ATR 72-600 QRH — Distilled Reference¶

2026-05-18

Source: ATR 72-600 Simulator QRH Rev 71.1 + Loganair Supplement Issue 2 Rev 2 (Dec 2024).

All checklist items are reproduced exactly. Narrative background is summarised. Numerical tables are summarised or omitted — use EFB/FOS/SPS for performance computations.

OEBs¶

OEB 25/1 — CREW OXYGEN MASK¶

Context: Potential leak at diluter demand valve may result in inadequate oxygen flow when mask is in NORMAL/100% mode.

Crew action: Before flight, confirm mask seals properly. Do not select EMERGENCY unless advised by procedure.

OEB 27/1 — MANUAL ELEVATOR DISCONNECT (MOD 10453)¶

Context: Following SB ATR72-27-1077, if Manual Elevator Disconnect Handle is pulled, certain conditions may result in asymmetric elevator authority. Advanced copy only — do not apply operationally until SB embodied per FOIM 2023-06.

OEB 28/1 — FUEL IMBALANCE¶

Context: Fuel imbalance may be greater than indicated due to fuel density variation or FCMC computation error.

Monitoring: If fuel imbalance indication is abnormal, cross-check with fuel quantity gauges directly and cross-feed as required per A28 procedures.

OEB 35/2 — PORTABLE OXYGEN EQUIPMENT¶

Context: Portable oxygen cylinders may have incorrect fill pressure labelling. Verify actual pressure against the gauge before use; do not rely solely on label.

OEB 60/3 — PROPELLER OVERSPEED PROTECTION (ATPCS)¶

Context: ATPCS may not arm correctly if engine auto-feather armed test fails silently. If ATPCS ARM light fails to illuminate during takeoff arming check, treat as ATPCS not available.

Crew action: Complete ATPCS FAULT checklist (A70 series) if arming failure noted.

OEB 64/1 — EEC / PEC FAULT IN FLIGHT¶

Context: Spurious EEC or PEC faults may be generated by electrical transients. A single EEC/PEC amber CAS message without associated engine parameter deviation may be transient. Cross-check engine gauges before applying abnormal procedure.

Limitations¶

Speeds¶

Parameter	Limit
VMO	250 kt IAS
MMO	0.55 M
VFE Flaps 15	185 kt
VFE Flaps 30	150 kt
VLE / VLO	200 kt
Maximum Turbulence Speed	170 kt / 0.48 M

Weights (kg)¶

Parameter	Limit
MTOW	23,000
MLW	22,350
MZFW	21,350
OEW (typical)	~13,300 (fleet-dependent)

Engine Limits — PW 127M/N¶

Parameter	Limit
Max Takeoff Torque	100% (Reserve: 103%)
Max Continuous Torque	100%
Max Takeoff ITT	820°C (Reserve: 840°C)
Max Continuous ITT	790°C
Max Ng (gas generator)	100%
Max Np (propeller)	100%
Oil Temp (max continuous)	105°C
Oil Pressure (min normal)	60 psi

Propeller¶

Normal Np range: 82% (cruise), 100% (takeoff/landing)
Feathered Np: ≤15%
Do not operate in Np 30–82% range (resonant)

Pressurisation¶

Max differential: 6.5 PSI (normal), 7.0 PSI (safety relief)
Max negative differential: −0.5 PSI
Max cabin altitude for operations: 8,000 ft (cabin)

Fuel¶

Total usable: 6,370 kg (standard)
Max imbalance: 550 kg
Fuel temperature limits: −37°C min / +54°C max

Environmental / Meteorological¶

Max demonstrated crosswind (dry): 35 kt
Max tailwind (takeoff/landing): 10 kt
Max operating altitude: FL250 (normal), FL170 (single engine gross ceiling at high weight/ISA+20)
Icing certification: per CS-25 Appendix C

Autopilot¶

Min engagement altitude (takeoff): 400 ft AGL
Min engagement altitude (approach): 80 ft RA (CAT II)
CAT II: AP must remain engaged to 80 ft RA

CAS Messages¶

Warnings (Red) — Selected list¶

CAS	Meaning / Immediate action
FIRE ENG 1 / 2	Engine fire — apply E70 FIRE procedure
FIRE APU	APU fire — shut down APU, discharge agent
SMOKE AVIONICS	Smoke in avionics bay — E24 SMOKE procedure
SMOKE LAVATORY	Smoke in lavatory — investigate, discharge extinguisher
CABIN ALTITUDE	Cabin altitude ≥ 10,000 ft — E21 PRESS LOSS
OIL PRESS ENG 1/2	Low oil pressure — monitor; if confirmed, power back
TORQUE LIM 1/2	Torque limiter active — crosscheck
PROP OVSP 1/2	Propeller overspeed — E70 PROP OVERSPEED
HYDR PRESS LO	Hydraulic pressure low — A29
DC BUS 1/2 FAULT	DC bus failure — A24 ELEC
LAND GEAR UNLK	Gear not locked — A32
STALL	Stick shaker activation — push nose, recover
GPWS	Ground proximity — PULL UP / GO AROUND

Cautions (Amber) — Selected list¶

CAS	Meaning
ENG 1/2 CHIP	Metal chip detected — monitor, land soon
OIL TEMP HI	High oil temperature — reduce power
BLEED FAULT	Bleed air fault — A36
PACK 1/2 FAULT	Air conditioning pack fault — A21
MFC 1A/1B/2A/2B	MFC module failure — A31
AFCS	AFCS (autopilot/FD) fault — A22
PITCH TRIM	Pitch trim fault — A27
RUDDER TRIM	Rudder trim fault — A27
NAV 1/2	Navigation source fault — A34
ILS 1/2	ILS receiver fault — A34
GPS 1/2	GPS fault — A34
FMS 1/2	FMS fault — A34
LAND GEAR	Landing gear system caution — A32
A/SKID FAULT	Anti-skid system fault — A32
FUEL IMBAL	Fuel imbalance >550 kg — A28
FUEL LO 1/2	Low fuel — A28, consider diversion
EEC FAULT 1/2	EEC fault — A70
PEC FAULT 1/2	PEC fault — A70
ATPCS FAULT	ATPCS fault — A70
FIRE DET FAULT	Fire detection system fault — A70
ICING	Icing conditions detected — A30 ice protection
PROBE HEAT	Probe heat fault — A30
STAB HEAT	Stabiliser heat fault — A30
OVHD PANEL HOT	Overhead panel overheat — A24
EMER LT FAULT	Emergency lighting fault

Advisory (Cyan/Blue) — Selected list¶

Advisories not requiring immediate action but requiring crew awareness: - SEAT BELTS (auto-triggered by cabin altitude/turbulence logic) - DOOR (door not fully closed/locked — do not dispatch) - CAB PR DIFF (cabin pressure differential advisory — cross-check) - MFC TEST (MFC self-test in progress — normal on ground) - TCAS RA / TCAS TA (ACAS advisories) - GPWS FLAP OVRD (GPWS flap override selected)

Emergency Procedures¶

E21 — PRESSURISATION¶

E21.01 — RAPID DECOMPRESSION¶

WARNING: Immediately don oxygen masks.

[ ] ▶ CREW OXY MASKS ................... ON / 100%
[ ] ▶ DESCENT ................... INITIATE (target FL100 or MEA)

■ IF cabin altitude ≥ 14,000 ft: - [ ] ▶ PASSENGER OXY ................... ON - [ ] ▶ PASS SIGNS ................... ON

[ ] ▶ ATC ................... SQUAWK 7700 / DECLARE EMERGENCY
[ ] ▶ PRESSURISATION MODE ................... MAN
[ ] ▶ OUTFLOW VLV ................... OPEN (check pressurisation rate)

■ IF decompression stabilises above 10,000 ft cabin: - [ ] ▶ Continue descent to cabin-safe altitude

■ IF structural damage suspected: - [ ] ▶ Reduce speed to turbulence penetration speed (170 kt / M0.48)

E21.02 — PRESS LOSS (gradual)¶

[ ] ▶ CABIN ALTITUDE ................... CHECK
[ ] ▶ PRESSURISATION ................... CHECK MAN / AUTO
[ ] ▶ OUTFLOW VLV ................... CHECK

■ IF cabin altitude rising uncontrolled: - [ ] ▶ Treat as E21.01 RAPID DECOMPRESSION

E22 — AUTOPILOT / FLIGHT DIRECTOR¶

E22.01 — AUTOPILOT RUNAWAY¶

WARNING: Immediate takeover required.

[ ] ▶ CONTROLS ................... TAKE OVER MANUALLY
[ ] ▶ AP DISC ................... PRESS (quick disconnect)
[ ] ▶ AP ................... OFF

■ IF AP will not disengage: - [ ] ▶ AP BKR (circuit breaker) ................... PULL

E24 — ELECTRICAL / SMOKE¶

E24.01 — SMOKE / FUMES IN COCKPIT¶

WARNING: Don oxygen masks immediately.

[ ] ▶ CREW OXY MASKS ................... ON / 100%
[ ] ▶ GOGGLES ................... ON

● Source identification: - [ ] ▶ RECIRCULATION FAN ................... OFF - [ ] ▶ PACK 1 ................... OFF → check if smoke reduces - [ ] ▶ PACK 2 ................... OFF → check if smoke reduces

■ IF electrical origin suspected: - [ ] ▶ Non-essential BUS TIES ................... OPEN - [ ] ▶ Isolate non-essential equipment systematically

■ IF smoke persists, origin not found: - [ ] ▶ LAND ASAP

■ IF origin identified and smoke controllable: - [ ] ▶ Complete associated abnormal procedure - [ ] ▶ LAND SOON

E24.02 — AVIONICS SMOKE¶

[ ] ▶ CREW OXY MASKS ................... ON / 100%
[ ] ▶ AVIONICS VENT ................... CHECK / RECIRCULATE
[ ] ▶ RECIRCULATION FAN ................... OFF

■ IF smoke source confirmed as avionics bay: - [ ] ▶ LAND ASAP

E24.03 — GALLEY / CABIN SMOKE¶

[ ] ▶ CABIN CREW ................... INVESTIGATE / USE EXTINGUISHER
[ ] ▶ RECIRCULATION FAN ................... OFF

■ IF fire confirmed in cabin: - [ ] ▶ LAND ASAP

E27 — FLIGHT CONTROLS¶

E27.01 — RUNAWAY TRIM (PITCH)¶

WARNING: Maintain control — do not release control column.

[ ] ▶ CONTROL COLUMN ................... HOLD FIRMLY
[ ] ▶ PITCH TRIM INTERRUPT (guarded sw) ................... PRESS AND HOLD
[ ] ▶ AUTOPILOT ................... DISCONNECT

■ IF runaway stops: - [ ] ▶ Resume using manual pitch trim with care

■ IF pitch trim remains uncontrollable: - [ ] ▶ USE MANUAL ELEVATOR (disconnect elevator if MOD 10453 fitted) - [ ] ▶ LAND ASAP

E27.02 — JAMMED CONTROLS¶

[ ] ▶ Attempt to free with firm, sharp input (both crew)
[ ] ▶ Check for obstruction (seat adjustment, loose items)
[ ] ▶ Use remaining controls to maintain flight path

■ IF elevator jammed: - [ ] ▶ Use stabiliser trim as primary pitch control - [ ] ▶ LAND ASAP

E28 — FUEL¶

E28.01 — FUEL LEAK¶

[ ] ▶ FUEL QTY ................... MONITOR BOTH TANKS
[ ] ▶ FUEL PUMPS ................... ON (both)
[ ] ▶ X-FEED ................... OPEN (if imbalance developing)
[ ] ▶ POWER ................... REDUCE if fuel consumption can be lowered
[ ] ▶ LAND SOON / LAND ASAP (depending on rate of loss)

E29 — HYDRAULICS¶

E29.01 — HYDRAULIC LEAK / TOTAL LOSS¶

WARNING: Loss of both hydraulic systems results in loss of nose-wheel steering, brakes (except emergency brake), and flight control power.

[ ] ▶ HYDR PUMP ................... CHECK ALL ON
[ ] ▶ HYDR QTY ................... CHECK

■ IF green system low: - [ ] ▶ BLUE SYSTEM ................... ACTIVATE / VERIFY PRESSURE

■ IF both systems depleted: - [ ] ▶ ALTERNATE GEAR ................... EXTEND (free-fall) - [ ] ▶ EMERGENCY BRAKES ................... AVAILABLE (accumulator) - [ ] ▶ ANTI-SKID ................... INOP — plan for longer stop distance - [ ] ▶ LAND ASAP

E30 — ICE AND RAIN¶

E30.01 — SEVERE ICING (ABNORMAL ICE ACCRETION)¶

LAND ASAP

WARNING: Do not increase angle of attack. Do not extend flaps beyond current setting until minimum safe speed verified.

[ ] ▶ ENG ANTI-ICE ................... ON (both)
[ ] ▶ WING DE-ICE ................... ON MAX / FAST CYCLE
[ ] ▶ SPEED ................... INCREASE — maintain min 160 kt or ICING BUG +30 kt (whichever greater)
[ ] ▶ AUTOPILOT ................... OFF — FLY MANUALLY
[ ] ▶ FLAPS ................... DO NOT CHANGE (risk of roll upset)
[ ] ▶ ATC ................... DECLARE EMERGENCY / REQUEST DESCENT
[ ] ▶ LAND ASAP

■ IF roll oscillation / uncommanded roll occurs: - [ ] ▶ SPEED BRAKE ................... DO NOT USE - [ ] ▶ Increase speed further — use available power

E32 — LANDING GEAR¶

E32.01 — GEAR WILL NOT EXTEND (NORMAL)¶

[ ] ▶ GEAR LEVER ................... UP THEN DOWN
[ ] ▶ CIRCUIT BREAKERS ................... CHECK

■ IF gear still not down/locked: - [ ] ▶ ALTERNATE EXTENSION ................... USE (manual free-fall) - [ ] ▶ Allow gravity / yaw to assist

■ IF gear remains not locked after alternate extension: - [ ] ▶ LAND ASAP — advise ATC, RFFS

E32.02 — GEAR RETRACTION FAILURE¶

■ IF gear will not retract after takeoff: - [ ] ▶ SPEED ................... REDUCE BELOW VLE 200 kt - [ ] ▶ Continue to destination / divert - [ ] ▶ A32 GEAR RETRACT FAIL ................... apply

[ ] ▶ VOR/ILS ................... TUNE MANUALLY
[ ] ▶ ADF ................... TUNE MANUALLY
[ ] ▶ ATC ................... ADVISE / REQUEST RADAR VECTORS
[ ] ▶ IESI ................... USE as standby reference
[ ] ▶ BASIC DEAD RECKONING ................... APPLY

E36 — BLEED AIR¶

E36.01 — DUCT OVERHEAT¶

CAUTION: High bleed duct temperature — risk of duct damage/fire.

[ ] ▶ BLEED 1 OR 2 (affected) ................... OFF
[ ] ▶ CROSS BLEED ................... CHECK
[ ] ▶ PACK (affected side) ................... OFF

■ IF DUCT OVERHEAT persists: - [ ] ▶ LAND SOON

E70 — POWER PLANT¶

E70.01 — ENGINE FIRE ON GROUND (before V1)¶

WARNING: MEMORY ITEMS

[ ] ▶ POWER LEVERS ................... CLOSE
[ ] ▶ BRAKES ................... APPLY MAX
[ ] ▶ ENG AFFECTED CL ................... FUEL S.O.
[ ] ▶ FIRE HANDLE (affected) ................... PULL
[ ] ▶ AGENT ................... DISCH
[ ] ▶ ATC ................... NOTIFY

E70.02 — ENGINE FIRE IN FLIGHT¶

LAND ASAP

WARNING: MEMORY ITEMS

[ ] ▶ ENG AFFECTED CL ................... FUEL S.O.
[ ] ▶ FIRE HANDLE (affected) ................... PULL
[ ] ▶ AGENT 1 ................... DISCH
[ ] ▶ TIME ................... NOTE (30 sec)

■ IF FIRE WARNING persists after 30 sec: - [ ] ▶ AGENT 2 ................... DISCH

■ IF FIRE WARNING extinguishes: - [ ] ▶ Monitor — do not restart engine - [ ] ▶ SINGLE ENGINE OPERATION ................... apply A70 procedure

E70.03 — ENGINE FAILURE AT / AFTER TAKEOFF¶

WARNING: MEMORY ITEMS

[ ] ▶ ATPCS ................... VERIFY ARM (auto-feather should activate)
[ ] ▶ AFFECTED ENG ................... IDENTIFY (dead leg rule: foot pressure toward live engine)
[ ] ▶ CONTROL ................... MAINTAIN / rudder input for control
[ ] ▶ FLAPS ................... DO NOT CHANGE until V2 achieved and positive climb confirmed
[ ] ▶ SPEED ................... V2 minimum
[ ] ▶ AFFECTED ENG CL ................... FUEL S.O. (if fire or abnormal condition)

■ IF clean engine at MCT, maintain climb per SID/ODP

E70.04 — ENGINE FLAMEOUT IN FLIGHT¶

[ ] ▶ AFFECTED ENG ................... IDENTIFY
[ ] ▶ CL (affected) ................... FUEL S.O.
[ ] ▶ IGNITION ................... CONT
[ ] ▶ RESTART ................... ATTEMPT if conditions allow (within limits)

■ IF restart successful: - [ ] ▶ Monitor engine parameters for abnormality

■ IF restart unsuccessful: - [ ] ▶ Single engine operation — A70.12 - [ ] ▶ LAND ASAP (if fuel exhaustion) / LAND SOON

E70.05 — PROPELLER OVERSPEED¶

WARNING: MEMORY ITEMS

[ ] ▶ POWER LEVER (affected) ................... CLOSE
[ ] ▶ CL (affected) ................... MINIMUM
[ ] ▶ PROP OVERSPEED PROCEDURE ................... APPLY

■ IF Np does not reduce below max limit: - [ ] ▶ CL (affected) ................... FUEL S.O. - [ ] ▶ FIRE HANDLE ................... PULL - [ ] ▶ LAND ASAP

E70.06 — ENGINE SEVERE DAMAGE / SEPARATION¶

LAND ASAP

[ ] ▶ POWER LEVER (affected) ................... CLOSE
[ ] ▶ CL (affected) ................... FUEL S.O.
[ ] ▶ FIRE HANDLE (affected) ................... PULL
[ ] ▶ AGENT ................... DISCH AS REQUIRED
[ ] ▶ AIRSPEED ................... REDUCE — consider debris asymmetry
[ ] ▶ LAND ASAP

E70.07 — BOTH ENGINES FAILURE / LOSS OF POWER¶

LAND ASAP — MAYDAY

WARNING: MEMORY ITEMS — Both engines.

[ ] ▶ MAYDAY ................... DECLARE / SQUAWK 7700
[ ] ▶ BEST GLIDE ................... ESTABLISH (approx 150 kt, flaps 0)
[ ] ▶ RELIGHT ATTEMPT (eng 1 or 2) ................... ATTEMPT
[ ] ▶ FUEL X-FEED ................... OPEN
[ ] ▶ FUEL PUMPS ................... ALL ON
[ ] ▶ APU ................... START if available for electrical

■ IF no relight: - [ ] ▶ EMERGENCY LANDING ................... PREPARE (nearest suitable surface)

E99 — MISCELLANEOUS¶

E99.01 — WINDSHEAR ON TAKEOFF / GO-AROUND¶

WARNING: MEMORY ITEMS

[ ] ▶ POWER LEVERS ................... MAX / MCT
[ ] ▶ SPEED ................... MAINTAIN V2 (takeoff) or Vapp (approach) — do not sacrifice pitch for speed
[ ] ▶ FLAPS ................... AS SET — do not change
[ ] ▶ FLIGHT PATH ................... MAINTAIN positive vertical speed; accept speed loss to stick shaker margin
[ ] ▶ AUTOPILOT ................... OFF — FLY MANUALLY

E99.02 — TCAS RA¶

WARNING: MEMORY ITEMS — Respond immediately to RA.

[ ] ▶ AUTOPILOT ................... DISCONNECT
[ ] ▶ RA ................... FOLLOW — manoeuvre as directed
[ ] ▶ ATC CLEARANCE ................... SUBORDINATE to RA until clear of conflict
[ ] ▶ ATC ................... ADVISE when clear

E99.03 — GPWS WARNING¶

WARNING: MEMORY ITEMS

[ ] ▶ POWER LEVERS ................... MCT / MAX
[ ] ▶ SPEED BRAKE ................... IN
[ ] ▶ FLAPS ................... AS REQUIRED (do not retract below Vapp)
[ ] ▶ PITCH ................... PULL UP — MAX PERFORMANCE CLIMB
[ ] ▶ BANK ................... WINGS LEVEL (unless terrain demands turn)

■ IF PULL UP warning: - [ ] ▶ Continue climb until warning ceases and terrain clear confirmed

E99.04 — EMERGENCY DESCENT (LOSS OF PRESSURISATION)¶

[ ] ▶ OXY MASKS ................... ON / 100%
[ ] ▶ SQUAWK ................... 7700
[ ] ▶ DESCENT ................... INITIATE — target FL100 or MEA (max rate)
[ ] ▶ POWER LEVERS ................... CLOSE (idle)
[ ] ▶ SPEED ................... VMO (250 kt) / MMO (M0.55)
[ ] ▶ SPEED BRAKE ................... EXTEND
[ ] ▶ ATC ................... DECLARE EMERGENCY

E99.05 — DITCHING¶

LAND ASAP — WATER

WARNING: MEMORY ITEMS

[ ] ▶ MAYDAY ................... DECLARE / SQUAWK 7700 / ELT ON
[ ] ▶ TRANSPONDER ................... 7700
[ ] ▶ CREW / PASS BRIEF ................... BRACE POSITION
[ ] ▶ APPROACH ................... INTO WIND, LOW RATE OF DESCENT, FLAPS 15 or 30
[ ] ▶ AUTO PRESS DUMP ................... ON

■ Before touchdown: - [ ] ▶ CL 1+2 ................... FUEL S.O. - [ ] ▶ FIRE HANDLES 1+2 ................... PULL - [ ] ▶ GEAR ................... UP / VERIFY NOT EXTENDED

■ After touchdown: - [ ] ▶ EVACUATION ................... INITIATE via over-wing exits / raft

E99.06 — CARGO FIRE¶

LAND ASAP

[ ] ▶ CARGO SMOKE ................... CONFIRM
[ ] ▶ ATC ................... DECLARE EMERGENCY
[ ] ▶ CARGO AIR SUPPLY ................... CLOSE / ISOLATE
[ ] ▶ LAND ASAP

E99.07 — HIJACK / UNLAWFUL INTERFERENCE¶

[ ] ▶ TRANSPONDER ................... 7500 (if safe to do so)
[ ] ▶ ATC ................... Coded communication per SOPs
[ ] ▶ Maintain control — cooperate with company emergency procedures

E99.08 — SEVERE ICING / GROUND ICE¶

Ground ice contamination procedure — see Loganair Supplement Section ICE.2 and A30 ICING procedures.

E99.09 — BOMB THREAT¶

[ ] ▶ CAPTAIN ................... INFORM immediately
[ ] ▶ ATC ................... DECLARE EMERGENCY / NOTIFY
[ ] ▶ CABIN CREW ................... INITIATE SEARCH per SOP
[ ] ▶ LAND ASAP at nearest suitable airport

E99.10 — VOLCANIC ASH¶

[ ] ▶ POWER LEVERS ................... IDLE (to reduce ash ingestion)
[ ] ▶ IGNITION ................... CONT (both engines)
[ ] ▶ ENG ANTI-ICE ................... ON (both)
[ ] ▶ AIRSPEED ................... REDUCE — 250 kt or less; turbulence penetration speed
[ ] ▶ TURN ................... EXIT cloud via 180° turn if possible
[ ] ▶ AVOID ................... further cloud

■ IF engine stall / flameout: - [ ] ▶ Apply E70 procedures

Abnormal Procedures¶

A21 — AIR CONDITIONING¶

A21.01 — PACK FAULT / OFF¶

[ ] ▶ AFFECTED PACK ................... OFF
[ ] ▶ CROSS BLEED VALVE ................... CHECK OPEN
[ ] ▶ REMAINING PACK ................... VERIFY ON

■ IF both packs fail: - [ ] ▶ PRESSURISATION ................... MONITOR — cabin may begin climbing - [ ] ▶ Treat as E21 if cabin altitude exceeds 10,000 ft

A21.02 — DUAL PACK FAULT¶

[ ] ▶ BLEED AIR SOURCES ................... CHECK / SWAP
[ ] ▶ PACKS ................... RESET ATTEMPT (one at a time)
[ ] ▶ MAN PRESSURISATION ................... ACTIVATE if auto fails
[ ] ▶ LAND SOON

A22 — AUTO FLIGHT¶

A22.01 — AUTOPILOT FAULT / DISCONNECT¶

[ ] ▶ AP ................... OFF / confirm disconnect
[ ] ▶ FLY MANUALLY
[ ] ▶ FD ................... CHECK / USE if available for guidance

■ IF FD also fails: - [ ] ▶ Raw data approach — ILS, VOR, or visual

A22.02 — AUTOTHROTTLE (AT) FAULT¶

[ ] ▶ AT ................... OFF
[ ] ▶ MANUAL POWER ................... CONTROL
[ ] ▶ Monitor torque / ITT manually during approach

A23 — COMMUNICATIONS¶

A23.01 — TOTAL COMMS FAILURE (VHF)¶

[ ] ▶ ALL VHF RADIOS ................... CHECK / SWAP active frequency
[ ] ▶ HF (if fitted) ................... ATTEMPT CONTACT
[ ] ▶ TRANSPONDER ................... 7600 (radio failure)
[ ] ▶ LIGHT SIGNALS ................... MONITOR from ATC (tower)
[ ] ▶ SATCOM / ACARS ................... ATTEMPT contact via datalink

■ At destination: - [ ] ▶ Join circuit / overhead — squawk 7600 — look for green light before landing

A24 — ELECTRICAL¶

A24.01 — DC BUS 1 OR 2 FAULT¶

[ ] ▶ AFFECTED BUS ................... IDENTIFY via ELEC page
[ ] ▶ BUS TIE ................... CHECK / CLOSE
[ ] ▶ GENERATOR (affected side) ................... RESET
[ ] ▶ APU GEN ................... START if available

■ IF bus cannot be restored: - [ ] ▶ Refer to MEL — some systems degraded; LAND SOON

A24.02 — AC BUS FAULT¶

[ ] ▶ AC BUS FAULT ................... IDENTIFY
[ ] ▶ AFFECTED GEN ................... RESET
[ ] ▶ APU GEN ................... CONNECT if available

A24.03 — BATTERY FAULT¶

[ ] ▶ BAT FAULT ................... CHECK CHARGE INDICATOR
[ ] ▶ BATTERY ................... Monitor — if discharging, maintain AC power to EMER bus

A24.04 — DUAL GENERATOR FAILURE¶

[ ] ▶ APU ................... START (if not already running)
[ ] ▶ LOAD SHED ................... Reduce non-essential loads
[ ] ▶ EMER BUS ................... VERIFY powered (BAT)
[ ] ▶ LAND ASAP

A27 — FLIGHT CONTROLS¶

A27.01 — PITCH TRIM FAULT¶

[ ] ▶ PITCH TRIM ................... MANUAL — use trim wheel
[ ] ▶ AUTO TRIM ................... OFF
[ ] ▶ Maintain control with elevator; use manual trim carefully

A27.02 — ROLL SPOILER FAULT¶

[ ] ▶ SPOILER ................... CHECK SYMMETRICAL on ECAM/systems page
[ ] ▶ Fly with increased care in roll

■ IF asymmetric spoiler deployment: - [ ] ▶ LAND ASAP — speed stability may be reduced

A27.03 — FLAP ASYMMETRY¶

CAUTION: Do not continue extending/retracting flaps.

[ ] ▶ FLAP LEVER ................... STOP MOVEMENT
[ ] ▶ AIRSPEED ................... REDUCE to flap placard speed for current setting
[ ] ▶ FLAP ASYMMETRY PROCEDURE ................... APPLY per current flap setting

A27.04 — FLAP JAMMED / FAILED¶

[ ] ▶ CURRENT FLAP POSITION ................... NOTE
[ ] ▶ VAPP ................... CALCULATE per current flap setting (see PER tables / Loganair Supplement)
[ ] ▶ LAND at appropriate Vapp + wind correction

A28 — FUEL¶

A28.01 — FUEL IMBALANCE¶

[ ] ▶ FUEL QTY ................... CROSS-CHECK (individual gauges)
[ ] ▶ X-FEED ................... OPEN to balance

■ IF imbalance >550 kg: - [ ] ▶ POWER ................... REDUCE on high-qty side (if single X-feed inadequate) - [ ] ▶ Monitor continuously

A28.02 — LOW FUEL¶

[ ] ▶ FUEL LOW CAS ................... CONFIRM affected tank
[ ] ▶ X-FEED ................... OPEN
[ ] ▶ FUEL PUMPS ................... ALL ON
[ ] ▶ DIVERT / LAND SOON

A28.03 — FUEL PUMP FAULT¶

[ ] ▶ FUEL PUMP (affected) ................... CHECK CB / RESET
[ ] ▶ CROSSFEED ................... OPEN (gravity feed from other tank as backup)
[ ] ▶ Monitor fuel pressure indication

A28.04 — FUEL LEAK CONFIRMED¶

[ ] ▶ FUEL QTY ................... MONITOR rate of loss
[ ] ▶ X-FEED ................... OPEN if single tank depleting
[ ] ▶ POWER ................... REDUCE to minimum needed
[ ] ▶ LAND SOON / LAND ASAP (depending on loss rate)

A28.05 — FCMC FAULT¶

[ ] ▶ FUEL MANAGEMENT ................... MANUAL
[ ] ▶ Monitor fuel quantities directly

A29 — HYDRAULICS¶

A29.01 — HYDRAULIC PRESSURE LOW (GREEN or BLUE)¶

[ ] ▶ HYDR PUMP (affected system) ................... CHECK ON
[ ] ▶ ENG-DRIVEN PUMP ................... CHECK
[ ] ▶ HYDR QTY ................... CHECK — if low, suspect leak

■ IF green system low: - [ ] ▶ BLUE SYSTEM ................... ACTIVATE - [ ] ▶ Gear extension: normal or alternate as applicable

■ IF blue system low: - [ ] ▶ GREEN SYSTEM ................... VERIFY - [ ] ▶ Monitor — blue is powered by electric pump (ACW)

A29.02 — HYDRAULIC LEAK¶

[ ] ▶ AFFECTED PUMP ................... OFF
[ ] ▶ SYSTEM QTY ................... MONITOR
[ ] ▶ Preserve fluid for essential gear extension/braking use
[ ] ▶ LAND SOON / LAND ASAP

A29.03 — ALTERNATE GEAR EXTENSION (NO NORMAL HYD)¶

[ ] ▶ GEAR LEVER ................... DOWN
[ ] ▶ NORMAL EXTENSION ................... ATTEMPT
[ ] ▶ If no green indication: ALTERNATE GEAR EXTEND ................... USE (manual handle)
[ ] ▶ Allow 30–60 sec for gravity/yaw extension
[ ] ▶ GEAR PINS ................... Confirm locked via indicators / feel

Lost Equipment List for A29.03 (summarised): Brakes (normal) inop — use emergency brake accumulator. Nose-wheel steering inop — use differential braking/power. Flight controls remain powered if one system available.

A30 — ICE AND RAIN¶

A30.01 — ICING CONDITIONS (normal operation)¶

[ ] ▶ ENG ANTI-ICE ................... ON (both when in IMC with OAT ≤ +5°C and visible moisture)
[ ] ▶ WING DE-ICE ................... ON (boot cycle activated on icing BUG indication)
[ ] ▶ WINDSHIELD HEAT ................... CHECK ON

■ Icing BUG: minimum speed reference appears on PFD when de-ice is active.

A30.02 — SINGLE PROBE HEAT FAIL¶

[ ] ▶ PROBE HEAT (affected) ................... CHECK CB / RESET
[ ] ▶ Use opposite ADC as primary reference
[ ] ▶ Cross-check IAS continuously

A30.03 — STAB HEAT FAULT¶

[ ] ▶ STAB HEAT ................... CHECK CB / RESET
[ ] ▶ Avoid flight into icing conditions if STAB HEAT cannot be restored

A30.04 — WING DE-ICE FAULT¶

[ ] ▶ WING DE-ICE FAULT ................... CHECK affected boot
[ ] ▶ Manual selection: fast-cycle unaffected boots
[ ] ▶ If both boots fail — EXIT ICING CONDITIONS immediately

A30.05 — WINDSHIELD ICE / SEVERE RAIN¶

[ ] ▶ WINDSHIELD HEAT ................... MAX
[ ] ▶ WIPERS ................... ON
[ ] ▶ Increase speed slightly (better flow-off)
[ ] ▶ If visibility lost: ILS / instrument approach

A30.06 — ICE DETECTOR FAULT¶

[ ] ▶ ICE DETECTOR ................... FAULT noted
[ ] ▶ Apply ice protection based on VISUAL cues (OAT and visible moisture)
[ ] ▶ Treat icing conditions as present when OAT ≤ +5°C in IMC

A31 — MFC / FWS¶

A31.01 — MFC MODULE FAILURE (SINGLE)¶

[ ] ▶ MFC FAULT ................... IDENTIFY module (1A / 1B / 2A / 2B)
[ ] ▶ ASSOCIATED SYSTEMS ................... CHECK affected functions (see LEL table below)
[ ] ▶ Continue with MEL check (3 modules min for most ops; 2 for dispatch)

MFC module function summary (LEL): - 1A: ENG 1 fire loop, bleed monitoring, some fuel management - 1B: ENG 1 start, ATPCS arm, prop control support - 2A: ENG 2 fire loop, bleed monitoring, fuel management - 2B: ENG 2 start, ATPCS arm, prop control support

■ IF single module fails: - [ ] ▶ Remaining 3 modules maintain core protection

A31.02 — MFC DUAL MODULE FAILURE¶

[ ] ▶ Two MFC modules ................... IDENTIFIED as failed
[ ] ▶ CROSS-CHECK function degradation (significant systems may be lost)
[ ] ▶ LAND SOON — operations significantly degraded

■ IF 1A + 2A failed: Fire detection severely degraded. Monitor engines visually and via gauges. ■ IF 1B + 2B failed: ATPCS inop — manual feather required on engine failure.

A31.03 — FWS FAULT¶

[ ] ▶ FWS ................... CHECK if ECAM/CCAS operational
[ ] ▶ If FWS offline: all CAS warning displays may be inoperative — use raw instrument monitoring
[ ] ▶ LAND SOON

A32 — LANDING GEAR¶

A32.01 — GEAR WILL NOT RETRACT¶

[ ] ▶ GEAR LEVER ................... CYCLE (down, pause, up)
[ ] ▶ GEAR CB ................... CHECK
[ ] ▶ SPEED ................... BELOW VLE 200 kt if gear remains extended

■ Accept gear-extended flight — adjust performance / fuel: - [ ] ▶ Fuel burn approximately +15–20% vs clean - [ ] ▶ LAND at destination — extended gear landing is normal

A32.02 — GEAR WILL NOT EXTEND (NORMAL)¶

See E32.01 for emergency extension.

A32.03 — NOSEWHEEL STEERING FAULT¶

[ ] ▶ NWS ................... CHECK HYDR pressure
[ ] ▶ Use DIFFERENTIAL POWER AND BRAKE for directional control on ground
[ ] ▶ LAND on wide runway if possible

A32.04 — ANTI-SKID FAULT¶

[ ] ▶ A/SKID ................... NOTED as inop
[ ] ▶ Landing distance: INCREASE significantly (add per performance tables)
[ ] ▶ Avoid contaminated runways if possible

A32.05 — SINGLE BRAKE FAILURE¶

[ ] ▶ BRAKE CHECK ................... Confirm affected wheel
[ ] ▶ Landing distance: apply -13% braking energy correction
[ ] ▶ Prefer longer / drier runway

A34.01 — GPS FAILURE (SINGLE)¶

[ ] ▶ GPS (affected) ................... CHECK / RESET
[ ] ▶ REMAINING GPS ................... VERIFY ACTIVE
[ ] ▶ RNP AR: PROHIBITED if only 1 GPS operational
[ ] ▶ RNAV GNSS approaches: confirm MEQ met with 1 GPS

A34.02 — FMS FAILURE (SINGLE)¶

[ ] ▶ AFFECTED MCDU ................... NOTE — cross-reference with second FMS
[ ] ▶ FMS 2 ................... ASSUME PRIMARY
[ ] ▶ All approach clearances: require manual confirmation via VOR/ILS

A34.03 — FMS DUAL FAILURE¶

[ ] ▶ BOTH FMS ................... FAILED — RNAV capability lost
[ ] ▶ VOR / ILS / ADF ................... USE for navigation
[ ] ▶ ATC ................... REQUEST RADAR VECTORS
[ ] ▶ Advise dispatch — may need to divert to ILS-equipped airport

A34.04 — VOR / ILS FAILURE¶

[ ] ▶ ILS (affected) ................... CHECK CB / SWAP SOURCE
[ ] ▶ ALTERNATE NAV SOURCE ................... SELECT
[ ] ▶ VOR as substitute if ILS fails on approach — confirm minima

A34.05 — RADIO ALTIMETER FAILURE¶

[ ] ▶ RA ................... FAULT — CAT II NOT POSSIBLE
[ ] ▶ Revert to CAT I or ILS minima without RA
[ ] ▶ AUTOPILOT ................... Limited to 200 ft AGL coupling for manual approach

A34.06 — AHRS FAILURE (SINGLE)¶

[ ] ▶ AFFECTED AHRS ................... IDENTIFY (CHECK ATT / CHECK HDG flags)
[ ] ▶ IESI ................... USE as reference to determine faulty AHRS
[ ] ▶ SWITCH AHRS SOURCE ................... to correct AHRS

A34.07 — ADC FAILURE (SINGLE)¶

[ ] ▶ AFFECTED ADC ................... SWITCH SOURCE
[ ] ▶ IESI ................... MONITOR as cross-reference
[ ] ▶ Continue approach with remaining ADC

A34.08 — TCAS FAILURE¶

[ ] ▶ TCAS ................... OFF / flag noted
[ ] ▶ ATC ................... ADVISE — increased vigilance for traffic
[ ] ▶ Continue — TCAS not mandatory for ops (verify MEL)

A34.09–51 — RNP / PBN Approach Procedures¶

General principles:

RNP AR APPROACH (AUTHORIZATION REQUIRED): - Requires both GPS operational, both FMS operational - If single GPS fails during RNP AR: MISSED APPROACH immediately - 1124-1160 mod: RNP AR OPERATION PROHIBITED IF NOT STARTED if RNP AR conditions not met before IAF

RNAV (GNSS) non-AR: - Minimum 1 GPS operational - PRAIM check required ±15 min of ETA - Alternate conventional approach must be available

LPV (APV): - Requires SBAS coverage - Vertical guidance available — do not confuse with CAT I ILS minimums; use charted DA

For all PBN failures en-route: - [ ] ▶ ATC ................... ADVISE capability degradation - [ ] ▶ Revert to conventional navigation

A36 — BLEED AIR¶

A36.01 — SINGLE BLEED FAULT / OFF¶

[ ] ▶ BLEED (affected engine) ................... OFF
[ ] ▶ CROSS BLEED ................... OPEN
[ ] ▶ REMAINING PACK ................... ON / VERIFY pressurisation maintained

■ IF single bleed fails: pressurisation and air conditioning degraded but maintained via cross-bleed.

A36.02 — BOTH BLEEDS FAULT¶

[ ] ▶ BOTH PACKS ................... CHECK
[ ] ▶ PRESSURISATION ................... MANUAL — monitor closely
[ ] ▶ CABIN ALTITUDE ................... MONITOR — if rising, treat as E21
[ ] ▶ LAND SOON

A36.03 — DUCT OVERHEAT¶

[ ] ▶ BLEED (affected) ................... OFF
[ ] ▶ PACK (affected) ................... OFF
[ ] ▶ Allow cooling — monitor temperature
[ ] ▶ If temperature normalises: cautious restore attempt
[ ] ▶ LAND SOON if persistent

A36.04 — RAM AIR VALVE FAULT¶

[ ] ▶ RAM AIR ................... CHECK position (should be closed in normal ops)
[ ] ▶ If stuck open: increased cabin temperature — monitor
[ ] ▶ MAN CONTROL ................... ATTEMPT

A70 — POWER PLANT (ABNORMAL)¶

A70.01 — ENGINE SURGE / STALL¶

[ ] ▶ POWER LEVER ................... REDUCE
[ ] ▶ IGNITION ................... CONT
[ ] ▶ If surge persists: CL ................... reduce torque
[ ] ▶ Monitor ITT — if exceeding limits: shut down per E70

A70.02 — HIGH OIL TEMPERATURE¶

[ ] ▶ POWER ................... REDUCE
[ ] ▶ OIL COOLER FLAP ................... OPEN (if manual)
[ ] ▶ If OIL TEMP remains high at reduced power: engine shutdown — A70 checklist

A70.03 — LOW OIL PRESSURE¶

[ ] ▶ POWER ................... REDUCE
[ ] ▶ OIL PRESS ................... MONITOR

■ IF pressure does not recover: - [ ] ▶ ENGINE ................... SHUTDOWN — E70.04 / E70.05 as applicable - [ ] ▶ LAND ASAP

A70.04 — EEC FAULT¶

[ ] ▶ EEC FAULT CAS ................... NOTE affected engine
[ ] ▶ ENGINE PARAMETERS ................... CROSS-CHECK (torque / ITT / Ng / Np)
[ ] ▶ EEC ................... RESET attempt (via maintenance if on ground)
[ ] ▶ If EEC fault accompanied by parameter anomaly: reduce power / monitor

A70.05 — PEC FAULT¶

[ ] ▶ PEC FAULT CAS ................... NOTE affected engine
[ ] ▶ PROPELLER CONTROL ................... May be reduced to manual Np control
[ ] ▶ Avoid resonant Np range (30–82%)
[ ] ▶ RWY WIDTH LIMITATION: With PEC inop, reverse prohibited on runways <30 m wide (per MEL 61-21-02)

A70.06 — ATPCS FAULT¶

[ ] ▶ ATPCS ................... ARM light does not illuminate
[ ] ▶ TAKEOFF ................... Proceed — but auto-feather not available
[ ] ▶ On engine failure: MANUAL FEATHER required — move CL to FEATHER
[ ] ▶ Crew to be extra vigilant for Vp rise on engine failure

A70.07 — FIRE DETECTION FAULT¶

[ ] ▶ FIRE DET FAULT ................... NOTE affected loop
[ ] ▶ If single loop: continue — dual loop still available
[ ] ▶ If both loops: monitor engine visually and via gauges
[ ] ▶ Crew must treat any smoke / smell as potential fire

A70.08 — FUEL CONTROL FAULT¶

[ ] ▶ FUEL FLOW ................... MONITOR manually
[ ] ▶ POWER LEVER ................... ADJUST manually for desired torque
[ ] ▶ ITT ................... MONITOR closely — autolimiting may be degraded

A70.09 — ENGINE START FAILURE¶

[ ] ▶ MOTORING CYCLE ................... DRY for 30 sec (purge)
[ ] ▶ START ................... REATTEMPT
[ ] ▶ If repeated failures: MAINTENANCE REQUIRED — do not depart on single engine

A70.10 — HOT START / HUNG START¶

[ ] ▶ POWER LEVER ................... CLOSE immediately if ITT rising rapidly past limit
[ ] ▶ CL ................... FUEL S.O.
[ ] ▶ STARTER ................... CONTINUE motoring to cool
[ ] ▶ MAINTENANCE ................... INSPECT before next start attempt

A70.11 — REVERSE FAULT¶

[ ] ▶ REV (affected engine) ................... CONFIRM deployed or not
[ ] ▶ If asymmetric reverse during landing: opposite REV OFF immediately
[ ] ▶ DIRECTIONAL CONTROL ................... via rudder/differential brake
[ ] ▶ Deactivate affected reverse mechanism post-landing

A70.12 — SINGLE ENGINE OPERATION¶

Canonical version (mod 1054-1096/1237-1283):

[ ] ▶ AFFECTED ENG ................... IDENTIFY (dead leg rule)
[ ] ▶ CL (affected) ................... FUEL S.O.
[ ] ▶ POWER LEVER (live eng) ................... MCT (max continuous)
[ ] ▶ SPEED ................... Vapp or VmHB (as appropriate) — do not go below
[ ] ▶ FLAPS ................... MANAGE — do not retract below Vapp SE minimums
[ ] ▶ FUEL X-FEED ................... OPEN if required
[ ] ▶ SINGLE ENGINE CEILING ................... CHECK (PER 5 tables — summarised below)
[ ] ▶ LAND SOON

Single engine gross ceiling (summarised from PER 5): - Normal conditions, flaps 0, ISA: approx 15,700 ft at 22,000 kg; 22,000 ft at 15,000 kg - Icing conditions, flaps 15, ISA: approx 13,300 ft at 22,000 kg; 24,700 ft at 15,000 kg - Boost On increases ceiling by ~500–800 ft

A70.13 — ENGINE INDICATING SYSTEM FAULT¶

[ ] ▶ ENG GAUGES ................... CROSS-CHECK on ECAM / PFD engine tape
[ ] ▶ Use remaining display as reference
[ ] ▶ Engine considered serviceable if no other abnormal indications

A99 — MISCELLANEOUS (ABNORMAL)¶

A99.01 — ABNORMAL TAKEOFF CONFIGURATION¶

[ ] ▶ TAKEOFF CONFIG WARNING ................... DO NOT TAKE OFF
[ ] ▶ IDENTIFY fault: Flaps / Trim / Spoilers / Gust lock
[ ] ▶ CORRECT configuration before attempting departure

A99.02 — LOSS OF AIRSPEED INDICATION¶

[ ] ▶ PITOT HEAT ................... ON (both)
[ ] ▶ ALTERNATE ADC ................... SELECT
[ ] ▶ IESI ................... USE as backup

■ If all IAS lost: - [ ] ▶ TARGET ATTITUDE: climb 7°–9° pitch / cruise 2°–4° at appropriate power - [ ] ▶ CONTACT ATC for terrain clearance

A99.03 — UNRELIABLE AIRSPEED¶

[ ] ▶ AUTOPILOT / AT ................... OFF
[ ] ▶ Refer to pitch / power schedule (attitude flying)
[ ] ▶ Cross-check IESI / other ADC
[ ] ▶ LAND SOON / seek VMC

A99.04 — MASTER WARNING / CAUTION — NO CAS¶

[ ] ▶ If W/C light without CAS message: check all systems pages manually
[ ] ▶ If no fault found: may be CCAS fault — note and report

A99.05 — EMERGENCY CHECKLIST NOT AVAILABLE¶

[ ] ▶ FLY THE AIRCRAFT
[ ] ▶ Apply general principles: contain the problem, maintain control, declare emergency, land

A99.06 — CREW INCAPACITATION¶

[ ] ▶ REMAINING PILOT ................... TAKE CONTROL (call "I HAVE CONTROL")
[ ] ▶ INCAPACITATED CREW ................... MOVE / SECURE as necessary
[ ] ▶ ATC ................... DECLARE EMERGENCY
[ ] ▶ LAND SOON at nearest suitable airport

Loganair Supplement¶

Source: Loganair QRH Supplement LM42/72-600, Issue 2 Revision 2, Dec 2024.

1.1 Preamble¶

This supplement combines references from OMA, OMB, OMC, AFM, FCOM and NOTACs. In any discrepancy, original source documents take precedence.

1.2 LVTO¶

1.2.1 LVTO Review¶

Pre-departure check: - Crew qualified - Airfield LVP in force - NOTAMs checked - RVR not less than 125 m - CM2 RVR limitation: 400 m

1.2.2 RVR Requirements (Take-Off)¶

Facilities	RVR / Vis (m)
Day: runway edge lights + centreline markings; Night: edge + end lights or CLL + end lights	300
Runway edge lights + centreline lights	200
Runway edge lights + CLL (TDZ, MID, Rollout)	150
Hi-intensity CLL ≤15 m spacing + edge lights ≤60 m (TDZ, MID, Rollout)	125

1.2.3 NavBlue Chart+ Acronyms¶

Acronym	Meaning
HJ	Sunrise to Sunset
HREDL	High Intensity Runway Edge Lights
HRCLL	High Intensity Runway Centreline Lights
RCL	Runway Centreline
RCLL	Runway Centreline Lights
REDL	Runway Edge Lights
RVR	Runway Visual Range

1.3 CAT II Checklist & Procedures¶

1.3.1 CAT II Review¶

Before approach: - Aircraft status: CAT II - Crew current and qualified - Destination LVP in force - NOTAMs checked - Alternate weather checked - Seat position adjusted - Charts: CAT II version - RAD ALT and Baro MAD set - PED in flight safe mode

1.3.2 RVR Requirements¶

Zone	Minimum RVR
Touchdown	300 m or charted minimum
Midpoint	125 m
End zone	75 m

1.3.3 CAT II Limitations¶

ATR 42: | Parameter | Limit | |---|---| | Max headwind | 15 kt | | Max crosswind | 15 kt | | Max tailwind | 10 kt | | Precipitation | Not greater than moderate | | Turbulence | Not greater than moderate | | RWYCC | ≥ 3 | | Autopilot | 80 ft RA |

ATR 72: | Parameter | Limit | |---|---| | Max headwind | 29 kt | | Max crosswind | 15 kt | | Max tailwind | 10 kt | | Precipitation | Not greater than moderate | | Turbulence | Not greater than moderate | | RWYCC | ≥ 3 | | Autopilot | 80 ft RA |

1.3.4 Required Equipment (ATR 72 CAT II)¶

Autopilot: 1
Course rotary switch: 2
AP quick disconnect: 1 (CM1 side)
AP OFF warning (light + aural): 1
ILS receiver: 2
AHRS: 2
IESI: 1 (CM1 side only)
PFD: 2
SGU: 2
DH indicator: 2
GA pushbutton: 1 (CM1 side)
Windshield wipers: 1 (CM1 side)
Yaw damper: 1
ADC: 2
Hydraulic systems: Blue & Green
Electrical: DC BUS 1, 2, EMER, STBY, ESS; AC BUS 1, 2, STBY; ACW BUS 1, 2
MFC modules: 3
Probe heating: 3 pitots, 6 statics, 2 AOAs, 2 TATs

1.3.5 Failures on Approach¶

Aircraft systems:

Failure	Action >1000 RA	Action <1000 RA	Complementary
ATR 72 flap jammed 0°–15°	Revert to CAT I	Not applicable	—
ATR 72 flap jammed >15°	Continue; increase Vapp (Flap 30°) +10 kt	Continue	Multiply landing distance Flap 30° by 1.13
Engine failure	Revert to CAT I	Discontinue approach	—
Hydraulic failure (no fluid loss)	X-feed, no capability loss	Discontinue approach	—
First MFC module failure	Apply procedure; continue approach	Discontinue approach	—
Second MFC failure	Apply procedure; revert to CAT I	Discontinue approach	—

CAT II Flight Instrument Failures:

Failure	Action
IESI	Revert to CAT I minima
Radio altimeter	Revert to CAT I minima
AHRS mismatch / CHECK ATT or CHECK HDG	Refer to IESI to identify faulty AHRS; revert to CAT I without AP
LOC/GS/ILS warning	Revert to CAT I; discontinue approach
Loss of one CRT (Capt side) or EHSI CRT (F/O)	Switch affected CRT off
Loss of one DU	Switch affected DU off
Loss of both DU one side	Revert to CAT I
CHECK IAS/ALT/FAIL flags	Revert to CAT I without AP

CAT II AFCS Warnings:

Warning	Action >1000 RA	Action <500 RA
AP disengage	Try to recover; if impossible revert to CAT I FD approach	Discontinue approach
LOC or G/S excess deviation	Not applicable	Discontinue approach
Loss of CAT II capability (triple click)	Try to recover; revert to CAT I	Discontinue approach
Loss of one FGCP channel	Revert to CAT I	Discontinue approach

1.4 PBN Approach¶

1.4.1 LNAV 2D or 2D Overlay Approach Briefing Guide¶

Before approach: - Aircraft serviceable (1 GPS + 1 FMS operational) - FMS FPLN checked and approach type confirmed - PRAIM checked ±15 min of ETA - Alternate conventional approach available - FAF checked and verified - MDA set +50 ft (CDA) - Crossing altitudes checked - Distance reference confirmed (threshold or DME to navaid) - RVR checked within limits - Conventional NAVAIDs (overlay approach) tuned and identified - Missed approach (conventional NAVAIDs) available and briefed - Altimeters: QNH checked, both within limits - Transition selected - Approach brief: pilot flying

For 2D overlay approaches, PM must have required raw data on EHSI.

1.4.2 Minimum Equipment for LNAV 2D or 2D Overlay¶

Qty	Equipment
1	FMS with current/valid Navigation Database
1	MCDU
1	Navigation source selection (ECP)
1	GNSS receiver
1	CDI (NAV lateral deviation)
1	PFD
1	ND
1	AHRS
1	ADC

1.5 Narrow Runway Operations¶

1.5.1 Applicable Aircraft¶

ATR 42-600: G-LMSA, G-LMSB
ATR 72-600: G-LMTB, G-LMTG, G-LMTH, G-LMTI, G-LMTF

1.5.2 Required Equipment¶

Both ACW generators
Both main and DC auxiliary hydraulic pumps
MFC modules 1B and 2B
Nose wheel steering

CAUTION: With inoperative PEC system, use of reverse is not permitted for runways less than 30 m wide. MEL 61-21-02 refers.

1.5.3 Crosswind Limitations (ATR 42 & 72, Narrow Runway)¶

Limit	Angle from runway	10°	20°	30°	40°	50°	60°	70°	80°	90°
25 kt	Dry	50	38	32	28	26	25	25	—	—
20 kt	Wet	55	40	31	25	22	21	20	20	—

Refer to Part B Section 1.8 for full wind limitations including contaminated runways.

1.5.4 Performances — Narrow Runway V1 Correction¶

Runway width	V1 limited by Vmcg increase
>26 m	0 kt
21.5 m < w ≤ 26 m	1 kt
18.5 m < w ≤ 21.5 m	2 kt
16.5 m < w ≤ 18.5 m	3 kt
14.5 m < w ≤ 16.5 m	4 kt
14 m < w ≤ 14.5 m	5 kt

1.6 VOLMET Frequencies¶

Call Sign	Frequency	Selected Stations
London Main	135.375	Amsterdam, Brussels, Dublin, Glasgow, London Gatwick/Heathrow/Stansted, Manchester, Paris CDG
London South	128.6	Birmingham, Bournemouth, Bristol, Cardiff, Exeter, Jersey, Luton, Norwich, Southampton, Southend
London North	126.6	East Midlands, Humberside, Isle of Man, Leeds Bradford, Liverpool, London Gatwick, Manchester, Newcastle, Teesside
Scottish	125.725	Aberdeen, Belfast Aldergrove, Edinburgh, Glasgow, Inverness, London Heathrow, Prestwick, Stornoway, Sumburgh

1.7 Wake Turbulence¶

1.7.1 Departure Separation¶

Leading aircraft	ATR 42/72 following — intermediate position	Same position
Airbus A380	4 min	3 min
Heavy (A300/310/330/340/350, B747/767/777/787)	3 min	2 min

1.7.2 Arrival Separation (UK)¶

Leading aircraft	ATR 42/72 following — separation
Airbus A380	7 nm
Heavy (A300/310/330/340/350, B747/767/777/787)	6 nm
Upper Medium (B707/B757/DC8/IL62)	4 nm
Lower Medium (A318-321, B737, E190/195)	3 nm
Small (ATR 72, CRJ 100-900, E135/145/170/175)	3 nm

1.7.3 Arrival Separation (ICAO)¶

Leading aircraft	ATR 42/72 following — separation
Airbus A380	7 nm
Heavy (A300/310/330/340/350, B747/767/777/787)	5 nm
Medium (A318-321, ATR 42/72, B737, B757, CRJ, D328, E135-195, SF340)	Standard (no ICAO radar min quoted)

1.8 Evacuation/Deplaning Decision Tree¶

EMERGENCY/ABNORMAL SITUATION
         |
Is the cabin environment stable?
     NO ——————— YES
     |                |
Emergency        Could the cabin
Evacuation       become unstable?
                 YES —————— NO
                 |                 |
           Emergency          Normal
           Evacuation       Disembarkation

1.9 SNOWTAM Decode¶

Example: EGPD 02210055 16 3/3/2 75/50/75 10/12/6 WET SNOW/WET SNOW/SLUSH

Fields: - Airport: EGPD - Date/time: 0221 0055Z - Runway designator: 16 - RWYCC: 3/3/2 (third/mid/end) - Coverage %: 75/50/75 - Depth (mm): 10/12/6 - Contaminant: Wet Snow / Wet Snow / Slush

Situational awareness section may include: reduced runway length, drifting snow, loose sand, chemical treatment, snowbanks, taxiway/apron conditions, measured friction, free text.

Hail/Melting Hail: No direct RWYCC correlation. Do not takeoff/land on runway contaminated by hail. Operations may recommence when hail transitions to a defined GRF contaminant (slush, water, etc.).

1.10 Aerodrome Weather Forecast¶

Reference document — see company OMC for TAF/METAR decode and limits applicable at each aerodrome.

2.0 Pressurisation Schedule¶

Reference: FCOM pressurisation schedule — not reproduced here. Use EFB or FCOM for cabin altitude vs flight level schedule.

3.0 Bay and Trim Index¶

Reference documents LM46-01, LM46-02, LM76-01 — aircraft-specific load sheets. Trim schedule (extracted from end of evacuation checklist):

%MAC	15	20	25	30	35
Pitch trim	2.5	2	1.5	1	0.5

4.0 Crosswind Limitations¶

4.1 ATR 42-600¶

Limit	Angle from runway	10°	20°	30°	40°	50°	60°	70°	80°	90°
15 kt LVO TO & Ldg	—	15	17	19	19	17	15	15	15	—
25 kt ≥30 ≤35 m Wet & Dry	—	50	38	32	28	26	25	25	—	—
35 kt TO & Ldg	—	54	45	40	37	35	35	—	—	—

4.2 ATR 72-600¶

Limit	Angle from runway	10°	20°	30°	40°	50°	60°	70°	80°	90°
15 kt LVO TO & Ldg	—	29	30	29	22	19	17	15	15	15
25 kt ≥30 ≤35 m Wet & Dry	—	50	38	32	28	26	25	25	—	—
28 kt TO & Ldg Wet	—	55	43	36	32	29	28	28	—	—
35 kt TO & Ldg Dry	—	54	45	40	37	35	35	—	—	—

Notes: Figures in red indicate headwind limitations. Refer to Part B Section 1.8 for full wind limitations including contaminated runways.

5.0 Runway PCN v ACN¶

Runway	PCN	ATR 42 weight limit (ACN 9)	ATR 72 weight limit (ACN 9)
EGPO 06/24	9/F/B/Y/U	17,200 kg	17,200 kg
EGPL 17/35	9/F/B/Y/T	17,200 kg	17,200 kg

PCN decode: F = flexible pavement; B = medium strength CBR 10; Y = medium max tyre pressure 1.25 mps (181 psi); T = technical evaluation; U = physical testing.

Emergency Evacuation / Deplaning Checklist¶

This checklist is reproduced from the Loganair Supplement exactly.

IN CASE OF ICING CONDITIONS REFER TO ICE.2 IN CASE OF SEVERE ICING REFER TO (E99.08)

EMERGENCY EVACUATION / DEPLANING (ON GROUND)¶

[ ] ▶ AIRCRAFT ................... STOP
[ ] ▶ BRAKE HANDLE ................... PARKING
[ ] ▶ ATC (VHF1) ................... NOTIFY
[ ] ▶ AUTO PRESS DUMP ................... ON
[ ] ▶ MIN CAB LT ................... ON
[ ] ▶ CABIN CREW (PA) ................... NOTIFY
[ ] ▶ CL 1+2 ................... FTR THEN FUEL S.O.
[ ] ▶ FIRE HANDLES 1+2 ................... PULL
[ ] ▶ AGENTS ................... DISCH AS RQRD
[ ] ▶ ENG START selector ................... OFF & START ABORT
[ ] ▶ FUEL PUMPS 1+2 ................... OFF
[ ] ▶ EMER EXIT LT ................... ON
[ ] ▶ EVACUATION / DEPLANING (PA) ................... INITIATE
- ● Before leaving aircraft
- [ ] ▶ BAT ................... OFF

Performance Summary¶

Full numerical tables are in the QRH raw file (PER 1–8) and EFB/FOS/SPS. Key reference points:

Takeoff torque (PER 2 summary)¶

Standard Reserve Takeoff (bleed OFF, 100% Np): max 100% TQ; available up to ~OAT+55°C at sea level
Super Boost On (mod 1124-1160): max 100% TQ across wider envelope; bleed ON prohibited for takeoff
High altitude extension (mod 1124-1160): tables to ZP 11,000 ft

Go-around torque (PER 2 summary)¶

Vc ≤ 125 kt: tables apply directly
Above 125 kt: add 0.8% per 10 kt above 125 kt (do not exceed 100% TQ)

Operational speeds (PER 3 summary — weight-dependent)¶

At 22,000 kg (approx): - V1/VR (non-limiting rwy): 104–123 kt depending on conditions - V2: 110–127 kt - Vfto flaps 0: 110–143 kt (weight-dependent) - Vmhb flaps 30 normal: 110 kt; icing: 120 kt - Vga flaps 15 normal: ~127 kt; icing: ~128 kt - VGA must not be less than 1.1 VMCA IAS (see PER 6 table)

Maximum operational ceiling (PER 4 summary)¶

Twin engine, normal: ~21,800 ft at 21,000 kg ISA
Twin engine, icing: ~20,100 ft at 21,000 kg ISA

Single engine gross ceiling (PER 5 summary)¶

Normal flaps 0, ISA: 15,700 ft at 22,000 kg; up to 25,000 ft below 15,000 kg
Icing flaps 15, ISA: 13,300 ft at 22,000 kg
MAX FL 200 applies in some cells (grey text in tables)

1.1 VMCA IAS (PER 6 — flaps 15)¶

At sea level, ISA: ~109 kt (standard) / ~109 kt (Boost On) / ~109 kt (Super Boost)
Reduces with altitude — at ZP 8,500 ft: ~100 kt
At ZP 11,000 ft (mod 1124-1160): ~96 kt

Actual landing distance (PER 7 summary — ALD)¶

Normal conditions, flaps 30, dry, normal braking, 22,000 kg: 630 m
Normal conditions, flaps 30, dry, delayed braking: 1,120 m
Icing conditions, flaps 30, dry, normal braking: 690 m
Contaminated (ice), flaps 30, normal braking, 22,000 kg: 1,500 m
Wind corrections: +10% per 5 kt tailwind (dry/wet); +16% per 5 kt (contaminated)
Elevation: +3% per 1,000 ft (dry/wet); +5% per 1,000 ft (contaminated)

CAUTION: For flight preparation, performances without reverse must be used.

LDTA (PER 7 summary)¶

1.15 × LDTA applies. Tables cover RWYCC 1 (POOR) to 6 (DRY). For runway altitudes >8,500 ft, use separate 8,500 ft tables (mod 1124-1160 only).

CAUTION: Landing on runway with downhill slope <−2% is forbidden when RWYCC 1-POOR.

Maximum weight limited by braking energy (PER 7 summary)¶

Flaps 30, normal braking, dry/wet, no wind, at sea level: - 8.9 MJ limit (normal operations): ~25,600 kg at ISA sea level - 9.5 MJ limit (with in-flight failure): ~26,500 kg at ISA sea level Corrections: headwind +3%/10 kt; tailwind −11%/10 kt; Vref +10 kt: −7%; icing −6%

VmHB (PER 8 summary)¶

Flaps 0, normal, 22,000 kg: 144 kt
Flaps 0, icing, 22,000 kg: 171 kt
Flaps 15, normal, 22,000 kg: 123 kt
Flaps 30, normal, 22,000 kg: 110 kt
Flaps 30, icing, 22,000 kg: 120 kt

Reduced flaps landing VAPP (PER 7)¶

Flaps 0, normal, 22,000 kg: VmHB0 + 5 kt = 149 kt
Flaps 15, normal, 22,000 kg: 123 kt
Flaps 0, icing, 22,000 kg: 176 kt
Flaps 15, icing, 22,000 kg: 135 kt

ATR 72-600 QRH — Distilled Reference¶

OEBs¶

OEB 25/1 — CREW OXYGEN MASK¶

OEB 27/1 — MANUAL ELEVATOR DISCONNECT (MOD 10453)¶

OEB 28/1 — FUEL IMBALANCE¶

OEB 35/2 — PORTABLE OXYGEN EQUIPMENT¶

OEB 60/3 — PROPELLER OVERSPEED PROTECTION (ATPCS)¶

OEB 64/1 — EEC / PEC FAULT IN FLIGHT¶

Limitations¶

Speeds¶

Weights (kg)¶

Engine Limits — PW 127M/N¶

Propeller¶

Pressurisation¶

Fuel¶

Environmental / Meteorological¶

Autopilot¶

CAS Messages¶

Warnings (Red) — Selected list¶

Cautions (Amber) — Selected list¶

Advisory (Cyan/Blue) — Selected list¶

Emergency Procedures¶

E21 — PRESSURISATION¶

E21.01 — RAPID DECOMPRESSION¶

E21.02 — PRESS LOSS (gradual)¶

E22 — AUTOPILOT / FLIGHT DIRECTOR¶

E22.01 — AUTOPILOT RUNAWAY¶

E24 — ELECTRICAL / SMOKE¶

E24.01 — SMOKE / FUMES IN COCKPIT¶

E24.02 — AVIONICS SMOKE¶

E24.03 — GALLEY / CABIN SMOKE¶

E27 — FLIGHT CONTROLS¶

E27.01 — RUNAWAY TRIM (PITCH)¶

E27.02 — JAMMED CONTROLS¶

E28 — FUEL¶

E28.01 — FUEL LEAK¶

E29 — HYDRAULICS¶

E29.01 — HYDRAULIC LEAK / TOTAL LOSS¶

E30 — ICE AND RAIN¶

E30.01 — SEVERE ICING (ABNORMAL ICE ACCRETION)¶

E32 — LANDING GEAR¶

E32.01 — GEAR WILL NOT EXTEND (NORMAL)¶

E32.02 — GEAR RETRACTION FAILURE¶

E34 — NAVIGATION¶

E34.01 — COMPLETE NAVIGATION FAILURE¶

E36 — BLEED AIR¶

E36.01 — DUCT OVERHEAT¶

E70 — POWER PLANT¶

E70.01 — ENGINE FIRE ON GROUND (before V1)¶

E70.02 — ENGINE FIRE IN FLIGHT¶

E70.03 — ENGINE FAILURE AT / AFTER TAKEOFF¶

E70.04 — ENGINE FLAMEOUT IN FLIGHT¶

E70.05 — PROPELLER OVERSPEED¶

E70.06 — ENGINE SEVERE DAMAGE / SEPARATION¶

E70.07 — BOTH ENGINES FAILURE / LOSS OF POWER¶

E99 — MISCELLANEOUS¶

E99.01 — WINDSHEAR ON TAKEOFF / GO-AROUND¶

E99.02 — TCAS RA¶

E99.03 — GPWS WARNING¶

E99.04 — EMERGENCY DESCENT (LOSS OF PRESSURISATION)¶

E99.05 — DITCHING¶

E99.06 — CARGO FIRE¶

E99.07 — HIJACK / UNLAWFUL INTERFERENCE¶

E99.08 — SEVERE ICING / GROUND ICE¶

E99.09 — BOMB THREAT¶

E99.10 — VOLCANIC ASH¶

Abnormal Procedures¶

A21 — AIR CONDITIONING¶

A21.01 — PACK FAULT / OFF¶

A21.02 — DUAL PACK FAULT¶

A22 — AUTO FLIGHT¶

A22.01 — AUTOPILOT FAULT / DISCONNECT¶

A22.02 — AUTOTHROTTLE (AT) FAULT¶

A23 — COMMUNICATIONS¶

A23.01 — TOTAL COMMS FAILURE (VHF)¶

A24 — ELECTRICAL¶

A24.01 — DC BUS 1 OR 2 FAULT¶

A24.02 — AC BUS FAULT¶

A24.03 — BATTERY FAULT¶

A24.04 — DUAL GENERATOR FAILURE¶