PL 1 & 2..................CHECK IN THE NOTCH PWR MGT ........................................MCT TQ / NP ....................... CHECK / ADJUST “MCT SET” IF X CALL NORMAL FLAPS 0 ....................................... ORDER “FLAPS SPEED” CONDITIONS X CALL “FLAPS 0” FLAPS ......................................SELECT 0 FLAPS 0 ......ANNOUNCE WHEN INDICATED X CALL “FLAPS 0” X DO & CALL FGCP: IAS MODE ..........................ENGAGE “IAS SET” X CALL “CHECK” FLIGHT PATH X DO & CALL STABILIZED PL 1 (OR 2) .....................................POINT “PL 1 (OR 2)?” X DO & CALL PL POINTED AT BY PF .....................CHECK X DO & CALL “CONFIRM” PL 1 (OR 2).... RETARD GENTLY TO FI “FLIGHT IDLE” X DO & CALL CL 1(OR 2) ......................................POINT X DO & CALL “CL 1 (OR 2)?” CL POINTED AT BY PM ....................CHECK “CONFIRM” X DO & CALL CL 1 (OR 2) ................FTR THEN FUEL S. O. “FEATHER, FUEL SHUT-OFF” Shut-off step by step. Stay 1 sec in FTR position before setting CL to Fuel S. O.X CALL “MEMO ITEMS COMPLETE” X REQUIRE X CALL & READ “ENGINE FLAME OUT AT TAKE-OFF CHECKLIST” “ENGINE FLAME OUT AT TAKE-OFF CHECKLIST” Refer to EWD C/L X CALL “ ENG FLAME OUT AT TAKE-OFF CHECKLIST COMPLETE” ENGINE FLAME X REQUIRE OUT AT TAKE- “AFTER TAKE-OFF 1 EO CHECKLIST” OFF CHECKLIST X CALL & READ COMPLETE “AFTER TAKE-OFF 1 EO CHECKLIST” Refer to EWD C/L X REQUIRE “AFTER TAKE-OFF 1 EO CHECKLIST “SINGLE ENG OPERATION CHECKLIST” COMPLETE” Continue with Single Engine operation.

EMERGENCY PROCEDURES 72.

SINGLE ENGINE OPERATION¶

In the following, PF is seated on the left side. Flight events PF PM AFTER TAKE- X REQUIRE OFF CHECKLIST “SINGLE ENGINE OPERATION CHECKLIST” COMPLETE X CALL, READ & DO “SINGLE ENGINE OPERATION CHECKLIST?” PWR MGT ....................................... MCT ENG BOOST (IF INSTALLED) ...................ON LAND ASAP FUEL PUMP AFFECTED SIDE .................OFF FUEL PUMP 1 (OR 2) ....................... POINT X DO & CALL “FUEL PUMP 1 (OR 2)?” FUEL PUMP POINTED AT BY PM .......CHECK “CONFIRM” FUEL PUMP 1 (OR 2) .......................... OFF “OFF” DC GEN AFFECTED SIDE ......................OFF DC GEN 1 (OR 2) ..............................POINT X DO & CALL “DC GEN 1 (OR 2)?” DC GEN POINTED AT BY PM ............CHECK “CONFIRM” DC GEN 1 (OR 2) .................................OFF “OFF” ACW GEN AFFECTED SIDE ...................OFF ACW GEN 1 (OR 2) ..........................POINT X DO & CALL “ACW GEN 1 (OR 2)?” ACW GEN POINTED AT BY PM .........CHECK “CONFIRM” ACW GEN 1 (OR 2) .............................OFF “OFF” BLEED & PACK AFFECTED SIDE ............OFF PACK 1 (OR 2) .................................POINT X DO & CALL “PACK 1 (OR 2)?” PACK POINTED AT BY PM ................CHECK “CONFIRM” PACK 1 (OR 2) ....................................OFF “OFF” BLEED 1 (OR 2) ...............................POINT “BLEED 1 (OR 2)?” X DO & CALL BLEED POINTED AT BY PM ..............CHECK BLEED 1 (OR 2) ..................................OFF “CONFIRM” “OFF” APM ..................................................OFF “APM OFF” TCAS ..........................................TA ONLY “TCAS TA ONLY” OIL PRESSURE ON FAILED ENGINE ......................................MONITOR IN ICING COND FLAPS 15° IMPROVES DRIFT DOWN PERF & 1 EO CEILING REFER TO MCDU PAGE “PERF CRUISE”

Flight events PF PM APPROACH IS X CALL, READ & DO INITIATED (OR When FUEL CROSS FEED is required BEFORE, ON X CALL “YES OR NO?” CAPTAIN’S “YES CROSSFEED REQUIRED” DECISION) For approach MAX APPROACH SLOPE for Steep Slope Approach .......................................... 5. 5° BLEED not affected side ......................OFF BLEED 2 (or 1) .................................POINT BLEED 2 (or 1) ....................................OFF X DO & CALL “BLEED 1 (or 2)?” BLEED POINTED AT BY PM ..............CHECK “CONFIRM” BLEED 2 (or 1) ....................................OFF “OFF” CL live engine .........................100% OVRD VAPP(1) .....................NOT LESS THAN VGA If affected engine NP above 10% X DO & CALL “YES OR NO?” NP AFFECTED ENGINE .....................CHECK If YES “NO” – SPD TG MAN ...........................USE – V APP ...NOT LESS THAN V REF+10kt When VAPP is increase(2)X CALL “YES OR NO?” “YES INCREASED” – LDG DIST MULTIPLY by 1. 15 Note: Refer to 4. 64 to determine 1. 1VMCA, and to 4. 65 to dete rmine landing distance. Note: ILS CAT 2 prohibited At Touch Down CAUTION: Do not reduce below FI before nose wheel is on the ground Limitation Recommended operational maximum fuel unbalance is 200 kg (440 lb) In approach Max slope for steep app is 5. 5°, ILS CAT 2 is prohibited “SINGLE ENGINE OPERATION CHECKLIST COMPLETE, PENDING STATUS” X CALL “SINGLE ENGINE OPERATION STATUS” SINGLE ENGINE X CALL OPERATION “SINGLE ENGINE OPERATION STATUS” CHECKLIST Read status inop functions only COMPLETE X DO “SINGLE ENGINE OPERATION STATUS COMPLETED” SITUATION ...................................ASSESS Refer to 01. 04. 04. Assessment / Decision / Information X CALL “RADIO RIGHT/LEFT SIDE” X CALL “RADIO RIGHT/LEFT SIDE” (1) VAPP: highest value between (V REF+wind effect) and VGA.(2) VAPP is considered as “increased” if:– VAPP=VGA (case where VREF+wind effect <VGA)– or if answer to previous item (“if affected engine NP above 10%) is “yes” and VREF+wind effect <V REF+10. 73.

SINGLE ENGINE GO-AROUND¶

Flight events PF PM DA/ MDA X CALL “MINIMUM” RUNWAY OR X CALL & DO APPROACH “GO-AROUND, SET POWER, FLAPS ONE NOTCH” LIGHTS NOT IN GA PB ON PL .............................DEPRESS X DO SIGHT OR ANY PITCH .................ROTATE TO +8° NOSE UP FLAPS .......................................15° (25°) OTHER PL ............................ ADVANCE TO RAMP TQ ................CHECK / ADJUST TO GA TQ UNEXPECTED CAVALRY CHARGE .......................CANCEL EVENTS NOTE: For 42, when VGA Flaps 25° the 1, 1 VMCA values are higher than the QRH table wich for flaps 15°.FLAPS 15° (25°) X CALL ON INDICATOR “POWER SET, FLAPS 15 (25)” POSITIVE POSITIVE CLIMB ..........................ANNOUNCE CLIMB X CALL GEAR UP ..........................................ORDER ”POSITIVE CLIMB” X CALL ”GEAR UP” LDG GEAR LEVER ...................................UP YAW DAMPER ................CONFIRM ENGAGED TAXI & T/O LIGHTS ................................OFF LDG GEAR .MONITOR RETRACTION SEQUENCE FGCP ....................................................SET Lateral setting : check LNAV mode engaged on FMA, if not, press HDG P/b Vertical setting : press IAS P/b FMA .................................................CHECK FMA .................................................CHECK X CALL When workload permits, adjust NAV SOURCE, “LNAV (HDG SEL) IAS XXX MAGENTA” lateral (NAV or HDG) guidance mode to comply with Go around path or ATC clearance ALL LDG GEAR X CALL LIGHTS X CALL “GEAR UP” EXTINGUISHED “CHECK” BEFORE X CALL ACCELERATION “SET AUTO PILOT ON” X DO & CALL ALTITUDE AP ................................................ENGAGED “AUTO PILOT ON” X CALL “CHECK” X DO & CALL FMA MODE ..................CHECK & ANNOUNCE “LNAV, IAS, SPEED VGA MAGENTA” Read the FMA. PASSING X CALL ACCELERATION “ACCELERATION ALTITUDE” ALTITUDE X DO & CALL (mini 1000ft AAL or FGCP: ALT ......................................... SET higher if requested) “ALT GREEN” X CALL “CHECK” REACHING X CALL VFTO OR VGA “FLAPS SPEED” +15, X COMMAND WHICHEVER “FLAPS 15” X DO LOWER FLAPS ................................................15° FLAPS 15° ON X CALL INDICATOR “FLAPS 15” CEP 24 ABNORMAL & EMERGENCY PROCEDURES

Flight events PF PM REACHING X CALL VFGA X DO, CALL & COMMAND “VFGA” PL 1 & 2...............RETARD TO THE NOTCH “PL IN THE NOTCH, SET MCT” X DO & CALL PL 1 & 2..................CHECK IN THE NOTCH PWR MGT ........................................MCT TQ / NP ....................... CHECK / ADJUST “MCT SET” IF X CALL NORMAL FLAPS 0 ........................................ORDER “FLAPS SPEED” CONDITIONS X CALL “FLAPS 0” FLAPS .......................................SELECT 0 FLAPS 0 ......ANNOUNCE WHEN INDICATED X CALL “FLAPS 0” X DO & CALL FGCP: IAS MODE .......................... ENGAGE “IAS SET” X CALL “CHECK” CONTINUE WITH AFTER TAKE-OFF 1 EO CHECKLIST.

EMERGENCY PROCEDURES 74.

EMERGENCY DESCENT¶

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

AIRCRAFT CONFIGURATION MANAGEMENT IN SINGLE ENGINE 3D OPS Same as 2 Engines management 2D OPS Same as 2 Engines management Flaps 15 → Refer to 3D or 2D IFR approach End of Downwind → Gear down Circle to Land Read “Before landing C/L” Aligned on final RWY → Flaps 30 (35) 75. TAKE-OFF STUO-LLAC STUO-LLAC FP FFO-EKAT LAMRON A GNIRUD STUO-LLAC MP O/T RETFA TSIL KCEHC )MP( SNOITCA ERUDECORP BMILC BMILC NO TGM RWP TES – RETEMITLA TES )FFO FI( NO TES SEVLAV DEELB – DRADNATS LF GNISSAP WON ,XXX 0 SPALF KCEHC :NOITCARTER RAEG GNIDNAL TA SNOITCA MP ATNEGAM )061( 071 DEEPS PU REVEL G/L TES – NO REPMAD WAY TES – DRADNATS FFO THGIL O/T DNA IXAT TES – TES BMILC ERUDECORP O/T RETFA ETELPMOC L/C 0 SPALF .TLA .CCA ,XX. XX TA FFO EKAT )INIM TF004( TK XXX 1V DEEPS SPALF NO PA BMILC PU RAEG TES SREVEL REWOP ERUDECORP NOITARELECCA ETELPMOC EDUTITLA LORTNOC YM PU RAEG STK07 EVITISOP 1V DEMRA SCPTA BMILC ETATOR TES REWOP

190 .

BASIC 3D ILS APPROACH¶

STUO-LLAC STUO-LLAC FP HCAORPPA SLI NA GNIRUD STUO-LLAC MP DNUORA OG REWOP-TES HCTON ENO SPALF DNUORA OG REWOP-TES HCTON ENO SPALF 006-24 52 SPALF 006-24 ATNEGAM 071 DEEPS TES EDUTITLA AG NEERG COL 041 DEEPS NEERG SG ATNEGAM EULB COL 51 SPALF RATS COL EULB SG L/C GDL EROFEB RAEG RATS SG NWOD )53( 03 SPALF SIXA YAWNUR MRIFNOC KCEHC DEEPS NWOD RAEG KCEHC DEEPS NOITAZILIBATS )53( 03 SPALF EUNITNOC EVITCEJBO KCEHC DEEPS 51 SPALF ......,TF 0001 KCEHC DEEPS DEZILIBATS GNIDNAL EROFEB 52 SPALF ...... RO ETELPMOC L/C TNIOP YEK TF 0001 MN 8 DBUORA OG EUNITNOC AD FFO TOLIP OTUA MUMINIM FFO REPMAD WAY TES FFO WAY 05 03 02 01 HCTIP WOL OWT

LOC/LDA 2D APPROACH¶

ATNEGAM 071 DEEPS 52 SPALF COL TES EDOM 041 DEEPS ATNEGAM TES XXX SUNIM SV SIXA YAWNUR MRIFNOC XXX DEEPS NWOD RAEG 51 SPALF SPALF )53( 03 GDH TES L/C GNIDNAL EROFEB KCEHC DEEPS TES GDH 51 SPALF .........KCEHC DEEPS EUNITNOC )53( 03 SPALF DNUORA OG DEEPS REWOP TES KCEHC HCTON ENO SPALF GNIDNAL EROFEB RAEG..... NWOD ETELPMOC L/C TF 0001 ADM DEZILIBATS KCEHC DEEPS EUNITNOC 52 SPALF ....... FFO TOLIP OTUA MUMINIM FFO REPMAD WAY TES 05 FFO WAY 03 02 01 HTAP THGILF SROTINOM MP FAF MORF MN3. 0 FAF MORF MN1 )erom ro( FAF MORF MN 4 HCTIP WOL OWT 006-24 006-24 STUO-LLAC STUO-LLAC FP HCAORPPA COL A GNIRUD STUO-LLAC MP TES NIM/STF 0 SV EDUTITLA AG TES FLIGHT PATTERNS 192 . CIRCLE-TO-LAND STUO-LLAC STUO-LLAC FP T22≤ THGIEW C/A-DNAL-OT-ELCRICA GNIRUD STUO-LLAC MP :NOITARUGIFNOC TFARCRIA °51 SPALF – NWOD G/L – STK 531 :LAUNAM DEEPS – ETELPMOC L/C GNIDNAL EROFEB – FFO TOLIPOTUA )53( 03 SPALF TPECXE TES XXX GNIDAEH 52 SPALF YBTS DF TES GNIMIT TRATS :)CES NI( EMIT DNUOBTUO ,TES TLA TK/S1–/+ 03/HDM NEERG TLA MAEBA DNIW LIAT/DAEH FO GDH YWR TES DLOHSERHT ,LES GDH GNIMIT TRATS TES YBTS DF TES GDH YWR ppaV DEEPS TES )53( 03 SPALF TES XXX GDH ADM DNAL s03 FFO REPMAD WAY TES MUMINIM TES XXX °54 KCEHC DEEPS )53( 03 SPALF ......020508 GNIHCAER NEHW SNOITCA FP L/C GNIDNAL EROFEB :ADM TA TNIOP FFO-GNIKAERB ETELPMOC TES TLA – FFO WAY TF 003 HCTIP WOL OWT DEZILIBATS )%04 DNUORA( DETSUJDA QT – EDOM LES GDH – °54–/+ :GUB GDH – GNIMIT TRATS – 006-24 KCEHC DEEPS 52 SPALF......

006-24 79. GO-AROUND :DNUORA-OG TA SNOITCA FP sLP NO sBP DNUORA OG SSERP )1 ETATOR )2 PMAR EHT OT sLP ECNAVDA )3 :EDUTITLA CCA TA NOITCA FP HCTON EHT NI SLP DRATER 006-24 006-24 006-24 STUO-LLAC STUO-LLAC FP DNUORA-OG GNIRUD STUO-LLAC MP SENIGNE 2 O/T RETFA TSIL KCEHC RETEMITLA TES DRADNATS LF GNISSAP WON ,---BMILC ”KCEHC“ 0 SPALF ERUDECORP 51 SPALF TES DRADNATS 0/T RETFA ETELPMOC L/C 0 SPALF .TLA .CCA )INIM TF 0001( 51 SPALF NO PA SPALF PU RAEG DEEPS BMILC ,DNUORA-OG ERUDECORP ,REWOP TES ETELPMOC HCTON ENO SPALF DEEPS SPALF NOITARELECCA EDUTITLA PU RAEG )NGIS LLAC( :FHV )LES GDH( VANL DNUORA GNIOG SI ATNEGAM xxx SAI EVITISOP BMILC TES REWOP )°52(°51 SPALF FLIGHT PATTERNS 194 .

STANDARD TRAFFIC PATTERN (1500 FT AAL)¶

:DNIWNWOD NI NOITARUGIFNOC TFARCRIA °51 SPALF – NWOD G/L – 041 DEEPS – ATNEGAM 071 DEEPS GNIMIT TRATS 51 SPALF NWOD RAEG 52 SPALF 007-SV ,XXX GDH TES HCAORPPA ETAVITCA 041 DEEPS DEEPS ATNEGAM :)CES NI( EMIT DNUOBTUO TK/S1± 03/H YBTS DF TES XXX GDH TES MAEBA DNIW LIAT/DAEH FO DLOHSERHT TES XXX GDH DEEPS HCAORPPA DETAVITCA KCEHC DEEPS ,XXX GNIDAEH NEERG TLA … RATS TLA 51 SPALF ...KCEHC DEEPS TES 007- SV KCEHC DEEPS 52 SPALF ATNEGAM PPAV DEEPS L/C OT RETFA 0 SPALF BMILC NWOD RAEG … )53(03 SPALF ERUDECORP L/C GDL EROFEB 071 DEEPS DNAL )061( ATNEGAM PU RAEG FFO REPMAD WAY TES YBTS DF .TLA .CCA )INIM TF004( L/C OT RETFA KCEHC DEEPS ETELPMOC )53( 03 SPALF 0 SPALF EROFEB DEEPS SPALF L/C GNIDNAL ETELPMOC 010203 05 BMILC PU RAEG ERUDECORP 1V ,TF005 DETELPMOC ETATOR FFO WAY DEZILIBATS NOITARELECCA EVITISOP EDUTITLA BMILC 006-24 STUO-LLAC STUO-LLAC FP NRETTAP LAUSIV DRADNATSA GNIRUD STUO-LLAC MP

006-24 81. ON GROUND ENGINE FIRE STUO-LLAC STUO-LLAC 1MC ERIF ENIGNE DNUORG NO GNIRUD STUO-LLAC 2MC EREVES RO ERIF ENIGNE DNUORG NO SMETI OMEM EGAMAD LACINAHCEM IG..............................................2 & 1 LP – NO..............................EKARB GNIKRAP – FFOTUHS LEUF/REHTAEF.......2 & 1 LC – SNOITCA 1MC LLUP.....EDIS DETCEFFA ELDNAH ERIF – ,DETELPMOC METI OMEM HCSID...EDIS DETCEFFA TNEGA TSRIF – IG.............................................sLP ERIF ENIGNE DNUORG NO DERIUQER SA YLPPA..........SEKARB ETAUCAVE EW LACINAHCEM EREVES RO DERIUQER SA DESU..........ESREVER s 03 RETFA ERIF FI :SSERDA CILBUP NO L/C EGAMAD :DEPPOTS C/A NEHW ,NOITAUCAVE“ EGRAHCSID..................TNEGA DNOCES NO........................EKARB GNIKRAP ,NOITAUCAVE ”NOITAUCAVE … FFO YRETTAB DNUORG NO ,SEY L/C NOITAUCAVE REME ”POTS“ TFARCRIA DEPPOTS ”ERIF ENIGNE“ :OD & DAER :DWE NO DAER ,L/C NOITAUCAVE REME DNUORG NO RO ERIF ENIGNE DNUORG NO … LACINAHCEM EREVES ETAITINI.......................NOITAUCAVE ,L/C EGAMAD YADYAM YADYAM YADYAM :CTA OT SNOITCA 2MC FF N O O .. I . T . A ...U ..C ...A .. V ..E .. . R ..E ...M ...E E ..T . D . E . N . L .. U P .. O M ... R O ..G . C .T N A L O C B :DERIUQER NO ? IT O A N U R C O AV S E E … F Y I DETROBA – ERIF ENIGNE )N F G F I O SL E L K A A C T ( LEEH G W N L IN O R R A T W NO R C E Y T L S M A R M IF S D S L E O R H P NIAMER ESAELP“ :SSERDA CILBUP NO ”NOITATS TA WERC NIBAC – DETAES FLIGHT PATTERNS ABNORMAL & EMERGENCY 196 . ENGINE FIRE AT TAKE-OFF STUO-LLAC STUO-LLAC FP FFO-EKAT TA ERIF ENIGNE NA GNIRUD STUO-LLAC MP ENIGNE ELGNIS L/C NOITAREPO ELGNIS ERIF ENIGNE ENIGNE LC FFO-EKAT TA NOITAREPO SUTATS OE 1 O/T RETFA TSILKCEHC EDIS THGIR OIDAR + :EGASSEM OIDAR !YADYAM MRIFNOC MRIFNOC ELGNIS MRIFNOC .GNE NOITAREPO THGILF L/C ELDI 0 SPALF ,DETELPMOC MRIFNOC GNIDNEP TCM TES SUTATS OMEM SMETI 1 LP OE 1 O/T RETFA ETELPMOC ? )2 RO( ETELPMOC L/C DEGRAHCSID ERIF ENIGNE OFV DEEPS L/C OT TA ATNEGAM ETELPMOC DELLUP s 03 GNE ELGNIS SUTATS NOITAREPO ?2 TNEGA s 01 DETELPMOC ?1 TNEGA MRIFNOC .TLA .CCA ERIF )INIM TF004( ELDNAH 1 LC TES TCM ?)2 RO( 1 ?)2 RO( 0 SPALF SPALF NO PA ERIF ENIGNE DEEPS DEGRAHCSID FFOEKAT TA lamron fi( SMETI OMEM )snoitidnoc ,REHTAEF PU RAEG FFO TUHS LEUF NOITARELECCA EDUTITLA noitercsid ta tes si PA :ETON demmirt ylreporp si tfarcria eht nehw ENIGNE RAEG EVITISOP 1V ERIF PU BMILC ETATOR FLIGHT PATTERNS

ENGINE FLAME OUT AT TAKE-OFF STUO-LLAC STUO-LLAC FP FFO-EKAT TA TUO EMALF ENIGNE NA GNIRUD STUO-LLAC MP ELGNIS ENIGNE NOITAREPO L/C ELGNIS ENIGNE NOITAREPO SUTATS OE 1 O/T RETFA TSILKCEHC TUO EMALF ENIGNE L/C FFO-EKAT TA MRIFNOC THGILF ELDI GNE ELGNIS NOITAREPO OTFV DEEPS L/C ATNEGAM ,DETELPMOC 1 LP TES SAI GNIDNEP ?)2 RO( SUTATS ENIGNE EDIS THGIR OIDAR TUO EMALF 0 SPALF
FFO-EKAT TA :EGASSEM OIDAR ETELPMOC L/C EHT NI LP TLA TES !YADYAM TES ,HCTON OE 1 O/T RETFA TCM DETELPMOC L/C MRIFNOC .TLA .CCA TF004( GNE ELGNIS NOITAREPO 1 LC )INIM NO PA S D U ET TA E T L S PMOC SMETI OMEM ?)2 RO( KCEHC PU RAEG ETELPMOC TLA ,REHTAEF 0 SPALF TCM NEERG FFO TUHS LEUF TES TA TUO EMALF ENIGNE DEEPS SPALF NOITARELECCA SMETI OMEM FFO-EKAT lamron fi( EDUTITLA )snoitidnoc OTFV noitercsid ta tes si PA :ETON DEMMIRTPU DEREHTAEFOTUA demmirt ylreporp si tfarcria eht nehw ,PU RAEG EVITISOP ENIGNE 1V TIL TLUAF DEELB BMILC ERULIAF ETATOR FLIGHT PATTERNS ABNORMAL & EMERGENCY 198 . SINGLE ENGINE GO-AROUND :DNUORA-OG TA SNOITCA FP sLP NO sBP DNUORA-OG SSERP )1 FFO-EKAT RETFA ETATOR )2 L/C OE 1 PMAR EHT OT SLP ECNAVDA )3 NO ECROF YLPPA YLSUONATLUMIS & )EDIS ENIGNE EVIL( LADEP REDDUR 0 SPALF :EDUTITLA CCA TA NOITCA FP 51 PALF HCTON NI sLP TUP TES SAI EHT NI LP TES ,HCTON FFO-EKAT RETFA TCM ETELPMOC L/C OE 1 TLA TES .TLA .CCA )INIM TF 0001( NO PA PU RAEG TCM TLA ,DNUORA-OG TES KCEHC NEERG ,REWOP TES HCTON ENO SPALF AGFV 0 SPALF NOITARELECCA EDUTITLA PU RAEG )NGIS LLAC( :FHV DEEPS SPALF DNUORA GNIOG SI )LES GDH( VANL lamron fi( ATNEGAM xxx SAI )snoitidnoc EVITISOP BMILC TES REWOP )°52(°51 SPALF noitercsid ta tes si PA :ETON demmirt ylreporp si tfarcria eht nehw 006-24 51 PALF 006-24 SPALF DEEPS 006-24 STUO-LLAC STUO-LLAC FP DNUORA-OG ENIGNE ELGNISA GNIRUD STUO-LLAC MP FLIGHT PATTERNS ABNORMAL & EMERGENCY

SAFETY NOTE # 1 BE PREPARED FOR CROSSWIND LANDINGWhen crosswind conditions are reported on arrival airport, it is essential to anticipate by reviewing the landing technique and to prepare an action plan before starting the approach. This “Be prepared for crosswind landing” provides an overview of operational factors involved in planning and conducting the approach and flare under crosswind conditions, as well as some recommendations regarding handling techniques. reported wind and the steady wind, without considering Key points for a safe and wind direction). In any case the wind factor to be added is successful crosswind landing limited to 15 kt. Review and brief crosswind landing technique. For example, when landing in Toulouse Blagnac airport on  Strictly adhere to computed Vapp. runway 14R, with a wind reported as 200° / 18 kt gusting at  Ensure strengthened crew cooperation. 30 kt, 1/3 of headwind component is 3 kt while the gust in full  Be prepared for a go-around. is 12 kt (30-18). Hence the wind factor to be considered for  Look for a reduced air/ground transition. the approach speed computation will be 12 kt. Keep aileron into wind during landing roll. The wind factor shall not be increased further, even in strong crosswind conditions. An excessive approach speed increases the duration of the flare (while under crosswind MAXIMUM RECOMMENDED conditions, it is preferable to shorten the transition from air CROSSWIND to ground), , it also increases the risk of landing with nose The crosswind value given in the AFM performance section landing gear first and it increases the landing distance . Long (6-01) as maximum demonstrated crosswind shall be flare and “greased” landings are not recommended by ATR. understood as the maximum crosswind under which the capacity of the ATR aircraft for landing was demonstrated during flight tests. It shall be considered as the maximum PREPARING THE APPROACH recommended crosswind. The best defence against crosswind conditions is anticipation The operators may consider establishing operating through a reminder of the landing technique before starting conditions, based on crews experience or airfields specificities, for which the maximum crosswind would be the approach. While preparing for the approach, the crew shall reduced. check the applicable maximum demonstrated crosswind, calculate the estimated drift on final, the approach speed During the approach briefing the pilot flying shall evaluate and associated preset values (pitch and torque). The pilot his/her own ability to land in announced crosswind condition and get prepared for a go-around and/or a diversion. flying shall evaluate his/her own ability to land in forecasted conditions and the crew shall review the available means The AFM 6-01 also provides maximum recommended to timely detect any change in wind conditions, and how crosswind applicable in case of contaminated runway. changes will be communicated. It is of utmost importance that APPROACH SPEED the crew organizes their resources in order to build The FCOM (3. 08. 02) defines the approach speed as Vapp = and maintain proper VmHB + wind factor where the wind factor is the maximum situational awareness of either 1/3 of the headwind velocity or the gust in full (to on final approach. be understood as the difference between the maximum https://www. atractive. com

CONDUCTING Crabbed Approach THE APPROACH ATR recommends performing a crabbed approach. : wings L R level and drift correction. ATR recommends disconnecting the autopilot and yaw damper at the latest at 500 ft in order to have time to establish manual control. Crosswind conditions are often associated with turbulence. In any case, the crew shall strictly adhere to the stabilized approach criteria in force within the applicable operator Standard Operating Procedures. Any deviation shall be called out and corrected. Performing a go-around is an option that WIND shall be considered at any time until a safe landing is ensured. During final approach, the crew shall pay particular attention to changes in wind direction and strength and maintain a high level of cooperation. DECRAB AND FLARE TECHNIQUES Propeerr correction ATR recommends the standard decrabbing technique: the pilot flying decrabs the aircraft by coordinating downwind rudder input, with into wind aileron input. These actions WIND enable to align the aircraft with runway axis. This manoeuver shall be initiated at the latest at 20 ft but could be started earlier. The resulting aircraft position must be maintained Aileron deflections are exaggerated for a better visual understanding. up to the touchdown. Correction of flight path deviation, if necessary, will be performed around this new position. No correccttiioonn Power reduction shall be initiated passing 20 ft. The touchdown shall occur with power levers at Flight Idle. In coordination with power reduction, the pilot flying WIND progressively adjusts aircraft pitch to flare the aircraft, until upwind main landing gear contacts with the runway. As wind intensity increases, manoeuvers dynamic should be implemented toward a faster executed set of simultaneous actions. cock effect). To avoid that, the pilot flying must gradually AIRCRAFT HANDLING increase the aileron input into the wind (up to maximum DURING LANDING ROLL deflection if necessary). In addition, rudder pedals shall be AND DECELERATION used to keep the airplane on runway axis and any heading deviation must be corrected smoothly, especially in The upwind main wheels contact the ground first, followed upwind direction. by downwind main wheels. After both main landing gears contact, the pilot flying assists the nose landing gear towards In case of lateral deviation tendency, reverse shall be released the ground and selects the power levers to Ground Idle. and the pilot shall primarily use rudder pedals to regain lateral Selecting power levers on Ground Idle causes an effective control. Asymmetrical braking can also be used to assist reduction of energy. If further deceleration is needed the lateral control as rudder efficiency decreases with airspeed. crew could use reverse or brake to minimize landing roll. Below 70 kt, The Captain controls airplane alignment with During the landing roll, the pilot flying holds the control nose wheel steering and the First Officer maintains aileron column in nose down position to increase directional input into the wind until the aircraft comes to a complete stop. efficiency, maintaining aileron input into the wind. In case of Note: the use of reverse is more efficient at high speed and brake at low insufficient aileron input, crosswind gusts will lift the upwind speed. Reverse shall be selected only after pilot monitoring has checked and wing and make the aircraft turn (accentuated by weather announced the 2 low pitch green lights. Any comment or question on this document can be sent to flight-ops-support@atr. fr THIS DOCUMENT IS INTENDED AT PROVIDING AN OVERVIEW OF APPLICABLE STANDARDS AND BEST PRACTICES IN RESPECT OF FLIGHT OPERATIONS AND AT ENHANCING ATR OPERATOR’S AWARENESS IN RELATION THERETO. HOWEVER THIS DOCUMENT SHALL NOT IN ANY WAY WHATSOEVER SUPERSEDE ANY APPLICABLE REGULATIONS NOR ANY ATR’S OR ATR OPERATOR’S DOCUMENTATION. IN THE EVENT OF ANY INCONSISTENCY BETWEEN THIS DOCUMENT AND ANY ATR’S OR ATR OPERATOR’S DOCUMENTATION, THE LATTER SHALL PREVAIL. THIS DOCUMENT AND ITS CONTENTS SHALL NOT BE USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS INTENDED. ANY COMMERCIAL USE OF THIS DOCUMENT OR ANY PART THEREOF IS PROHIBITED. THIS DOCUMENT MAY BE COPIED, DISTRIBUTED, ADAPTED OR TRANSLATED, IN WHOLE OR IN PART, BY ATR OPERATORS FOR THE PURPOSE OF AVIATION SAFETY. COPIES, ADAPTATIONS OR TRANSLATIONS OF THIS DOCUMENT (OR ANY PART THEREOF) SHALL BE MADE AT THE SOLE RISK OF THE ATR OPERATORS. ATR SHALL HAVE NO LIABILITY WHATSOEVER FOR THE USE, ACCURACY, COMPLETENESS AND/OR CORRECTNESS OF ANY COPY, ADAPTATION OR TRANSLATION OF THIS DOCUMENT OR ANY PART THEREOF.

WEIGHT AND BALANCE DEFINITION- Prior to each flight, flight crew should ensure that the actual aircraft weight and center of gravity location comply with limitations described below. - The goal of the C. G. envelopes is to make sure that the center of gravity stays within the limitations for the whole duration of the flight. - These limitations ensure that the aircraft maneuverability and stability are respected during the entire flight. - There are two type of envelopes: certified envelope and operational envelope. - Operator is responsible for defining and using proper operational envelope applicable to one aircraft and one flight type. ALLOWED / PROHIBITED CG LOCATIONS- CG has to be within ops envelope during all flight phases. It allows an operational margin for in flight events such as passenger movement. - Certified CG envelope must not be used for operational purpose, notably at flight planning stage.•CONCLUSIONFor better knowledge and understanding of the weight an balance limitations, please refer to the documentation available on ATRactive. com 202 Dear Readers, Every effort has been made to ensure document quality. However please do not hesitate to share your comments and information with us by using the following address: ops. support@atr-aircraft. com Yours faithfully, Your ATR Training and Flight Operations support team. ATR 1, allée Pierre Nadot 31712 Blagnac cedex - France Tel: +33 (0)5 62 21 62 21 Fax: +33 (0)5 62 21 68 00 .RTA fo tnesnoc nettirw eht tuohtiw ytrap driht a ot desolcsid ro decudorper eb ton llahs tnemucod sihT .RTA fo tnemucod yrateirporP .devreser sthgir llA .5202 .RTA © detnetap dna seliforp tfarcria RTA evitcnitsid eht ,ogol sti ,RTA .deilppus si ti hcihw rof taht naht rehto esoprup yna rof desu eb ton llahs tnetnoc sti dna tnemucod sihT elos eht era niereh deniatnoc noitamrofni lla dna tnemucod sihT .thgirypoc ot tcejbus era dna RTA fo ytreporp evisulcxe eht era tfarcria RTA eht ot gnitaler noitamrofni edam stnemetats ehT .tnetnoc sti fo erusolcsid eht ro tnemucod siht fo yreviled eht ,yb decudni ro ,hguorht detnarg si thgir ytreporp lautcelletni oN .RTA fo ytreporp .htiaf doog ni desserpxe era dna snoitpmussa denoitnem eht no desab era yehT .noitatneserper a ro reffo na etutitsnoc ton od niereh CONTACT For ordering manuals, please contact us at: Tel: +33 (0)5 62 21 62 07 e-mail: atc@atr. fr ATR Product Support & Services Portal: https://www. atractive. com

ATR 72-600 — ATR Flight Crew Training Manual

EMERGENCY SITUATION¶

ABNORMAL SITUATION¶

STANDARD COMMUNICATION¶

TASK SHARING¶

SAFETY RECOMMENDATIONS¶

EXECUTING GIVEN COMMANDS¶

STERILE COCKPIT PHILOSOPHY¶

HEADSET OPERATIONS¶

SAFETY BELTS AND HARNESSES¶

CABIN CREW¶

AFM, FCOM AND QRH¶

MEMORY ITEMS¶

DARK COCKPIT PHILOSOPHY¶

CHECKLIST PRIORITIES¶

NORMAL PROCEDURES¶

INITIATING PROCEDURES¶

PROCEDURES METHODOLOGY¶

NORMAL CHECKLIST METHODOLOGY¶

PROCEDURES CHRONOLOGY¶

ABNORMAL AND EMERGENCY PROCEDURES¶

FAILURE ANNOUNCIATION¶

SYSTEM CHECK AND FAILURE IDENTIFICATION¶

ABNORMAL CHECKLIST METHODOLOGY¶

ASSESSMENTS / DECISION / INFORMATION¶

ASSESSMENT / DECISION¶

AUTO FLIGHT CONTROL SYSTEM (AFCS)¶

AP/FD USE PHILOSOPHY¶

ATR TRAINING CENTER FLIGHT GUIDANCE PHILOSOPHY¶

FLAPS OPERATION¶

LANDING GEAR OPERATION¶

ALTIMETER TAPE¶

ALTIMETER SETTING¶

DH/MDA SETTING¶

SPEED INDICATOR¶

SPEED BUGS¶

TARGET SPEED¶

TORQUE INDICATOR¶

TAKE-OFF BUGS¶

CRUISE BUGS¶

APPROACH / GO-AROUND¶

TORQUE PRESET¶

FMS INITIALIZATION¶

DEPARTURE BRIEFING¶

DEPARTURE CLEARANCE¶

TAKE-OFF BRIEFING¶

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

ARRIVAL BRIEFING¶

HOLDING TIME¶

STABILIZATION POLICY¶

STABILIZATION CRITERIA¶

ATR TRAINING CENTER NAVIGATION POLICY¶

DU AND MCDU POLICY¶

NORMAL PROCEDURE¶

ABNORMAL PROCEDURE¶

NAVIGATION SOURCE POLICY¶

EXTERIOR LIGHTS MANAGEMENT¶

FLIGHT PREPARATION¶

FULL COCKPIT PREP. AND SHORT TRANSIT¶

EXTERNAL INSPECTION PREPARATION¶

EXTERNAL INSPECTION¶

FINAL COCKPIT PREPARATION - STEP 3¶

HOTEL MODE START UP¶

BEFORE PROPELLER ROTATION¶

BEFORE TAXI¶

BEFORE TAKE-OFF¶

AFTER TAKE-OFF¶

CLIMB - CRUISE¶

BEFORE DESCENT - DESCENT¶

CONCEPT 3D - 2D¶

BEFORE DESCENT AND DESCENT MANAGEMENT¶

DESCENT MONITORING & ADJUSTMENT¶

STANDARD TRAFFIC PATTERN¶

AIRCRAFT ENERGY MANAGEMENT¶

DECELERATION POINT COMPUTATION¶

ENERGY MANAGEMENT PROCEDURE¶

AFTER LANDING¶

LEAVING THE AIRCRAFT¶

HOTEL MODE OPERATIONS¶

INITIAL COCKPIT PREPARATION - STEP 1¶