Operations Manual Part B — ATR 72-600

2026-05-19

[!WARNING] This document was extracted from a 1,060-page PDF via pdfplumber. Quality varies by section: - Sections 2.1–2.6 (Normal Procedures, PM/PF pages): Dual-column layout collapsed to sequential text. The PM and PF columns may have merged or become misaligned. - Section 21 (Royal Mail): CID-encoded font corruption — numeric data may be unreliable. Extract via OCR if required. - Flap Overspeed flowchart (Section 3.22): Graphical element — only text fragments extracted.

Cross-reference with the original PDF for critical procedures and numerical data.

Contents¶

Section 0: Introduction & General
Section 1: Limitations
Section 2: Normal Procedures
Section 3: Abnormal & Emergency Procedures
Section 4: Performance
Section 5: Flight Planning / PPS Auto Flight Plan
Section 6: Loading
Section 7: Weight & Balance
Section 10: Emergency Equipment
Section 11: Evacuation & Ditching
Section 12: Glass Cockpit (600 Series)
Section 13: Freighter Operations / Special Systems
Section 14: Operating Minima & Low Visibility Ops
Section 15: FMS / GNSS Operating Procedures
Section 16: RNP & RNAV Procedures
Section 17: Normal Checklists
Section 18: Supplementary Procedures — Speed Cards
Section 19: CAT II Approach Aids
Section 21: Royal Mail Operations

Section 0: Introduction & General¶

0.1 Description of Manual¶

Covers standard operating procedures for ATR 42 and ATR 72 (500 and 600 series). To be used with:

ATR AFM, FCOM, QRH, MEL, FCTM
Loganair Ground Operations Manual (GOM), Cabin Crew Safety Manual (CCSM)
Aeroconseil STC 0110-11 Bulk Freighter Conversion

"Company" means Loganair Limited. "Authority" means UK CAA. This manual is Part B of the Company Operations Manual (see Part A Chapter 0 for compliance details).

The FCOM is the definitive source. Refer to FCOM in case of doubt. All ATR manuals available via DocuNet APP on EFB and at http://login.vistair.com. Paper QRH remains in the flight deck.

Temporary Revisions must be checked before referring to online manuals.

EFB must be charged ≥80% before boarding. Technical issues reported via Zendesk to EFB Administrator. EFB operation details in Section 2.13.

WARNING: This manual is complementary to the AFM. In case of disagreement, the AFM is the final authority.

0.2 Aircraft Dimension¶

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0.2.1 External Dimensions¶

ATR42 and ATR72 external dimension data — see ATR FCOM or AFM for precise values.

0.2.2 Aircraft Cross Sections¶

0.2.2.1 Passenger Configuration
0.2.2.2 Freighter Configuration — Per Aeroconseil STC 0110-11 Bulk Freighter Conversion.

0.3 Abbreviations¶

Section 1: Limitations¶

1.1 General¶

Refer to: ATR FCOM Chapter General Limitations, :ATR AFM Chapter Limitations, :Aeroconseil STC 0110-11 Bulk Freighter Conversion on ATR 72.

1.1.1 Certification Status¶

The aircraft is certified under EC Regulations and Certification Specification CS-25 and ICAO Annex 16 Regulations.

1.1.2 Bulk Freighter Configuration¶

G-LMRV, G-LMRX, G-LMRY and G_LMRZ have been modified by Aeroconseil STC 0110-11 Bulk Freighter Conversion on ATR 72.

1.2 Aircraft Cabin Configuration¶

500-Series End 500-Series

600-Series End 600-Series

1.3 Types of Operations and Limitations of the AOC¶

The aircraft is certified under EC Regulations CS-25 and ICAO Annex 16 for day and night operations, in the following conditions when the appropriate equipment and instruments required by the airworthiness and operating regulations are approved, installed and in an operable condition: • VFR • IFR • PBN Airspace • Low visibility take-off • Flight in icing conditions • Steep Slope Approach

1.4 Crew Composition¶

Minimum crew composition will be two flight-crew.

1.5 Mass and Centre of Gravity¶

1.5.1 Design Weight Limits¶

Max Weight	ATR 42-500	ATR 42-600	ATR 72-600	ATR 72-500F
Taxi	18,770 kg	18,770 kg	22,970 kg	22,970 kg
Take Off	18,600 kg	18,600 kg	22,800 kg	22,800 kg
Landing	18,300 kg	18,300 kg	22,350 kg	22,350 kg
Zero Fuel	16,700 kg	16,700 kg	20,800 kg	20,800 kg
Minimum Flight Weight	N/A	N/A	N/A	13,000 kg

1.5.2 Mass and Centre of Gravity Limits¶

Refer to: ATR AFM Chapter Limitations Section LIM.2 Weight and Loading Aeroconseil STC 0110-11 Bulk Freighter Conversion Weight and Balance Manual supplement

1.5.3 Maximum Cargo Capacity Freighter Configuration¶

600-Series Not Applicable End 600-Series

500-Series The maximum cargo that can be carried in the ATR72-500 in freighter configuration is 8,900 kg. Note: The 8900 kg payload figure above includes the 250 kg of ballast fitted in compartment J. End 500-Series

1.6 Speed Limitations¶

Refer to: ATR AFM Limitations Section LIM.3.

1.7 Flight Envelope¶

Refer to ATR AFM Limitations Sections LIM.4.

1.8 Wind Limitations (Maximum Crosswind Component for Landing and Takeoff, Company Crosswind Limit)¶

Winds reports are based on a ten minute average for METARS and ATIS reports and include the maximum gust during that period. A gust will only be reported in circumstances when the gust factor is 10 kts or more than the mean wind during the ten minute period. Wind reports directly from ATC are based on a two minute average and will include the maximum gust during that period. In certain circumstances, ATC will also report the maximum and minimum wind recorded during the 2 minute period. Take-off shall not be commenced or an approach shall not be continued beyond DA/MDA unless the crosswind including the gust factor is within the stipulated limits.

1.8.1 Wind Limitations – Standard Operations¶

	ATR 42		ATR 72
	Take-Off	Landing	Take-Off	Landing
Dry Runway	35 kts		35 kts	35 kts
Wet Runway			28 kts	28 kts
Tailwind Limit
Dry & Wet	10 kts		10 kts
Ground Based Operations
	55 kts		55 kts
Runways ≤35 m X-Wind Limit
Dry & Wet	25 kts		25 kts
London City Tailwind Limit
Dry & Wet	5 kts		5 kts

	ATR 42-500
	Take-Off	Landing
X-Wind Limit
Dry Runway	25 kts	25 kts
Wet Runway	20 kts	20 kts

Narrow Runway Operations (1.8.2):

	ATR 42		ATR 72
	TO	LDG	TO	LDG
X-Wind (Dry & Wet)	15 kts		15 kts
Tailwind (Dry & Wet)	10 kts		10 kts
Headwind (Dry & Wet)	–	15 kts	29 kts

1.8.3 Wind Limitations – CAT II & LVTO Operations (Visibility of 400 m or Less)¶

FLT 3.11.47

Braking Action	RWYCC TO & LDG	ATR 42	ATR 72
		Max Crosswind (TO & LDG)	Max Crosswind (TO & LDG)
GOOD	5	35 kts	28 kts
GOOD/MEDIUM	4	30 kts	22 kts
MEDIUM	3	22 kts	16 kts
MEDIUM/POOR	2	22 kts	16 kts
POOR	1	10 kts	10 kts

1.8.4 Performance for Special Operations Applicable Configurations and Limitations¶

Refer to ATR FCOM Chapter Procedures Special Operations PRO.SPO.

1.9 Runway Slope¶

The maximum mean runway slope is ± 2%.

1.10 Limitations on Wet or Contaminated Runways¶

FLT 3.11.47 Refer to Section 2.11 – Operation on Wet and Contaminated Runways to determine runway braking action. The following limitations apply to operations on contaminated or slippery runways.

1.10.1 Runways > 35 m¶

Braking Action	RWYCC TO & LDG	ATR 42	ATR 72
		Max X-Wind (TO & LDG)	Max X-Wind (TO & LDG)
GOOD	5	25(1)	25(1)
GOOD/MEDIUM	4	25(1)	25(1)
MEDIUM	3	22	16
MEDIUM/POOR	2	22	16
POOR	1	10	10

(1) Company limitation for runways < 35 m.

1.10.2 Runways ≥ 30 m ≤ 35 m¶

Braking Action	RWYCC TO & LDG	ATR 42
		Max X-Wind (TO & LDG)
GOOD	5	20 kts
GOOD/MEDIUM	4	16 kts
MEDIUM	3	13 kts
MEDIUM/POOR	2	13 kts
POOR	1	10 kts

1.10.3 Runways < 30 m (Aircraft with Narrow Runway Approval Only)¶

Same values as 1.10.2 apply — see AFM for precise values.

1.11 Airframe Contamination¶

As airframe contamination can adversely affect the performance and flying characteristics of the aircraft it is essential that the following areas are free from contamination prior to departure: • Engine inlets, cowlings and drains, propellers • Pack inlets • Landing gear assemblies and doors • Drains, pitot & static vents, angle of attack sensors • Fuel tank vents • All external surfaces including fuselage, wings, tail-plane, vertical & horizontal stabilisers, all control surfaces and flaps.

Limited frost accretion on the lower wing surface due to cold fuel is permitted provided the following conditions are met: • Contamination is on the lower wing surface only. • The frost thickness is 2 mm or less in thickness. • A visual check of the leading edges, upper surface of the wing, control surfaces and propellers is performed to ensure they are free of ice. • Performance decrement and procedures for take-off in atmospheric icing conditions are applied.

Thin hoarfrost is acceptable on the upper surface of the fuselage but might be the evidence of hoarfrost on other aircraft critical surfaces.

Note: Thin hoarfrost develops uniformly on exposed surfaces on cold and cloudless nights; it is so thin that a person can distinguish surface features (lines or markings) beneath it.

Refer to: FCOM PRO.NOP Additional Normal Procedures.

1.12 System Limitations¶

Refer to ATR AFM Chapter Limitations Section LIM.5.

1.13 Aircraft Categories¶

	ATR 42-500	ATR 42-600	ATR 72-500	ATR 72-600	ATR 72-500F
Approach	B	B	B	B	B
Circling(1)	C	C	C	C	C
RFFS	4	4	5	5	5
ICAO Aerodrome	2C	2C	2C	2C	2C
ICAO Wake Turbulence(2)	Medium	Medium	Medium	Medium	Medium
UK Wake Turbulence(2)	Small	Small	Small	Small	Small
Runway Width(3)	30 m	30 m	30 m	30 m	30 m
ACN Value	11	11	14	14	14

Notes: 1. Company limitation. 2. For Wake Turbulence separation minima see Loganair Operations Manual Part A Section 8.3.11. 3. Unless specifically approved for narrow runway operations. 4. Based on high tyre pressure and rigid subgrade. More precise values for individual airfields can be calculated if required.

1.14 PBN Capabilities¶

The ATR is certified to conduct PBN operations. The table below shows the PBN certification status of the ATR aircraft within the Loganair Fleet.

| Navigation Specification | G-LMRA | G-LMRB | G-LMRC | G-LMRD | G-LMRE | | G-LMRV | G-LMRX | G-LMRY | G-LMRZ | | G-LMAS | G-LMBS | | G-LMAT | G-LMBT | G-LMCT | G-LMDT | G-LMET | |---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---| | RNAV 1 | ✓ | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNAV 2 | ✓ | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNAV 5 | ✓ | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNAV 10(1) | | | | | | | | | | | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNP 1 | | ✓ | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNP 2 | | | | | | | | | | | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNP 4(1) | | | | | | | | | | | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNP APCH (LNAV) | | ✓ | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | | RNP APCH (LNAV/VNAV) | | | | | | | | | | | | ✓ | ✓ | | | ✓ | | | | | RNP APCH (LPV)(2) | | | | | | | | | | | | ✓ | ✓ | | ✓ | ✓ | ✓ | ✓ | ✓ | ✓ |

Notes: 1. RNAV 10 and RNP 4 required only for Oceanic and Remote areas. 2. LPV capability currently prohibited. See ATR Operational Restrictions.

Refer to ATR AFM LIM.5.1.7 for the full PBN capability matrix. 500-Series: Honeywell HT-1000 FMS Pilots Guide End 500-Series

600-Series: FCOM FMS Pilots Guide End 600-Series

Section 2: Normal Procedures¶

2.1 General¶

EASA-ORO GEN 110 (h) Checklist systems described herein are to be used by crew members in all phases of flight under normal, abnormal and emergency conditions to ensure that the operating procedures required are followed. The design and utilisation of checklists observe human factors principles and take into account the latest relevant documentation from the aircraft manufacturer. Freighter Operations Normal operating procedures for freighter operations are the same as per standard operating procedures set out in this manual unless otherwise stated. For freighter operations omit any reference in briefings and checklists for passengers or cabin crew.

2.1.1 Introduction¶

Refer to Ops Manual, Part A, which shows all the standard company operating procedures. Aircraft specific Operating procedures for the ATR 42 and ATR 72 are shown below. Normal checklists are provided for Captain (CM1) and Co-pilot (CM2) in single-card form. Emergency and Procedures Following Failures checklists are in the Quick Reference Handbook (QRH and FCOM Chapter Procedures PRO.NNO.) In this manual, crews will be referred to under the following terms: Crew Member 1 (CM1) who is normally the Captain Crew Member 2 (CM2) who is normally the First Officer Pilot Flying (PF) Pilot Monitoring (PM) The term PM is in line with efforts in the industry to describe pilot by what they should be doing (monitoring) rather than by what they are not doing (not flying). The PF will monitor and control the aircraft with and without the autopilot engaged. The PM will monitor the aircraft and actions of the PF and provide support to the PF in all aspects of the flight.

2.1.2 Crew Calls¶

FLT 3.11.21 In all aspects of the flight, good crew communications are of vital importance. Any time that a crew-member makes an adjustment or change to any system or data on the flight-deck, the change must be announced. The PF and PM must announce all mode changes by calling out what is observed on EADI/FMA following such a change. Standard calls applicable to each phase of flight and as stipulated in this manual are mandatory. In general, the PF will call for selections by naming the control, then the setting to which it is to be selected; e.g. “Flap 15º, Gear down, etc.” The PM will then check speed or other possible limiting parameter call “Speed checked”, then a short pause to allow both pilots to confirm the proposed selection. PM then makes the selection. All selections shall be monitored to ensure the process has been satisfactory. Any deviations should be called out immediately. Once at the required section PM calls “Flap 15°, Gear down, etc.” This policy does not apply to the After Landing Checklist where PM responds to the After Landing Checklist call with, “After Landing Checklist complete”, when all actions have been effected. 500-Series Constant monitoring of the operation of the autopilot and ADU selection and compliance of PF with the flight director commands is required by both PF and PM. End 500-Series

600-Series Constant monitoring of the operation of the autopilot and FGCP selection and compliance of PF with the flight director commands is required by both PF and PM. End 600-Series Requests from PF for FD modes should be in the form, “Set…” or “Select…” followed by mode and value if applicable e.g. “Select Approach Mode”. PM makes the selection and calls out mode and value e.g. “Heading” – “Heading..degrees”. Automatic mode switching/capture by FD/AP should be called by PF and responded to by PM, having checked indications of his own EADI.

2.1.3 Use of Automation¶

500-Series When appropriate, the use of aircraft automation is recommended, particularly at time of high work-loads. When using automation, both crews must continually monitor the automated flight and navigation systems to ensure the appropriate aircraft response to inputs by: • Announcing mode changes as they are made • Cross-checking the ADU status • Observing the results of any mode change • Monitoring the correct aircraft response following a change • Announcing ADU selections prior to AFCS engagement or transfer of control. If the aircraft response to automated inputs is not appropriate or adequate, reversion to manual flight must be considered. End 500-Series

600-Series When appropriate, the use of aircraft automation is recommended, particularly at time of high work-loads. When using automation, both crews must continually monitor the automated flight and navigation systems to ensure the appropriate aircraft response to inputs by: • Announcing mode changes as they are made • Cross-checking the FMA status • Observing the results of any mode change • Monitoring the correct aircraft response following a change • Announcing FMA selections prior to FGCP engagement or transfer of control. If the aircraft response to automated inputs is not appropriate or adequate, reversion to manual flight must be considered. End 600-Series

500-Series

2.1.4 AFCS/ADU Procedures¶

FLT 3.11.18 Maximum use of AP/FD is recommended in adverse conditions as this will reduce workload and improve the overall level of safety. Pilots should regularly practice manual flying both with and without the Flight Director as the MEL permits operation without the Autopilot/Flight Director system. The Autopilot and Flight Director mode is displayed on the ADU/EADI. Awareness of the ADU is critical to monitoring the aircraft flightpath. The guiding principle is for the PF and PM is to “say what you see” on the EADI/FMA every time there is a mode change. The selection of modes on the AFCS is not announced. During mode transition a white box surrounds the green active mode for the first 5 seconds of capture of an armed mode. When the autopilot is engaged or selected to the other pilot during a control handover, PF and PM will read the active lateral and vertical modes from the EADI. For example: PF: “Engage autopilot” PM: “Autopilot engaged” PF: “Heading, IAS” PM: “Heading, IAS” When the autopilot is disengaged either manually or automatically, the PF should take control of the aircraft and announce ‘Autopilot Disengaged’. Manual flying with Flight Director or any other time PF requests PM to select an AP/FD mode. The PF must announce when the autopilot is engaged or disengaged and call the mode changes. “LOC White” “Loc Star” “Loc Green” “GS White” “GS Star” “GS Green” “VOR White” “VOR Star” “ALT White” “ALT Star” “Set HDG Right/Left XXX°” “LNAV GREEN” “Set CRS XXX°” “Set ALT FL XXX/XXXX FT” “Set Vertical speed plus/minus XXX” “Set IAS XXX” “Select HI/LO Bank” “Select Flight Director to standby” “Disengaging Autopilot” “Disengage Yaw Damper” The general philosophy is that “SET” is carried out via the AFCS control panel/ADU and confirmed via the EADI. Any change to the EADI status must be announced. AFCS Armed & Captured Modes When arming an autopilot lateral or vertical mode, the selected mode will appear on the ADU & EADI in white and will change to green when captured. The mode and status must be announced. For example, when cleared for an ILS approach, PF will arm the approach mode, check and announce: “LOC white GS white” when armed or “LOC green/GS Green” when captured. Climb & Descent Standard procedure will be to climb in IAS mode and descend in VS mode. During climb basic pitch mode of approximately 5° may be used in non-icing conditions above 5,000 feet. When using basic pitch mode the IAS must be continually monitored, V +10 must be bugged to avoid a FTO degradation of speed below a safe margin. The use of VNAV IAS/VS mode in the climb is prohibited. End 500-Series

600-Series

2.1.4 FGCP/FMA Procedures¶

Maximum use of AP/FD is recommended in adverse conditions as this will reduce workload and improve the overall level of safety. Pilots should regularly practice manual flying both with and without the Flight Director as the MEL permits operation without the Autopilot/Flight Director system. The Autopilot and Flight Director mode display on the Primary Flight Display is referred to as the Flight Mode Annunciator (FMA). Awareness of the FMA is critical to monitoring the aircraft flight-path. The guiding principle is for the PF and PM is to “say what you see” on the FMA every time there is a mode change. The selection of modes on the FGCP is not announced. When the autopilot is engaged or selected to the other pilot during a control handover, PF and PM will read the active lateral and vertical modes from the FMA. For example: PF: “Engage autopilot” PM: “Autopilot engaged” PF: “Heading, IAS” PM: “Heading, IAS” When the autopilot is disengaged either manually or automatically, the PF should take control of the aircraft and announce ‘Autopilot Disengaged’. Manual flying with Flight Director or any other time PF requests PM to select an AP/FD mode. The PF must announce when the autopilot is engaged or disengaged and call the mode changes. “LOC Blue” “Loc Star” “Loc Green” “GS Blue” “GS Star” “GS Green” “VOR White” “VOR Star” “ALT SEL Blue” “Alt Star” “Set HDG Right/Left XXX°” “LNAV GREEN” “V-FP BLUE/GREEN” “VNAV PATH” “Set CRS XXX°” “Set ALT FL XXX/XXXX FT” “Set Vertical speed plus/minus XXX” “Set IAS XXX” “Select Flight Director to standby” “Disengaging Autopilot” “Disengage Yaw Damper” The general philosophy is that “SET” is carried out via the FGCP and confirmed via the FMA. Any change to the FMA status must be announced. AFCS Armed & Captured Modes When arming an autopilot lateral or vertical mode, the selected mode will appear on the FMA in blue and will change to green when captured. The mode and status must be announced. For example, when cleared for an ILS approach, PF will arm the approach mode, check and announce: “LOC blue GS blue” when armed or “LOC green/GS Green” when captured. Climb & Descent Standard procedure will be to climb in IAS mode and descend in VS mode. During climb basic pitch mode of approximately 5° may be used in non-icing conditions above 5,000 feet. When using basic pitch mode the IAS must be continually monitored, MAN SPD V +10 must be bugged FTO to avoid a degradation of speed below a safe margin. The use of VNAV IAS/VS mode in the climb is prohibited. End 600-Series

2.1.5 Yaw Damper¶

The yaw damper on the ATR is designed to provide yaw damping and turn coordination. 500-Series On the ATR 42/72-500, the yaw damper must not be intentionally disconnected by using the rudder pedals, however, in strong crosswind conditions, during the approach and landing, the yaw damper will disconnect once the force on the rudder pedals exceeds 66lbs – this is normal practice. End 500-Series

600-Series The aircraft has an auto rudder trim function. This is only active when the yaw damper is engaged. In order to allow free rudder movement during an EFATO after yaw damper engagement, without the need to disconnect the YAW DAMPER on the FGCP, a force sensor has been implemented and any flight crew force exceeding 300 N/66 lb applied on rudder will cause the YD disengagement. In the event of an EFATO with the yaw damper disengaged the PF must make the necessary inputs to the rudder. End 600-Series The YD shall be disconnected at a minimum of 160ft AAL by using the YD push button on the AFCS control panel.

Note: Approach. • PF: “Disengage Yaw Damper” • PM: will disengage the Yaw damper and Call: “Yaw damper Disengaged” • PF will then confirm the deselection of the YD on the ADU/FMA and press the AP disconnect button on the control column to cancel the warning on the ADU/FMA. 500-Series • PF will then confirm the deselection of the YD on the ADU and press the AP disconnect button on the control column to cancel the warning on the ADU. End 500-Series

600-Series • PF will then confirm the deselection of the YD on the FMA and press the AP disconnect button on the control column to cancel the warning on the FMA. End 600-Series

2.1.6 Normal Checklist¶

FLT 3.11.18 The Normal Checklist are colour coded for each variant in the Loganair fleet: 500-Series Red: ATR 42-500 Green: ATR 72-500 (currently only used in simulator) Yellow: ATR 72-500F Normal checklist can be found in Chapter17.1 and 17.2. End 500-Series

600-Series Purple: ATR 42-600 Blue: ATR 72-600

Note: the EWD. Additional checklist items not included in the EWD checklist are placarded on the control column chart holders. Carry out the ECL checklist until the last item is validated and the PROCEDURE COMPLETE button appears, at that point the crew will perform the add-ons. Once the add-ons are complete the PM will then validate the PROCEDURE COMPLETE. An example of the addition checklist can be found in Chapter17. Normal checklist can be found in Chapter17.3, 17.4, 17.6 and 17.7. End 600-Series

500-Series Normal Checklist Freighter Operations The Normal Checklist for freighter operations is the same as per standard Normal Checklist, however checks relating to passengers or cabin crew have been omitted. Omitted items are marked by an asterisks on the normal checklists contained in this manual. These items have been removed from the onboard Normal Checklist. Normal checklist can be found in Chapter17.5. End 500-Series

2.1.7 Normal Checklist Methodology¶

2.1.7.1 Requesting a Checklist¶

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

2.1.7.2 Challenge and Response¶

600-Series “Checklist” refers to EWD display. End 600-Series Procedure and Checklist Concept: After procedure completion, PF calls for the Checklist, PM reads the Checklist, PF answers. PM announces Checklist title, reads the Checklist, asking questions. The PF answer must be in compliance with the Checklist and the present situation (without reading the answer on the Checklist). PM must receive the correct answer before selecting and reading the next item. If not, PM must repeat the same item. When Checklist is completed, PM calls “XXX Checklist COMPLETE”. | FLIGHT EVENTS | PROCEDURES | CHECKLIST | TRIGGERED BY | | --- | --- | --- | --- | | Arrival at Aircraft | Initial Cockpit Preparation Step 1 | | CM1/CM2 | | Initial Cockpit Preparation Step 1 Complete | External Inspection | | CM1 | | External Inspection Complete | Cockpit Preparation Step 2 | | CM1/CM2 | When a checklist is being held at a line it must be half stowed to remind the crew that there are checklist items outstanding. If a checklist is interrupted, reading MUST be resumed one step before the last read item. Example: Flight Event PM PF Once Flaps 35° Calls “Before Landing Checklist” (30°) Indicated Actions: Contd. Before Landing Checklist.................COMPLETE Read as challenge and response. Read: Reply: “Landing Signal” “Sent” “LDG Gear” “3 Greens” “Flaps” “35° (30°)” “PWR MGT” “Take-Off” “TLU LO Speed” “Checked” “Icing AOA Light” “Off-Normal Speeds/ON-Icing Speeds” “External Lights” “ON” “Condition Levers” “Auto/100%” “Steep Approach” “ON/OFF or Not Fitted” “Missed Approach ALT” “Altitude xxxxft SET” Calls “Before Landing Checklist Complete” The normal checklist items are normally performed as a flow at a convenient time by a crew member with spare capacity that can carry out the action easily unless otherwise stated. Normal checklists must be read by CM2/PM as applicable and must not be completed from memory.

2.1.7.3 Procedure Chronology¶

For a normal flight, here are the achieved normal course of events, corresponding procedures and co-related task sharing: Initial Cockpit Preparation Step 1 Initial Cockpit Complete Complete Step 2 | FLIGHT EVENTS | PROCEDURES | CHECKLIST | TRIGGERED BY | | --- | --- | --- | --- | | Cockpit Preparation Step 2 Complete | Final Cockpit Preparation Procedure Step 3 | | CM1 | | Final Cockpit Preparation Procedure Step 3 Complete | | Final Cockpit Preparation Checklist | CM1 | | Ready to Start Engine 2 in HOTEL Mode | | | CM1 | | Ready for Pushback | | Before Propeller Rotation Checklist | CM1 | | Pushback Complete and Ground Crew Clear | Before Taxi Procedure | | CM1 | | Before Taxi Procedure Complete | | Before Taxi Checklist | CM1 | | Taxi Clearance Received | Taxi Procedure | | CM1 | | Taxi Procedure Complete | | Taxi Checklist | CM1 | | Approaching Holding Point and Cabin Secure | Before Take-Off Procedure (to the Line) | | CM1 | | Before Take-Off Procedure (to the Line) Complete | | Before Take-Off Checklist (to the line) | CM1 | | Cleared to Line Up | Before Take-Off Procedure (below the line) | | CM1 | | Before Take-Off Procedure (below the line) Complete | | Before Take-Off Checklist Complete | CM1 | | Passing Acceleration Altitude | Climb Procedure | | PF | | After 1013 set | | After Take-off Checklist | PF | | Climbing Through FL100 | Climbing Through FL100 Procedure | No Checklist | PF | Final Cockpit Cockpit Preparation Preparation CM1 Step 2 Complete Procedure Step 3 Final Cockpit Preparation Final Cockpit CM1 Procedure Step 3 Preparation Checklist Complete Ready to Start Engine CM1 2 in HOTEL Mode Before Propeller Rotation Checklist Pushback Complete Before Taxi and Ground Crew CM1 Procedure Clear Procedure Complete Taxi Clearance Received Approaching Holding Before Take-Off Point and Cabin Procedure (to the CM1 Secure Line) Before Take-Off Before Take-Off Procedure (to the CM1 Checklist (to the line) Line) Complete Before Take-Off line) Before Take-Off Before Take-Off Procedure (below the CM1 Checklist Complete line) Complete Passing Acceleration Altitude After Take-off Checklist Climbing Through Climbing Through FL100 FL100 Procedure | FLIGHT EVENTS | PROCEDURES | CHECKLIST | TRIGGERED BY | | --- | --- | --- | --- | | On Reaching Cruise Level | Cruise Parameters | No Checklist | PF | | On Reaching Cruise Speed | Cruise Procedure | No Checklist | PF | | Arrival Briefing Complete | | Descent Checklist | PF | | Descending Through Fl100 | Descending Through FL100 Procedure | No Checklist | PF | | Cleared to an Altitude | | Approach Checklist | PF | | Once V Set APP | | Before Landing Checklist | PF | | Runway vacated and/ or speed less than 30kts | After Landing Procedure | | CM1 | | After Landing Procedure Complete | | After Landing Checklist | CM1 | | Once Parked | | Parking Checklist | CM1 | | Leaving the Aircraft | | Leaving the Aircraft Checklist | CM1 | On Reaching Cruise Level On Reaching Cruise Speed Arrival Briefing Complete Descending Through Descending Through Fl100 FL100 Procedure Before Landing Once V Set PF APP Checklist Runway vacated and/ After Landing or speed less than CM1 Procedure 30kts After Landing After Landing CM1 Procedure Complete Checklist Checklist Note: During some flight phases, procedures are triggered by events and are organized in a chronological sequence. It is not necessary to call for the procedure because all actions are already completed. PF will directly call for relevant checklist. 600-Series The 600 series is equipped with an electronic check list (ECL); displayed automatically according to the relevant phase of flight. The ECL can also be manually recalled and the relevant checklist can be selected at any time if required. The ECL is completed in the same manner as the laminated checklist. Each item must be verified by depressing the Verify (“V”) push button on the EFIS control panel. Once a checklist item has been verified then that item will change colour from blue to white. End 600-Series | PRELIMINARY COCKPIT PREPARATION | | | --- | --- | | * SHORT TRANSIT CHECKS | | | CHALLENGE | RESPONSE | | ♦ GEAR PINS & COVERS CM1 “On Board” | | | ♦ APM TEST CM2 “Performed” | | | ♦ ENGINE FIRE TEST * CM2/PF “Performed” | | | ♦ STICK PUSHER – SHAKER CM1 “Performed” TEST | | | ♦ TRIMS TEST * CM2/PF “Performed” | | | ♦ ATPCS STATIC TEST * CM2/PF “Performed” | | | ♦ CVR-DFDR TEST * CM2/PF “Performed” | | | ♦ Cargo Smoke Test* CM2/PF “Performed” (72-500F Only) | | | ♦ NWS * CM1 “ON or OFF” (Depending if pushback or Taxi Off Stand) | |

2.1.8 Normal Checklist Challenge and Response Calls¶

500-Series ♦ STICK PUSHER – SHAKER CM1 “Performed” TEST ♦ Cargo Smoke Test CM2/PF “Performed” (72-500F Only) ♦ NWS * CM1 “ON or OFF” (Depending if pushback or Taxi Off Stand) Note: On the first flight of the day CM2 performs the Preliminary Cockpit Checks. On subsequent turnarounds it is the responsibility of PF to carry out these task. FINAL COCKPIT PREPARATION PARKING BRAKE CM1 “On, Pressure checked” ALTIMETERS CM2 “Altimeters, QNH XXXX” CM1 “xxxx Set and cross checked, Indicates xxxx ft on the left” CM2 “xxxx Set and cross checked, indicates xxxx ft on the standby and xxxx ft on the right” LANDING ELEV CM1 “xxx ft Set” GNSS/COM/NAV (GPS) CM1 “Set” FUEL QTY CM1 “xxxx kg balanced and entered” CM2 “Minimum block fuel is xxxx kg” ENGINE FUEL USED CM1 “Reset” MEMO PANEL CM1 (Announce what is displayed) | BEFORE PROPELLER ROTATION | | | --- | --- | | CHALLENGE | RESPONSE | | T/O BUGS CM1 “Set and cross checked” CM2 “Set and cross checked” | | | TRIMS (3 axes) CM1 “xx units nose up/down Set” | | | TAIL PROP (ATR 72-500F CM1 “On Board” Only) | | | DOORS CM1 “Closed” | | | SEAT BELT SIGNS CM1 “On” | | FINAL COCKPIT PREPARATION PWR MGT CM1 “Take-Off” DEPARTURE BRIEFING CM1 “Complete” MOBILES/EFB CM1 “Flight Safe Mode” CM2 “Flight Safe Mode” PROP BRAKE CM1 “ON or OFF” T/O BUGS CM1 “Set and cross checked” CM2 “Set and cross checked” TAIL PROP (ATR 72-500F CM1 “On Board” Only) BEACON CM1 “On” BEFORE TAXI PROP BRAKE CM1 “Off” COCKPIT COM HATCH CM1 “Closed” CL 1 + 2 CM1 “Auto” ANTI-ICING CM1 (Call what is required and check set by CM2 and confirm De-Icing system OFF) ANTI-SKID TEST CM1 “Performed” FLAPS CM1 “15° Set” APM CM2 “xx Tons Set” CM1 “xx Tons Checked” NWS CM1 “On” START SELECTOR CM1 “OFF & Start Abort” | TAXI | | | --- | --- | | CHALLENGE | RESPONSE | | TAXI & T.O LIGHTS CM1 “On” | | | BRAKES CM1 “Checked” | | | AFCS/ADU CM1 “Set & Checked” | | | T/O CONFIG TEST CM2 “Performed” | | CABIN REPORT CM1 Checks flip card on centre pedestal and/or ticks cabin secure box on PLOG then calls “Received” BEFORE TAKE OFF TAKE-OFF BRIEFING CM1 Briefs any changes to clearance or calls “No Changes” GUST LOCK CM1 “Off” FLIGHT CONTROLS CM1 “Checked” XPDR/TCAS CM2 “ALT/AUTO” AIR FLOW CM2 “Normal” CABIN CREW CM2 “Advised” BLEED VALVES CM2 “ON” (If required to be selected off for performance requirements the response will be “OFF”) EXTERNAL LIGHTS CM1 “On” (except landing lights, see Use of Aircraft Lights 2.1.10) LATERAL FD BAR CM1 “Centred” RUDDER CAM CM1 “Centred” CCAS CM1 “RCL and T.O INHIB” | AFTER TAKE OFF | | | --- | --- | | CHALLENGE | RESPONSE | | LDG GEAR PF “Up” | | | FLAPS PF “Zero” | | | PWR MGT/NP PF “Climb and 82%” | | | BLEED VALVES PF “On” | | | TAXI & T.O LIGHTS PF “Off” | | | DESCENT | | | --- | --- | | CHALLENGE | RESPONSE | | CCAS PF “Recalled” | | | LDG ELEVATION PF “xxx ft Checked” | | | GNSS PF “Set and Checked” | | | LDG BUGS PF “Set and cross checked” PM “Set and Cross checked” | | | DH/MDA PF “Set and cross checked” PM “Set and cross checked” | | | ARRIVAL BRIEFING PF “Complete” | | ALTIMETERS PF “1013 set and cross checked passing FLxx climbing FLxx” PM “1013 set and cross checked” LDG BUGS PF “Set and cross checked” PM “Set and Cross checked” DH/MDA PF “Set and cross checked” PM “Set and cross checked” APPROACH SEAT BELTS SIGNS PF “On” LANDING LIGHTS PF “On” ALTIMETERS PF “xxx Set and cross checked” PM “xxx Set and cross checked” CABIN ALTITUDE PF “Checked” LANDING PA PM “Sent” FLIGHT SYSTEMS PF “Set and Identified” CABIN REPORT PF Checks flip card on centre pedestal and/or ticks cabin secure box on PLOG then calls “Received” | AFTER LANDING (Read and Do by CM2) | | | --- | --- | | CHALLENGE | RESPONSE | | RADAR CM2 “Standby” | | | FLIGHT CONTROLS CM2 “Locked” | | | FLAPS CM2 “Zero” | | | TRIMS (3 axes) CM2 “Reset” | | | LAND & STROBE LIGHTS CM2 “Off” | | | ANTI/DE-ICING CM2 “Off” | | | PROBES HTG CM2 “Off” | | BEFORE LANDING CABIN CREW PM “Advised” LDG GEAR PF “3 Greens” FLAPS PF “30/35°” PWR MGT PF “Take-Off” TLU LO SPEED PF “Checked” ICING AOA LIGHT PF “ON – Icing Speeds or OFF – Normal Speeds” PM “ON – Icing Speeds or OFF – Normal Speeds” EXTERNAL LIGHTS PF “On” (except taxi/take-off lights, see Use of Aircraft Lights 2.1.10) CONDITION LEVERS PF “Auto/100%” STEEP APPROACH PF “On/Off” MISSED APPROACH ALT PF “Altitude xxxsft set” After at least 2 mins CL1 CM2 “FTR & Fuel.S.O” | PARKING | | | --- | --- | | CHALLENGE | RESPONSE | | PARKING BRAKE CM1 “On” | | | TAXI & T.O LIGHTS CM1 “Off” | | | ■ ATPCS DYNAMIC TEST CM1 “Complete” | | | CL1 CM1 “Feather and fuel shut off”. | | | CL2 CM1 “Feather” | | | PROP BRAKE CM1 “On” | | | BEACON CM1 “Off” | | | XPDR CM1 “Standby” | | | SEAT BELT SIGNS CM1 “Off” | | | LEAVING THE AIRCRAFT | | | --- | --- | | CHALLENGE | RESPONSE | | OXYGEN MAIN SUPPLY CM1 “Off” | | | ICE & RAIN PROTECTION CM1 “Off” | | | EXTERNAL LIGHTS CM1 “Off” | | | EMERGENCY EXIT LIGHTS CM1 “Disarmed” | | | RADAR/EFIS/COMM/NAV CM1 “Off” | | | FUEL PUMPS 1 & 2 CM1 “Off | | | EXT PWR CM1 “Off” | | | BATTERY CM1 “Off” | | GROUND POWER CM1 “On” CL2 CM1 “Fuel shut off” WING LIGHTS CM1 “Off” CDLS (72-500F Only) CM1 “OFF” End 500-Series | PRELIMINARY COCKPIT PREPARATION | | | --- | --- | | * SHORT TRANSIT CHECKS | | | CHALLENGE | RESPONSE | | ♦ GEAR PINS & COVERS CM1 “On Board” | | | ♦ APM TEST CM2 “Performed” | | | ♦ STICK PUSHER – SHAKER CM1 “Performed” TEST | | | ♦ ENGINE FIRE TEST * CM2/PF “Performed” | | | ♦ TRIMS TEST * CM2/PF “Performed” | | | ♦ ATPCS STATIC TEST * CM2/PF “Performed” | | | ♦ CVR-DFDR TEST * CM2/PF “Performed” | | | ♦ NWS * CM1 “ON or OFF” (Depending if pushback or Taxi Off Stand) | | 600-Series ♦ STICK PUSHER – SHAKER CM1 “Performed” TEST ♦ NWS * CM1 “ON or OFF” (Depending if pushback or Taxi Off Stand) Note: On the first flight of the day CM2 performs the Preliminary Cockpit Checks. On subsequent turnarounds it is the responsibility of PF to carry out these task. FINAL COCKPIT PREPARATION PARKING BRAKE CM1 “On, Pressure checked” ALTIMETERS CM2 “Altimeters, QNH XXXX” CM1 “xxxx Set and cross checked, Indicates xxxx ft on the left” CM2 “xxxx Set and cross checked, indicates xxxx ft on the standby and xxxx ft on the right” LANDING ELEV CM1 “xxx ft Set” FMS/COM/NAV CM1 “Set” FUEL QTY CM1 “xxxx kg balanced and entered” CM2 “Minimum block fuel is xxxx kg” ENGINE FUEL USED CM1 “Reset” MEMO PANEL CM1 (Announce what is displayed) PWR MGT CM1 “Take-Off” DEPARTURE BRIEFING CM1 “Complete” | BEFORE PROPELLER ROTATION | | | --- | --- | | CHALLENGE | RESPONSE | | T/O BUGS CM1 “Set and cross checked” CM2 “Set and cross checked” | | | TRIMS (3 axes) CM1 “xx units nose up/down Set” | | | TAIL PROP CM1 “On Board” | | | DOORS CM1 “Closed” | | | SEAT BELT SIGNS CM1 “On” | | FINAL COCKPIT PREPARATION MOBILES/EFB CM1 “Flight Safe Mode” CM2 “Flight Safe Mode” PROP BRAKE CM1 “ON or OFF” T/O BUGS CM1 “Set and cross checked” CM2 “Set and cross checked” BEACON CM1 “On” BEFORE TAXI PROP BRAKE CM1 “Off” COCKPIT COM HATCH CM1 “Closed” CL 1 + 2 CM1 “Auto” ANTI-ICING CM1 (Call what is required and check set by CM2 and confirm De-Icing system OFF) ANTI-SKID TEST CM1 “Performed” FLAPS CM1 “15° Set” NWS CM1 “On” TRU CM1 “On and Checked” START SELECTOR CM1 “OFF & Start Abort” | TAXI | | | --- | --- | | CHALLENGE | RESPONSE | | TAXI & T.O LIGHTS CM1 “On” | | | BRAKES CM1 “Checked” | | | FGCP/FMA CM1 “Set & Checked” | | | T/O CONFIG TEST CM2 “Performed” | | CABIN REPORT CM1 Sets flip card on centre pedestal and/or ticks Plog then calls “Received” BEFORE TAKE OFF TAKE-OFF BRIEFING CM1 Briefs any changes to clearance or calls “No Changes” GUST LOCK CM1 “Off” FLIGHT CONTROLS CM1 “Checked” XPDR/TCAS CM2 “ALT & ABOVE” BOOST FUNCTION (if CM2 “Off” installed) AIR FLOW CM2 “Normal” CABIN CREW CM2 “Advised” BLEED VALVES CM2 “ON or OFF” (as required) EXTERNAL LIGHTS CM1 “On” (except landing lights, see 2.1.11, Use of Aircraft Lights) LATERAL FD BAR CM1 “Centred” RUDDER CAM CM1 “Centred” | AFTER TAKE OFF | | | --- | --- | | CHALLENGE | RESPONSE | | LDG GEAR PF “Up” | | | FLAPS PF “Zero” | | | PWR MGT/NP PF “Climb and 82%” | | | BLEED VALVES PF “On” | | | TAXI & T.O LIGHTS PF “Off” | | | DESCENT | | | --- | --- | | CHALLENGE | RESPONSE | | CCAS PF “Recalled” | | | LDG ELEVATION PF “xxx ft Checked” | | | FMS PF “Set and Checked” | | | LDG BUGS PF “Set and cross checked” PM “Set and Cross checked” | | | DH/MDA PF “Set and cross checked” PM “Set and cross checked” | | | ARRIVAL BRIEFING PF “Complete” | | ALTIMETERS PF “1013 set and cross checked passing FLxx climbing FLxx” PM “1013 set and cross checked” LDG BUGS PF “Set and cross checked” PM “Set and Cross checked” DH/MDA PF “Set and cross checked” PM “Set and cross checked” APPROACH SEAT BELTS SIGNS PF “On” LANDING LIGHTS PF “On” ALTIMETERS PF “xxx Set and cross checked” PM “xxx Set and cross checked” CABIN ALTITUDE PF “Checked” LANDING PA PM “Sent” FLIGHT SYSTEMS PF “Set and Identified” CABIN REPORT PF Checks flip card on centre pedestal and/or ticks Plog then calls “Received” | AFTER LANDING (Read and Do by CM2) | | | --- | --- | | CHALLENGE | RESPONSE | | RADAR CM2 “Standby” | | | FLIGHT CONTROLS CM2 “Locked” | | | FLAPS CM2 “Zero” | | | TRIMS (3 axes) CM2 “Reset” | | | LAND & STROBE LIGHTS CM2 “Off” | | | ANTI/DE-ICING CM2 “Off” | | | PROBES HTG CM2 “Off” | | BEFORE LANDING CABIN CREW PM “Advised” LDG GEAR PF “3 Greens” FLAPS PF “30/35°” PWR MGT PF “Take-Off” TLU LO SPEED PF “Checked” ICING AOA LIGHT PF “ON – Icing Speeds or OFF – Normal Speeds” PM “ON – Icing Speeds or OFF – Normal Speeds” EXTERNAL LIGHTS PF “On” (except taxi/take-off lights, see 2.1.11, Use of Aircraft Lights) CONDITION LEVERS PF “Auto/100%” STEEP APPROACH PF “On/Off” MISSED APPROACH ALT PF “Altitude xxxsft set” *After at least 2 mins CL1 CM2 “FTR & Fuel.S.O” | PARKING | | | --- | --- | | CHALLENGE | RESPONSE | | PARKING BRAKE CM1 “On” | | | TAXI & T.O LIGHTS CM1 “Off” | | | ■ ATPCS DYNAMIC TEST CM1 “Complete” | | | CL1 CM1 “Feather and fuel shut off”. | | | CL2 CM1 “Feather” | | | PROP BRAKE CM1 “On” | | | BEACON CM1 “Off” | | | XPDR CM1 “Standby” | | | SEAT BELT SIGNS CM1 “Off” | | | LEAVING THE AIRCRAFT | | | --- | --- | | CHALLENGE | RESPONSE | | OXYGEN MAIN SUPPLY CM1 “Off” | | | ICE & RAIN PROTECTION CM1 “Off” | | | EXTERNAL LIGHTS CM1 “Off” | | | EMERGENCY EXIT LIGHTS CM1 “Disarmed” | | | RADAR CM1 “Off” | | | FUEL PUMPS 1 & 2 CM1 “Off | | | EXT PWR CM1 “Off” | | | BATTERY CM1 “Off” | | GROUND POWER CM1 “On” CL2 CM1 “Fuel shut off” WING LIGHTS CM1 “Off” CDLS CM1 “OFF” End 600-Series

2.1.9 Use of RNAV¶

The ATR is certified to conduct RNAV procedures within PBN airspace. Limitations of the use of RNAV can be found in the AFM LIM 5 Section 34 and in the FCOM FMS PILOTS GUIDE for the 600 Series. Pilots shall familiarise themselves with these limitations. 600-Series Only PBN licensed crew are permitted to use RNAV RNP 0.3 Approach Procedures on aircraft that are appropriately equipped. Before commencing any RNAV procedures crew shall check: • The aircraft is certified for RNAV procedures • The required navigation equipment is serviceable • Crew are certified in RNAV procedures • Satellite availability is confirmed, (NOTAMS and RAIM checks) • The MEL must be checked prior to departure for any failures affecting the capability of the navigation systems and PBN operations • The Navigation Database is in date. End 600-Series

2.1.9.1 Use of Auto Tune¶

500-Series Not Applicable End 500-Series

600-Series Auto tune is recommended for aircraft position accuracy. When Auto Tune is selected, the FMS from it’s database will select the most suitable VOR DME frequencies for the route entered in the FMS. From both the GPS and auto selected NAVAIDS the FMS will ascertain it’s best computed position (BCP). Auto tune is only available if FM is selected on the FGCP. It will be automatically cancelled if a frequency is manually entered. It is recommended that PM remain on raw data to cross check position for all phases of flight, with the appropriate navaids tuned and identified for the intended route. Auto tune shall not be used for departure, arrivals or approach phases of flight.

Note: frequencies even if such approaches are entered in the FMS. End 600-Series

2.1.9.2 RNAV Pre-flight Procedures¶

Prior to departure, the GNSS/FMS must be checked to confirm that the database is correct and indate. Prior to every flight, the GNSS/FMS position must be verified against the stand co-ordinates, and the correct stand co-ordinates entered by the PF if required. Prior to acceptance of the updated co-ordinates, the PM shall verify the correct co-ordinates have been entered. On the PROG page the correct RNP requirement should be selected using the RNP LSK to scroll between: • RNAV 10 OCEANIC • RNAV 5-2-1 • RNP 4 OCEANIC • RNP 1 • RNAV 5-2-1 RNAV 5-2-1 shall be selected for the current Loganair route network. A PRAIM check must be conducted after flight plan insertion is complete. For further information on FMS programming refer to Chapter15, FMS Procedures.

2.1.9.3 RNAV Departures RNP 1¶

Both the 500 and 600 series are equipped and certified for RNP1 departures. Crew shall complete a standard departure brief as per OMB 2.2.5.5, Emergency and Take-Off Briefing. The brief must include the selection of heading mode after an engine flame out and the activation of the secondary flight plan before re selecting LNAV.

Note: selection. The GNSS/FMS allows for the creation of waypoints based on conventional NAVAIDs, (Bearing and DME). It is strictly forbidden to use such waypoints for auto pilot coupled RNAV navigation. Several flame out procedures have track and DME references associated with the procedure, these must be flown using conventional NAVAIDs until the aircraft is navigating towards an appropriate RNAV waypoint, only then may LNAV be engaged on the FGCP/AFCS. Loss of RNAV capabilities and crew actions in the event of GNSS/FMS failures shall be included in the brief. It is recommended that if available conventional NAVAIDs are tuned and identified to safeguard against such failures. ATC must be informed as soon as practicable for any failures affecting the use or accuracy of RNAV on board. “Unable RNAV1”. In addition crew shall perform a sensibility check of the RNAV SID by comparing track and distance on the departure plate against the FMS using the map presented on the navigation display in plan mode. 600-Series Pilot flying must have FM selected on the FGCP and LNAV armed. LNAV blue must be checked on the FMA and announced by CM1 as part of the taxi checks. End 600-Series

500-Series

Note: the climb procedure, when Hi Bank is selected on the AFCS. This also applies for conducting a missed approach and single engine operations. End 500-Series

2.1.9.4 Enroute RNAV 2/5¶

Both the 500 and 600 series are equipped and certified for RNAV2 and RNAV5 en-route operations. The initial setup procedures should include comparing the filed flight plan on the PLOG and the route entered in the FMS. The total distance on the PLOG should approximately equate to that on the FMS. Remember Flight Support will always file for the longest SID and STAR. It is good airmanship to have any enroute NAVAIDs tuned and identified for backup. ATR recommends that the auto tune function is active during flight for more accurate position computation. PF may use auto tune if desired, but only for the enroute phase of flight. For Approaches, SIDs and STARs the most appropriate NAVAIDs should be tuned and identified.

2.1.9.5 RNAV Arrivals RNP1 (RNAV Approach Procedure)¶

Both the 500 and 600 series are equipped and certified for RNP1 Arrivals. LNAV may be used for arrivals. NAVAIDs must be set correctly prior to the arrival brief. This will cancel the Auto Tune function on the 600 series if used. Crew shall complete a standard arrival brief as per OMB 2.5.2.2, Arrival Briefing Loss of RNAV capabilities and crew actions in the event of GNSS/ FMS failure should be included. ATC must be informed as soon as practicable for any failures affecting the use or accuracy of RNAV on board. “Unable RNAV1”. In addition crew shall perform a sensibility check of the RNAV STAR by comparing track and distance on the departure plate against the GNSS/ FMS and the map view presented on the navigation display. If an arrival to an aerodrome is outside of ETA ± 15 minutes it is recommended that a RAIM check should be performed. 600-Series RNAV Approaches RNP 0.3 The 600 series is equipped and approved for standalone RNAV approaches. Prior to commencing an approach crew shall perform an Altimeter Check (within 50ft). Crosscheck the QNH set. Landing speeds and DA/MDA (Temp compensation if necessary). Temperature compensation shall be selected if required. RNAV approaches can be broken down into 2 types: 2D and 3D.Training will be given for both types of approach. Crew must select a destination alternate with a conventional approach if an RNAV approach is being conducted.

Note: (GNSS) LNAV approaches in case of a single GPS loss. For single GPS configuration (Dispatch under the MEL): RNAV (GNSS) LNAV approaches must be aborted in case of GPS loss unless visual references are acquired and can be maintained up to landing. If a procedural RNAV approach is to be flown in a non radar controlled airport, pilots shall not join the approach any closer than the IAF. At certain airports Loganair may prohibit RNAV Approaches. Such information will be contained in Part C Route Guide. End 600-Series

2.1.9.6 2D Approaches¶

2D approaches may be performed using the FMS in LNAV, (Overlay). The minima for a 2D approach must be observed and the approach must be cross checked at all times with the conventional navigation prescribed on the approach plate.

Note: Do not confuse this with GNSS/FMS DME to threshold, they may not be the same reference, especially if the NAVAID is displaced from the field. For all approaches flown in LNAV, pilots shall tune and identify any available NAVAID’s for the airfield and display them on the bearing pointers as shown below.

2.1.9.7 Missed Approach RNP1¶

500-Series Missed approaches must not be performed using LNAV. End 500-Series

600-Series A missed approach may be performed using LNAV. This must be included in the approach brief. Pilots shall ensure that the missed approach procedure is programmed in the FMS. In the event of an engine flame out during a missed approach the crew must select heading mode on the FGCP. LNAV may only be re-engaged once flight plan 2 is activated and the aircraft is tracking towards an appropriate NAVAIDs or waypoint. RNAV missed approach procedures maybe found in OMB Section2.5.4, Missed Approach. End 600-Series

2.1.9.8 Post Flight¶

LMC must be informed for any degradation of navigation equipment resulting in a loss of RNAV capabilities for any of the above RNAV procedures. A Tech Log entry must be made and a ASR filed.

2.1.10 Focus Flight Deck¶

Distraction of the Flight Crew has been a significant contributory factor in many incidents and accidents. Where possible, use should be made of the autopilot to reduce workload. Detailed use of the autopilot is given in the Automation Policy Statement, in Part A Section8.3.21. During the following: • Critical phases of flight. • Taxiing (Except when stationary other than first aircraft at the holding point). • Below 10,000ft, except for cruise flight or in a holding pattern delayed for weather improvement. • Within 1000ft of assigned level. Flight crew should not perform the following activities: • Make radio calls concerning passenger connections, fuel loads, catering etc. • Make public address announcements concerning sights of interest, proposed routes etc. • Carry out non critical paperwork. • Read publications not related to the conduct of the flight. • Have non essential conversations (Remarks not pertinent to safe aircraft operation) within the flight compartment and non-essential communication between the cabin crew and flight crew. • Make Mass and balance corrections, performance corrections, unless required for safety reasons. • Use Electronic Flight bags (EFB) unless urgently necessary. • Remove headsets.

Note: out tasks such as “Direct to”. The FMS should not be programmed during Taxi. | Taxi Take-Off Lights | | | | --- | --- | --- | | Flight Event | CM1 | CM2 | | Before Taxi | Selects Taxi/Take-Off Light ON before commencing taxi. | | | | PM | PF | | After Take-Off | Selects Taxi/Take-Off Light OFF after selecting Gear Up. | | | Landing Clearance Received | | Selects Taxi/Take-Off Light ON when landing clearance received. | | | CM1 | CM2 | | Approaching Stand | Selects Taxi/Take-Off Light OFF when coming on to parking stand. | | | Strobe Lights | | | | --- | --- | --- | | Flight Event | CM1 | CM2 | | Entering an Active Runway | Selects Strobe Lights ON when entering an active runway. | | | | CM1 | CM2 | | Vacating an Active Runway | Selects Strobe Lights OFF when vacating an active runway. | |

2.1.11 Use of Aircraft Lights¶

Wing Lights Wing lights MUST be selected on whilst Prior to Start Engine 2 is operating in HOTEL Mode. Climb/Descent As Required Operations Above The use of wing lights is recommended to monitor ice build-up. 10,000FT Wing lights MUST be selected on whilst Shutdown Engine 2 is operating in HOTEL Mode. Selects Taxi/Take-Off Light ON before commencing taxi. PM PF Selects Taxi/Take-Off Light OFF after selecting Gear Up. Landing Clearance Selects Taxi/Take-Off Light ON when Received landing clearance received. CM1 CM2 Selects Taxi/Take-Off Light OFF when coming on to parking stand. Landing Lights Take-Off Clearance Selects Landing Lights ON when Take-Off Received Clearance received. PM PF Selects Landing Lights OFF when Climbing/Descending climbing through FL100 and ON when Through FL100 descending through FL100 CM1 CM2 Selects Landing Lights OFF when clear of After landing the runway. Runway an active runway. CM1 CM2 Runway an active runway. | Navigation Lights | | | | --- | --- | --- | | Flight Event | CM1 | CM2 | | The Navigation Lights will normally be left on all the time. | | | Anti-Collision Light (Beacon) The anti-collision lights must be turned on prior to starting an engine with a propeller spinning or prior to pushback or tow. They are turned off after the aircraft is stationary, with the park brake set and engines shut-down. Once the anti-collision light is turned on, ground personnel are required to move clear of the aircraft in anticipation of an engine starting or pushback commencing. The anti-collision light must therefore not be turned on until the aircraft is ready for pushback or start and ATC clearance has been received. Ground personnel may not approach the aircraft while the anti-collision light is on, except for the connection of ground power during strong tailwinds or an inoperative PROP Brake. In this situation the No.2 engine must be shut down first. Hand signals for this procedure are detailed in the GOM. Note: The anti-collision light is not required when engine No 2 is running in hotel mode and the aircraft is stationary on stand however the wing lights must be on when using HOTEL mode. Normal Checklist External Lights Procedure The Before Take-Off and Before Landing Checklists call for External Lights to be switched on, this however causes an issue with regards to the Use of Lights Policy. To keep commonality between the 500 series laminated checklist and the 600 series ECL the External Lights check will remain in the Before Take-Off and Before Landing Checklist, however the following will apply: Before Take-Off Checklists: External Lights to mean all lights EXCEPT Landing Lights, which will remain switched OFF until Take-Off Clearance has been received. Before landing Checklists: External Lights to mean all lights EXCEPT Taxi T.O light, which will remain switched OFF until Landing Clearance has been received. This will allow completion of the Before Landing Checklist and allow the crew to meet the stabilised approach criteria in Section2.1.22.

2.1.12 Weather Radar¶

500-Series Weather radar must be selected on for all departures into IMC and when operating in prolonged IMC conditions. PF must select “ARC” mode on the EHSI. PF shall have the WX Radar selected on their EHSI at a suitable range and PM should have terrain displayed on their EHSI. End 500-Series

600-Series Weather radar must be selected on for all departures into IMC and when operating in prolonged IMC conditions. PF must select “ARC” mode on the ND. PF shall have the WX Radar selected on their ND at a suitable range and PM should have terrain displayed on their ND. End 600-Series The following radar Tilt settings are recommended in order to provide accurate weather information: • Before Takeoff – Select Range Selector to a range sufficient to display the area included in the planned flight path. If significant weather is suspected, slowly adjust the antenna TILT control in 1° or 2° steps to +15°. Just before Takeoff, set antenna TILT control to +4 degrees. • Climb – Select negative tilt, maintain ground returns on top of screen as the aircraft climbs. • Cruise – Select negative tilt and maintain ground returns on top of the screen. • Descent – Every 5000ft, adjust the tilt upward to maintain ground returns on the top of screen. • Approach – Select tilt at +4°.

2.1.13 Radio Communication¶

Radio communications with ATC will normally be carried out on COM 1 with COM 2 reserved for communications with the company or handling agents. CM2 is normally responsible for all radio communications whilst the aircraft is on the ground. When airborne the PM is normally responsible for all radio communication. At times when the PM has to copy ATIS, communicate with handling agents etc. on COM 2, radio communication can then be transferred to the PF. Pilots must use standard radio procedures at all times and should seek clarification if they are in any doubt about the contents of an ATC clearance. Particular attention should be paid to the importance of standard phraseology, the possibility of call sign confusion and the need to listen to read back of clearances carefully. Crews must: • Positively confirm instruction with ATC if any doubt exists. • Not read back an ATC instruction if in doubt. • Make use of an approved headset with boom microphone when operating below 10,000ft/FL100 or during any critical phase of flight. Use of the Aircraft Headset CAT.OP.MPA.215 Each flight crew member required to be on duty in the flight crew compartment shall wear a company authorised headset. The headset shall be used as the primary device for voice communications with ATC when: • On the ground: • When receiving the ATC departure clearance via voice communication. • When the aircraft engines are running; • In flight: • Below transition altitude; or • 10,000ft, whichever is higher; and • Whenever deemed necessary by the commander. The boom microphone shall be in a position that permits its use for two-way radio communications.

2.1.13.1 Copying of ATC Clearances¶

Both crew members are required to monitor and confirm clearances when: • Operating in areas of high terrain. • The clearance includes heading, altitude/flight level, frequency or route/waypoint changes. • The clearance includes instructions for holding short of a runway. Departure clearances may be copied by CM1 or CM2 but may only be copied when both crew-members are on the flight-deck, listening to ATC.

2.1.13.2 Standard Radio Frequency Setting Policy¶

VHF 1 VHF 2 121.5 Active ATC Frequency (if not required for ATIS, OPS, etc.) Next ATC Frequency (Previous frequency shall be Standby retained until communications OPS, ATIS, Handling Agent are established on the active frequency.)

Note: 2 is not in use. Particular care must be taken when handed over from one frequency to another. When a frequency change is given and read-back, there should be a short pause before transferring to the next assigned frequency. This will give ATC the opportunity to advise you if the read-back is incorrect. If communications cannot be established with the next assigned frequency, you must revert to the previous frequency and advise them of this as soon as practical. In addition, when changing frequency, crew must report the cleared level on first contact with ATC unless specifically requested not to do so by ATC. The radio frequency of the handling agent is to be monitored, wherever practical, from engine shutdown to engine start, either via the cockpit speaker or headset. Handling frequency are stated on the operational flight plan or plog. 600-Series To prevent inadvertent switching of radio frequencies, the cursor shall be kept positioned over the standby frequency box. End 600-Series

2.1.13.3 Handover of Aircraft or RT Control¶

Where the PF or PM has a need to hand control of the aircraft or the RT to the other crew member this shall be accomplished in an ordered and structured manner. It is important that any crew member who has been temporarily distracted from the aircraft flightpath or configuration be adequately briefed on any change in status of the aircraft, ATC and flightpath prior to the return of control. When handing radio communication to the other crew member, a listening watch shall be maintained on the primary frequency. When returning control of the aircraft/RT the crew shall review any changes to the following items: • Current RT station; • Heading/LNAV position; • Cleared Altitude/Flight level; • Confirmation FMA/ADU status; • Any other information deemed pertinent to the safe operation of the aircraft.

2.1.14 Passenger PA’s¶

The following is a guide only but items in BOLD must be included in the Captain’s Initial Announcement: Good ………… everyone. This is the Captain speaking. My name is ………… And I should like to welcome you aboard this Loganair flight to ………… With me on the flight deck is …………. and ………… is looking after you in the cabin. They will be giving a safety briefing. May I ask you please to give it your attention, as it does contain important safety information. We also recommend that, whilst seated, you keep your seat belt fastened. We shall be leaving shortly for ………… We’ll all do our best to make your flight a pleasant one and …………will talk to you when we are airborne with some more information. The Captain’s Initial Announcement should be suitably modified to cover joining passengers on a multi-sector operation. The following is offered as an example: Good ………… everyone. This is the Captain speaking. I should like to welcome aboard those passengers joining us here in ………… My name is …………With me on the flight deck is …………and ………… is looking after you in the cabin. They will be giving you a safety briefing. Particularly if you are joining us here may I ask you please to give it your attention, as it does contain important safety information. We also recommend that, whilst seated, you keep your seat belt fastened. We shall be leaving shortly for ………… We’ll do our best to make your flight a pleasant one and ………… will talk to you when we are airborne with some more information. Flight Crew En Route Hello, everyone. This is ………… with some more flight information for you. We are cruising at ………… feet at the moment and we are just passing ………… We expect to arrive in ………… at ………… (if on schedule, say so!) The weather in ………… is …………. The temperature there is ………… I trust you are comfortable and enjoying the flight (if appropriate!) Prepare for Landing This call should normally be made passing FL100. If the call is made later than ten minutes prior to estimated landing time then the cabin crew should be advised of the time remaining so they can complete their checks accordingly. Switch Seat Belt Sign ON and make PA “Cabin Crew Prepare the cabin for Landing”. Aircraft stopped before arrival on stand (usually made by the Captain). Hello everyone, this is the Captain. We have not yet reached our parking stand. Please remain seated until the seat belts sign is switched off.

Note: the end of the Flight Crew En-route PA and the Prepare for landing PA. The latter can be missed by the Cabin Crew where these two PAs are combined, potentially leading to an unsecured cabin for landing.

2.1.15 Transponder Procedures¶

Once the clearance has been received, the assigned “Squawk” code must be entered into the transponder by CM1, however if the aircraft is taxing the Squawk must enter it into the transponder by CM2. 600-Series The flight ID is entered via the FMS and TCAS and Transponder functions including the “Squawk” code are controlled and entered via the VCP on the SURV page. Alternatively, the transponder code may be entered using the RMS menu on the FMS. Both methods are suitable and the final choice shall rest with the individual. End 600-Series Pre-flight To confirm the serviceability of both transponders, standard procedure will be to select transponder 1 on odd dates and transponder 2 on even dates. During the initial cockpit preparation, CM2 must select flight ID (FID) on the transponder and enter the aircraft call-sign (LOGXXXX) before selecting “STBY” on the transponder. 600-Series Using the SURV menu on the MCP, squawk and transponder selections can be made via the XPDR tab. Crews can also configure the XPDR code through the MCDU by selecting RMS menu then XPDR page. Code, Mode, Altitude Reporting, Flight ID or Selected XPDR functions can be changed on the XPDR page. End 600-Series Start & Push-back Prior to requesting start or push-back clearance, CM2 must select transponder to “ON”.

Note: according to local airport regulations as require. 600-Series On the ATR, once airborne Mode C is automatically activated by the Weight on Wheel switch. End 600-Series TCAS Controller The TCAS controller should be left in the AUTO position. The unit will not function and give nuisance warnings to other aircraft until the Transponder is set to ALT in the Before Take-Off Procedure.

2.1.16 Crew Communications¶

Prior to Start The SCCM will come to the flight deck with the ePHC and must confirm with the Captain the number of passengers on board, bay split, location of bags (FWD/AFT or both), number of valet bags plus location and number of PRM’s onboard. The SCCM will then ask the Captain permission to close the main door. Once closed the SCCM will call the Captain on the interphone and confirm “Door closed, Tail prop onboard”. Checks Prior to Take-off The Senior Cabin Crew member must confirm to the captain that all the safety briefings are complete and that the passenger cabin is secure for take-off, by use of the interphone and the phrase “Cabin secure”. Once the “Cabin Secure” message has been given, the cabin crew are required to be seated at their station with harnesses secured. The take-off may not be commenced until the “Cabin secure” notification is received. The “Cabin Secure” call from the SCCM is the trigger for the Taxi Checklist to be performed. After Take-off 500-Series After take-off the Cabin Crew are to remain seated until released by a signal from the flight deck either, No Smoking sign OFF and ON, or the seat belt sign has been switched off. End 500-Series

600-Series After take-off the Cabin Crew are to remain seated until released by a signal from the flight deck either, No Device sign selected OFF, or the seat belt sign has been switched off. End 600-Series Landing PA To ensure that all cabin safety requirements for landing are completed, CM1 or CM 2 should advise the Cabin Crew on passing FL100 by announcing over the PA; “Cabin Crew, Prepare the cabin for Landing”.

Note: the arrival procedure and conditions to delay the Landing PA. The SCCM must confirm to the Captain that the passenger cabin is secure for landing, by use of the interphone and the phrase “Cabin secure”. Once the “Cabin Secure” message has been given, the cabin crew are required to be seated at their station with harnesses secured. Landing 500-Series During the landing checks cycle the NO SMOKING sign OFF for 1 sec then ON. End 500-Series

600-Series During the landing checks cycle the NO DEVICES sign OFF for 1 sec then ON. End 600-Series Aircraft on Chocks The Cabin Crew are to remain seated until after the aircraft has arrived and come to a halt on stand and the seat belt sign has been switched off. TCAS Controller The TCAS controller should be left in the AUTO position. The unit will not function and give nuisance warnings to other aircraft until the Transponder is set to ALT in the Before Take-Off Procedure.

2.1.17 Threat and Error Management¶

Threat and Error Management (TEM) is the process of detecting and responding to threats and errors to ensure that the ensuing outcome is inconsequential, i.e. the outcome is not an error, further error or undesired state. Threats are defined as events or errors that: • Occur outside the influence of the flight crew (i.e., not caused by the crew); • Increase the operational complexity of a flight; and • Require crew attention and management if safety margins are to be maintained. Errors are defined as Flight crew actions or inaction’s that: • Lead to a deviation from crew or organisational intentions or expectations; • Reduce safety margins; and • Increase the probability of adverse operational events on the ground or during flight. The correct management of threats or errors will help to ensure that the ensuing outcome is normally inconsequential. Errors can be largely managed and normally avoided by 100% adherence to SOP’s and other approved procedures. Threats are often outside of the influence of flight crew but can be managed by the crew clearly identifying the threat and any potential risks that it poses. All briefings must include any potential, identifiable threats at any stage of the flight and the measures or procedures used to mitigate against the threat. For example: “The threat to this departure is reported windshear. Windshear recovery procedure is.....” Refer to OMA Section8.3.23 for company Threat and Error Management policy.

2.1.18 Cabin Crew Pre-flight Briefing¶

In order that flights are operated in a safe and orderly manner, either the Commander or the First Officer prior to departure should brief Cabin Crew. Below are some points that may be included in the brief: 1. The Captain must complete the flight safety brief questionnaire with the Cabin Crew; 2. Aircraft registration and possible aircraft swap; 3. Booked loads; 4. Expected weather; 5. Variations on standard sector times; 6. Intentions during turnarounds, e.g. fuelling; 7. Any questions. If the cabin crew join in mid-duty an abbreviated brief must be given. Crews are expected to leave the crew room in sufficient time to be at the aircraft 30 minutes prior to departure. Crews with company transport to another base are expected to be available, unless notified otherwise, for pick up 15 minutes after report time. This is to take account of any unforeseen delays and for the consideration of any arriving crews.

2.1.18.1 Flights Without Cabin Crew¶

FLT 3.13.11 Not applicable

2.1.19 Summary of Icing Procedures¶

CAT.OP.MPA.255 Refer to ATR FCOM Chapter Procedures PRO.NOP ANOR.8. Refer to ATR Cold Weather Operations Manual. Refer to ATR QRH ICE. ICING PROCEDURES.

2.1.19.1 Selecting of Anti-ice and De-ice Systems¶

Note: order of selecting/de-selecting the Anti and De-systems it will be company policy to select the systems on/off from left to right. Before entering known icing conditions, the selection of Anti-Icing is required. PF will announce: Flight Event PM PF Actions: Checks the airspeed with reference to Icing Bug and if necessary increases IAS to Icing Bug +10kts. On the 600 Series this may require the speed to be set using MAN speed. Before Entering Calls “Check Speed, Select Icing Conditions Anti-icing ON” Actions: Checks to ensure IAS is at a minimum of Icing Bug +10kts then selects Anti-Icing systems to ON. Calls “Speed Checked, Anti-Icing ON, Icing Speeds” 600-Series Depending on the Icing speed for the given aircraft weight it may be necessary to select MAN SPD and manually set Icing Bug +10 kts. End 600-Series For operations with ground surface contamination & OAT ≤+5ºC with no atmospheric icing: • Prop Anti-Ice ON • Normal speeds apply For departures with OAT ≤+5ºC with atmospheric icing (visible moisture below 1500ft AAL): • Anti-Icing equipment ON 500-Series • Bug icing speeds on ASI End 500-Series

600-Series Select icing speeds in the FMS. End 600-Series • Icing speeds apply • Observe Icing bug for flap retraction As soon as Ice Accretion occurs and/or the Ice Detector Warning light illuminates • De-Icing equipment ON • Flap 15 holding prohibited. Only permissible in Icing Condition with one engine inoperative. AFM.LIM.5.27.1 refers. • Icing speed apply 500-Series • Apply QRH Procedures for Icing Conditions. End 500-Series

600-Series • Apply ECL Procedures for Icing Conditions. End 600-Series When Icing conditions no longer exist (TAT≥+7ºC and/or NO visible moisture) Flight Event PM PF Calls “Clear of Icing Conditions, de-select De-icing and Anti-Icing Systems OFF” Actions: Confirms clear of icing conditions and selects De-Icing and Anti-Icing systems OFF. Clear of Icing Both De-Icing and Anti-Icing systems Conditions must be switched OFF at the same time. Calls “De-Icing and Anti-Icing systems OFF” Calls “Check for Ice” Actions: Both PF and PM check for visible signs of airframe icing. CM1 also checks IEP for ice. Ice Present Calls “Ice Present, Icing Speeds” Calls “Ice Present, Icing Speeds” Flight Event PM PF Calls “No Ice” Calls “No Ice” Calls “Select Icing AOA OFF” Actions: Selects Icing AOA OFF and checks When No Ice Icing AOA light OFF Present Calls “Icing AOA OFF, Normal Speeds” Actions: Checks Icing AOA light OFF/Icing AOA removed from FMA (-600 Only) Calls “Normal Speeds”

2.1.20 Fuel Procedures¶

2.1.20.1 Fuelling¶

Ideally crew should try and tanker fuel from airports where fuel is at a lower cost. The fuel index is available in crew rooms. It is not always possible to tanker fuel and crew should be mindful of the effects of over fueling the aircraft. Over fueling can result in the off-loading of passengers and or bags. If the planned uplift is more than 2000kg on the ATR 72 or 1900kg on the ATR 42, then the crew must ascertain an actual zero fuel weight from the ground handling station or dispatcher if the finalised load sheet is not available. Under no circumstances should a fuel card be displayed with a fuel figure unless the zero fuel weight is known when the fuel uplift exceeds these values. Fuel cards will be held on the aircraft in the first officer’s storage bin. Should they be missing, please note this on your evr. The fuel cards are a convenience item to aid communication with the fueller and are not a ‘NO-GO’ item. The cards are presented in a sleeved binder. If passengers are onboard, disembarking or embarking, the Commander must establish that a clear evacuation route from the aircraft is available, prior to the fuel card being displayed. Bags must not be loaded or unloaded in the aft hold if fueling is taking place whilst passengers are on board. The cabin crew must be informed if fuelling is been carried out with passengers on board. The seat belt switch must be selected off. Until fuelling is complete the cabin crew will play a PA advising the passengers of this and any related safety procedures. Prior to refueling ensure acknowledgment of the fuel card by the refueller; this confirms positive communication and indicates that both parties fully understand that refueling will commence. Ensure that one pilot remains in the flight deck to ensure that two-way communications with the refueller/cabin crew are available, should an emergency situation occur. Monitor the refuelling process and maintain visual contact (pilot in the flight deck) with the refueller/ground crew supervising the refuelling. In the event that visual contact/two-way communication cannot be maintained during disembarkation, embarkation or when passengers are onboard, refuelling must be either temporarily suspended, or an alternative means of emergency communication must be agreed with the refueller. Discuss with, and nominate either the dispatcher or the PM as the person responsible for maintaining visual contact/two-way communication with the refueller during refuelling operations. For first wave departures where fuel is ordered in advance of arrival at the aircraft, there is no requirement for the display of the fuel cards. If, however on arrival fuelling has not commenced, the fuel cards should be displayed as required. Fuel Card Use Place the Fuel Card in the First Officers window once the aircraft has come to a complete stop and is safely parked on stand. The following symbologies are available on the flip cards: 1. Fuel required, WCHC’s on board, Fuelling not permitted. 2. Fuel required, quantity unknown. 3. No fuel required. 4. Fuel required – Quantity known 1.9 tonne, (No WCHCs on board). | Fuel Saved per Sector | Annual Fuel Saving (Kgs) | Annual Fuel Saving (Lts) | CO2 Saving (Tons) | | --- | --- | --- | --- | | 10Kg | 312,000kg | 390,000lt | 320 Tons | | 20Kg | 624,000kg | 780,000lt | 640 Tons | | 30Kg | 936,000kg | 1,170,000lt | 960 Tons | | 40Kg | 1,248,000kg | 1,560,000lt | 1280 Tons | Once re-fuelling is complete the captain must inform the cabin crew of this fact if passengers are on board. PA “Cabin Crew re-fuelling complete”.

2.1.20.2 Fuel Conservation Policy¶

The objective of this policy is not to take away the decision-making process of the Captain and crew but is rather to add information and options to help achieve the best possible fuel decisions. Accurate and efficient fuel management on the part of the flight crew improves safety because it requires additional attention, accuracy and increased situational awareness. By accurately managing fuel and maintaining an efficient approach to fuel management crews can make a significant contribution to the environment and the company. Potential Savings The table below shows the potential fuels savings and associated emission savings on an annual basis for an airline operating the ATR 72 on 600 sectors/week. Fuel Saved per Annual Fuel Annual Fuel CO2 Saving Sector Saving (Kgs) Saving (Lts) (Tons) Fuel Cost Index & Tankering The fuel cost index is a method for expressing the cost of fuel in terms of a percentage compared to abase-line fuel price in Glasgow. The standard cost of fuel in Glasgow is 100% and every other airport will have a fuel index listed as a percentage compared to Glasgow. Fuel price differential is also shown on the Flight Logs in the “NEXT FLIGHT” section as shown on the next page. On the Flight Logs, the line titled GAIN/LOSS indicates the gain or loss in Euros for every ton of fuel uplifted at that station. (See table below). Where possible and after taking into account weather, performance or passenger restrictions and weight restrictions on subsequent sectors, fuel should be tankered from the cheapest source possible. For every 1000kg of Fuel Tankered the aircraft burns approximately an extra 9kg of fuel per hour. This is considerably better than fuelling at an airport where the index is even 1% higher. | ATR 42 (all variants) | ATR 72 (all variants) | | --- | --- | | 1900kg | 2000kg | NEXT FLT LOG251 LOG252 DOF STD 100928 1745 100928 1935 DEP EGPD EGPB DEST EGPB EGPD STA 1900 2010 TRIP TIME 0040 0045 PAX 70 59 COMMANDER ABC ABC SCCM XYZ XYZ GAIN/LOSS GAIN 480$/T LOSS 476$/T BURN OFF 869 815 MIN FUEL 1378 1497 MAX FUEL 1893 2571 OPT FUEL 1378 1497 Aircraft Fueling Policy When tankering fuel, it is important to reduce the risk of over-fueling and potentially off-loading passengers on the next or any subsequent sector. When potential weight issues exist, (high passenger loads), an estimated Zero Fuel Weights should not be used to plan fuel uplift. The final decision on the fuel uplift should be left until an actual Zero Fuel Weight is available. On the final sector of the day, in order to minimise any risk to subsequent flights, block fuel should be planned, where operationally possible, to leave the aircraft with no more than the following fuel load on landing. 500-Series Note: For ATR72-500F specific fuelling procedures see Fuelling Procedures section in Royal Mail Operations Brief in Chapter21. End 500-Series Ground Operations/GPU It is imperative that the handling agents are made aware of the importance of having a GPU available to the aircraft on start-up and shutdown. On taxiing into stand, the GPU should be running so it can be immediately engaged when the aircraft stops and reduce the amount of time the engine is running. Where possible, GPU’s should be used to minimise fuel burn during start up and shutdown. When the GPU is not made available, a note should be made on the eVR. Hotel Mode Hotel mode is the use of the No 2 engine where the engine is running and by using a propeller brake the propeller does not turn. The engine can supply DC electrical power and air conditioning when required. Hotel mode use should be limited and used only where necessary e.g. in extreme temperatures to warm or cool the cabin for passenger comfort. Climb The climb will normally be carried out in IAS mode. The optimum climb speed for fuel economy is 170 KIAS on the ATR72 and 160 KIAS on the ATR42. If the speed accelerates above 160 KIAS or 170 KIAS respectively you will use significantly more fuel. Cruise The optimum cruise level is indicated on the PLOG. Whenever possible, the flight should be operated at the “0” flight level – in this case FL150 or FL110. Under certain circumstances (weather, ATC, technical problems) this may not be possible. In the example shown, the “0” level is FL011 or FL150, however, the repetitive flight plan is filed at FL130. PWR MGT Selection on Reaching Cruising Level ATR 42: When at the assigned cruising level select CRZ power. The aircraft will then accelerate to the TAS extracted from the QRH. CRZ 1 or CRZ 2 may be selected however the use of CRZ 2 is not permitted in icing conditions. ATR 72: When at the assigned cruising level, the aircraft must be allowed to accelerate to the TAS extracted from the QRH. Cruise power must not be set until the relevant TAS is reached or until the TAS stops increasing (whichever occurs sooner). The early selection of cruise power can lead to an excessively nose high attitude resulting in a higher drag, lower speed and increased fuel consumption. Descent The optimum descent profile is achieved by maintaining a constant rate of descent with a low thrust setting until on the approach. This is achieved by using a rate of descent of approximately 2000 fpm, a speed of 220 KIAS with a power lever angle (PLA) of approximately 40º. PLA below 40º may result in a slight increase in drag and slightly higher fuel consumption. For descent planning, allow two track miles per 1000ft of height. Actual descent profiles may vary considerably depending on ATC requirements, weather, terrain, upper winds and other traffic. In all circumstances a continuous descent should be planned and level segments should be avoided if possible. Holding Significant fuel savings can be made by holding at the appropriate speeds. The optimum speed for fuel conservation can be found in FCOM Chapter Performance PER 7. Whilst these speeds provide the best fuel economy, it will often be prudent to hold at a higher speed for operational reasons and to provide an adequate margin above Icing or VFGA bug speed respectively. Air Conditioning The use of air conditioning in High Flow mode increases fuel consumption in all phases of flight. HI Flow should only be used when absolutely necessary for passenger comfort. Aircraft Operation Significant fuel savings can be achieved by good situational awareness and planning for each particular flight. For example: • A departure in a Westerly direction for an Easterly routing. In this instance, a lower climb speed can be maintained (V +10 in FTO Normal Conditions) until the aircraft is on an easterly heading. If a hold is anticipated, a speed reduction during the cruise or descent should be considered provided you can maintain your position in the approach sequence. Single Engine Taxi After Landing Where conditions permit Single Engine Taxi after Landing should be used to reduce fuel consumption.

2.1.21 Use of “Hotel Mode”¶

The ATR is equipped with a propeller brake that allows the No.2 engine to operate as an auxiliary power unit, with the propeller held stationary by a hydraulically operated brake. This is known as “Hotel Mode”. Under normal circumstances, a GPU will be provided for all turnarounds and Hotel mode is only used for relatively short periods of time. Hotel mode has the following disadvantages: • Very noisy – Air and ground crew not very happy to operate in vicinity. • Hot gases – Ideally the wind should be from the 10 o’clock position. A tailwind can rapidly result in nacelle overheat (requiring immediate shut down) or even an engine fire. A wind from the right hand side may result in fumes in the service door and blistering of fuselage paint. Conditions for passengers’ and staff working at service door can be extremely uncomfortable. • When using Hotel Mode, particular attention must be paid to wind speed and direction. The use of Hotel Mode with a tailwind of greater than 10kts is prohibited except for brief periods of time (arriving on stand). Particular care must be taken during push-back to ensure that the tailwind component of 10kts is not exceeded at any stage while hotel mode is in use or when the propeller is feathered. A tailwind component of 10kts or greater can result in NAC overheat and an Engine Fire warning. In winter conditions and extreme summer conditions the use of Hotel mode for cabin conditioning is recommended, where possible, after catering and rear hold loading is complete. As Hotel Mode is effectively an APU all restriction placed on the use of APU’s at airfields must be complied with. ATC Start clearance is NOT required for starting engine 2 in Hotel Mode: WARNING: HOTEL Mode MUST NOT be used during fuelling operations. HOTEL Mode MUST NOT be used when the aft service door is open. HOTEL Mode MUST NOT be used when the right wing inspection light is unservicable. CAUTION: Prior to starting engine 2 in Hotel mode, clearance must be received from ground personnel. Prior to using Hotel mode, the Wing Lights must be switched ON.

2.1.22 Stabilised Approach Policy¶

Unstable approaches contribute to many landing accidents. This has been recognised by ICAO, EASA and other bodies and has resulted in stabilised approach criteria being defined and published by ICAO. Loganair, as part of its accident prevention programme requires approaches to be properly stabilised. If the stabilised approach criteria are not met then a Go-Around is Mandatory. The PM is to monitor the approach and instruct the PF to Go-Around if the stabilised approach criteria are not met. Go-Around Call The call “Go-around” is an unequivocal, executive expression of intent and should be followed by the application of go-around power and the commencement of the missed approach procedure.

2.1.22.1 Stabilised Approach Criteria¶

FLT 3.11.59A, 3.11.66, 3.11.69 An approach is considered stabilised when all of the following criteria are met. • The aircraft is on the correct flight path • Only small changes in heading or pitch are required to maintain the correct flight path • The aircraft is in the correct landing configuration • All checklists and briefings are complete • The aircraft speed is V +20kts/-5kts REF • Descent rate is less than 1000ft/min (If the approach requires a higher descent rate, this must be covered in the briefing for example LCY) • Power is set correctly, according to aircraft weight and conditions. Additional Criteria: • 3D approaches must be flown within ½ scale deflection of the glideslope and localiser • 2D approach must be flown within ± 5° of the inbound course and within ±150ft of specified cross altitudes whilst also observing any minimum procedure altitudes • On a circling approach, the aircraft must be wings level, with landing flaps and speed at V and established on final by 300ft aal. (except APP 31 Islay and 33 Sumburgh) • The visual segment of any approach must be flown with reference to the PAPIs, where available, to within not more than one light deviation high or low.

2.1.22.2 Stall Warning on Approach¶

Under certain conditions, particularly in turbulence or gusty winds, the stall warning may activate momentarily. It is recommended that flap selection is made 5kt–10kt above the minimum configuration speed to prevent the stall warning activation. In the event of a stall warning activation, the approach must be considered unstable and the stall recovery procedure must be applied. Following a stall warning activation, an ASR must be filed. | Parameter | Crew Callout | Callout Criteria | | --- | --- | --- | | Airspeed | “Speed” | Lower than V -5kt or greater than V + 20kt REF REF | | Vertical Speed | “Vertical Speed” | Greater than -1000fpm (except LCY) | | Pitch Attitude | “Pitch” | Lower than 4° Nose Down or Greater than 4° Nose Up |

2.1.22.3 Visual Approach Criteria¶

A visual approach should be stabilised by 1,000’ aal. A visual approach MUST be fully stabilised and established on the runway centreline with wings level by 500’ aal (runway centreline exceptions – Runway 33 at Sumburgh and Runway 31 at Islay). A visual approach for runway 15 at Sumburgh MUST be fully stabilised and established on the runway centreline with wings level by 300' aal. A visual approach is only stabilised when it is on the correct visual glidepath.

2.1.22.4 Instrument Approach¶

An Instrument Approach MUST be fully stabilised by 1,000’ aal As a consequence of particular speed instructions by ATC or flying an instrument approach in Visual conditions a deviation from the Stabilised Criteria including the associated power setting, is permitted below 1000ft AAL down to 500ft AAL. In this case the Stabilised Criteria and associated power setting MUST be reached by 500ft AAL at the latest. The autopilot should be used to the maximum extent possible when flying an approach in IMC. In VMC pilots are encouraged to hand fly approaches on a regular basis to maintain their instrument skills.

2.1.22.5 Runway Centreline Requirement¶

The aircraft MUST be established on the runway centreline with wings level by 500’ aal (exceptions – Runway 33 at Sumburgh and Runway 31 at Islay). Where this requirement cannot be met for reasons of terrain clearance at Sumburgh Runway 33 and Islay Runway 31, it should be covered in the landing brief. During an approach PM shall call out any deviation from the parameters as laid out below. REF REF Up | Parameter | Crew Callout | Callout Criteria | | --- | --- | --- | | Bank Angle | “Bank Angle” | Greater than 10° AoB | | LOC/CRS Deviation | “LOC or Course” | 1/3 Dot or 5° deviation | | Glideslope Deviation | “Glide” | 3/4 Dot deviation | | Crossing Altitudes | “Altitude” | Greater than ±150ft | | 3 Whites on PAPI/ VASI | “3 Whites” | Above PAPI/VASI on Approach | | 3 Reds on PAPI/ VASI | “3 Reds” | Below PAPI/VASI on Approach | Deviation Deviation VASI VASI Following a parameter exceedance call-out, the PF shall acknowledge the exceedance, take corrective action and assess whether the aircraft can be stabilised early enough to achieve a safe landing – if not, a go-around must be initiated. Approaches should always be planned to a “go-around” and crews should consider the option of diverting to a suitable alternate if that is deemed to be the safer option. The rule of two applies. If a parameter exceedance call is not acknowledged or a clear correction is not taking place after the exceedance call has been called twice, the PM should assume control.

2.1.22.7 Visual, VMC and Circling Approaches¶

The aircraft MUST be stabilise by 500ft aal when conducting a visual approach or an instrument approach in visual conditions and 300 ft on a circling approach. In this case, the aircraft must be configured to the following criteria by 1000ft aal: • Flap 15°/25° • Gear Down • 140kts All remaining criteria must be met by 500' visual and 300' circling. Note: • A 500ft aal stabilisation height may be planned if the weather at the destination includes a ceiling of at least 1500ft and a visibility of 3000m or more. • The landing checklist must normally be completed by 1000’ aal, however in the case of an instrument approach in visual conditions, landing flap, or any other items required to be delayed when operating under the MEL are permitted to remain as ‘open’ item until above the stabilisation height. • Circling approaches must be configured with Flap 15, Gear Down, and VFGA +10Kts, at 1000ft above the published minima and MUST be fully stabilised by 300ft AAL. (exceptions – Runway 33 at Sumburgh and Runway 31 at Islay). See 2.5.3.10, Circle to Land. • The normal power setting for an approach is approximately 25%. Power should not be below 10% for the approach to be stabilised. However, on approaches with a tailwind component and a light aircraft, power may be temporarily reduced below this value. In this case the Commander may elect to continue the approach after careful consideration of the factors causing this reduction.

2.1.23 Operation of the Lockable Flightdeck Door¶

FLT 3.13.18

2.1.23.1 General¶

Some Loganair ATR’s are fitted with a lockable cockpit door. The door has an electromagnetic locking system controlled by the pilots. In normal conditions, when the door is closed, it remains locked. In case of a loss of electrical power, the door can be locked using the manual bolt. Upon receiving an entry request, the flight crew can authorise entry by unlocking the door. If the flight crew does not respond to a request for entry, the cabin crew may unlock the door by pressing the Emergency push-button on the door call panel installed on cargo compartment side. The door is bulletproof, intrusion resistant and fully compliant with the rapid decompression requirements. The right door panel can be removed from the cockpit in case of the door becomes jammed by using the quick release hinges that are only accessible from inside the cockpit. Certain aircraft are fitted with a Video Surveillance System (VSS) for identification of people outside the flight deck. A full description of the operation of the door can be found in FCOM Chapter Description Equipment and furnishings DSC.25.1 Section2.2.3.

2.1.23.2 Flightdeck Door Closure¶

In the interest of security the flight deck door will be closed for boarding, and will be locked by the flightcrew as soon as all cabin doors have been closed. The flight deck door must be kept locked for the duration of the flight other than for essential access. Operating with the flight deck door closed must not inhibit communication between flight deck and cabin crew. Normal routine communication should be conducted by a call on the interphone.

2.1.23.3 Leaving the Flightdeck¶

It is the responsibility of the crewmember wishing to leave the flight deck to make a visual check of the area outside using either the VSS (if installed), or the peephole. Whichever method is used, a minimum amount of time should elapse between making the visual check and opening the door. Where a flightdeck crew has left the flight deck for physiological reasons, a cabin crew member must be present on the flight deck and the door must be locked (where applicable), until the pilot is ready to return to the flight deck.

2.1.23.4 Normal Entry¶

To request entry to the flight deck, cabin crew should first contact the flight deck via the interphone to advise their intention to request access via the door call panel. Flight crew must check the identity of the person requesting entry and assess the situation in the area immediately outside the flightdeck using the VSS or spy-hole. The person seeking access should look at the camera mounted above/ adjacent to the door, or toward the spyhole. • Entry Permitted: If entry is permitted, flight crew will select and hold ‘Open’ on the cockpit door panel in the flightdeck. The door may now be opened. Once complete the toggle switch should be returned to the ‘close’ position. • Entry Denied: If entry is denied, flight crew will select ‘Deny’, and the door is locked. EMERGENCY access, the buzzer and the Door Call Panel are inhibited for 3 minutes. If the DENY position has not been used by the pilot for at least 3 minutes, the cabin crew is able to request either routine or the emergency access.

Note:

2.1.23.5 Emergency Entry¶

The emergency access button is protected by a rotating plate. It is used to initiate the emergency opening of the door when the flight crew does not respond. The buzzer will sound continuously in the cockpit, the OPEN green light on the Door Call Panel will flash. When no flight crew action has been performed during the delay (30 seconds), following an emergency access request. The door panel can then be pulled open.

2.1.23.6 VSS Unserviceable¶

If the VSS is unserviceable, visual verification must be achieved using the ‘spy-hole’ in the door.

2.1.23.7 Remote Door Lock Unserviceable¶

If the remotely operated electric door lock is unserviceable, the manual deadbolt must be used.

2.1.23.8 Flightdeck Door Alternative Procedures¶

These procedures are designed for use if the aircraft is dispatched under the MEL with either the VSS and/or door lock unserviceable. The following general requirements must be met: • Alternate procedures must be briefed and agreed before departure; • A minimum of two people must be on the flightdeck at all times; • All emergency communication should be initiated by the alert call. The SCCM must go to their designated interphone position and await contact from the flightdeck.

2.1.24 Monitored Approach¶

2.1.24.1 Monitored Approach¶

A monitored approach should be flown when the weather for the approach is equal to or worse than that detailed below. The monitoring is the duty of the CM1. Free of the task of flying CM1 is better able to ensure that the approach is properly flown. They are able to monitor the approach until the “100 above” call. From that point CM1 will be seeking visual reference so that they can suitably respond to the decide call. A monitored approach is always flown under the direction of CM1. CM1 will carry out all the Safety, Operational and Commercial decision making for the approach and will direct CM2 as to: 1. Any particular speeds to be flown. 2. Configurations. 3. Points at which configuration changes are to be made. 4. Actions to be taken in the event of and following a go-around. 5. Any deviations from SOPs as required by the situation. 6. The use of the FMS in relation to RNAV and point at which reversion must take place to terrestrial aids. 7. Any other requirements. CM2’s mental set should be to fly an approach to DA/MDA/CDA and then execute a go-around if a “LAND” response is not received to the “DECIDE” call; they should commence the go-around without delay. Once a go-around is commenced it must be continued. Below DA/MDA/ CDA the now Pilot Monitoring function is to monitor the completion of the approach and landing and confirm landing checks complete. Once a monitored approach has been briefed it is normally continued as a monitored approach to minima. At that point CM1 will carry out the landing if it is safe to do so. In certain circumstances where the destination weather is particularly localised this may need to be varied for reasons of practicality. CM1 may elect to fly a monitored approach at any time regardless of the weather conditions for practice. In abnormal or emergency situations CM1 may consider to use a monitored approach in order to allow better management of the situation, but in this case the CM1 may elect to take control at any time as the situation dictates.

2.1.24.2 Weather Criteria¶

A monitored approach must be used if the weather is reported, or forecast, to be equal to or worse than the following conditions: 3D Approach 1. When broken or overcast cloud is below minima plus 200 ft. 2. When RVR or visibility is less than published minima plus 1,000 metres. 2D Approach 1. When broken or overcast cloud is below minima plus 200 ft. 2. When visibility is less than 3 km.

2.1.24.3 Allocation of Duties¶

The Allocation of Duties is designed to arrange the operation in such a way as to allow better management of the operation by CM1. In conditions of poor weather and/or abnormal situations, they are better placed to do this effectively if not flying the aircraft. If the weather for the destination airport is forecast to be at or below minima required for a monitored approach, CM1 will decide who will initially act as PF for the sector and at what point hand over of control to the CM2 will take place, if CM1 is PF. It is however SOP that the CM2 is PF for the approach. On shorter sectors where a monitored approach is required it is recommended that CM2 is PF for the flight, as this will free CM1 to manage the flight. The monitored approach brief should normally be carried out prior to the top of the descent and include a rehearsal of the standard monitored approach calls. If the weather unexpectedly deteriorates below minima required for a monitored approach at a late stage in descent, CM1 will need to use their judgment to decide if an approach should be converted to a monitored approach or not. This will be dependent on the conditions, workload and time available. Hand over of control should not normally take place below MSA unless established in a holding pattern. The purpose of the monitored approach is to improve the safety and efficiency of the operation at and close to DA/MDA/CDA. Therefore, it makes sense that in bad weather the operation be conducted as detailed. When deciding whether a monitored approach is necessary CM1 must take into account the categories of both the CM1 and CM2 as well as the weather conditions and experience and capability of CM2. In periods of good weather pilots are encouraged to frequently practice monitored approaches to minima. Monitored approaches should be practiced at weekly intervals as a minimum.

2.1.24.4 Altimeter Bugs¶

Use of altimeter bugs (when fitted) is as follows 500-Series Take-Off • All bugs set to the acceleration altitude. Landing • 1 Bug set to DA/CDA for the relevant approach. • 1 Bug set to DA/CDA plus 100ft. • 1 Bug set to DA/CDA plus 500ft. End 500-Series

600-Series • CAT I Minima set via the ICP as the active selection. End 600-Series

2.1.24.5 Descent and Approach¶

Monitor the destination and alternate weather, and monitor the fuel status and holding time available. Prior to commencing the descent the cabin crew shall be reminded to ensure that all PED are switched off prior to giving the “Cabin secure” call. The standard approach brief is to be conducted by CM2. The briefing must include the following: • All standard calls. • Stabilisation Criteria. • Approach ban point. • A review of crew actions in the event of a go-around at and below decision height. • Seat Position. The visual segment of runway or approach visible from the cockpit is very dependent on the pilot having the correct eye position in the cockpit. The optimum position is attained by adjusting the seat position to align the red and white guidance balls on the screen centre post. Initial Approach Once the descent checks are completed CM2 must be the PF. Check LVP’s in force with ATC or ATIS. Final Cleared Altitude The aircraft should be configured for the approach with both NAV receivers tuned to the NAVAID for the runway in use and the runway HDG set on both course selectors. FD bars must be active. Final Approach 500-Series When cleared to establish on the final approach course/localiser, arm NAV/APP mode. The approach capability will be displayed on the ADU. (Cat 1 or CAT 2 for an ILS) CM2 will request configuration changes (Flaps 15°/Gear Down/Flap 25°(ATR 42)/Flap 30/35°). As the aircraft speed approaches V it must be configured for landing. APP End 500-Series

600-Series When cleared to establish on the final approach course/localiser, arm NAV/APP mode. The approach capability will be displayed on the FMA. (Cat 1 or CAT 2 for an ILS) CM2 will request configuration changes (Flaps 15°/Gear Down/Flap 25°(ATR 42)/Flap 30/35°). As the aircraft speed approaches V it must be configured for landing. APP End 600-Series 500ft above DA/MDA/CDA At 500ft above minimums, CM1 will call “500 Above”. CM2 will respond with “Checked”. 100ft above DA/MDA/CDA At 100ft above minimums, CM1 will call “100 Above”. CM2 will respond with “Checked”. CM1 will look outside for visual references. CM2 will continue to fly the aircraft. At DA/MDA/CDA CM2 will Call “Decide”. If adequate visual references are obtained CM1 will call “Land” or if no visual references are obtained calls “Go-Around”. If “Land” is called CM1 will then disconnect the autopilot and call “Disconnecting Autopilot, Yaw Damper Off” disconnects the autopilot and lands manually. Touchdown must occur in the designated Touch Down Zone (TDZ).

2.1.24.6 Visual Reference¶

A lateral element of the ground lighting system (approach crossbar or landing threshold bar) and at least three consecutive lights of the following must be seen and maintained to positively align the aircraft: • Centre-line of the approach light, or • Touch-down zone lights, or • Runway centre-line lights, or • Runway edge lights, or • Any combination of the above If adequate visual references are not obtained at minimums or CM2 does not hear a response from “Decide” then CM2 immediately initiates a normal missed approach. A missed approach must be initiated for any of the following: • Inadequate visual references at DH. • No response from CM1 at DH. • A safe landing is uncertain. • Deviation more than ± one dot GS or ⅓ dot LOC/VOR. • Outwith ± 5° of the inbound course on an NDB approach. • Aircraft too far out of trim at DH. • A sudden change of rate of descent or altitude below 500ft RA. • Either pilot becomes incapacitated, unless continuation is the only safe option.

2.1.24.7 Loss of Visual Reference After Decision to Land¶

Should CM1 lose visual references after the decision to land was made they shall execute a go-around.

2.1.24.8 After Touch Down¶

It is essential that CM2 keep their eyes inside the cockpit, monitoring the approach and landing on instruments until the landing run is complete. CM1 will seek appropriate runway exit point and if required when clear of the runway CM2 will inform ATC that they have vacated the runway.

2.2 Standard Operating Procedures¶

2.2.1 Cockpit Management, Teamwork and CRM¶

The aim of cockpit management and CRM is to achieve a safe and efficient operation of the aircraft. This requires a team effort led and managed by the Captain. The team includes the cabin crew. The cockpit and cabin crew must always operate as a team. A sense of collaboration and mutual help must prevail for the ultimate objective of safely and efficiently completing the flight. When the First Officer is PF, the Captain will encourage the First Officer to make decisions and to develop his Captaincy. However, the First Officer must not lose sight of who is Captain. Equally, the Captain must remember that he has the ultimate responsibility for the safe and efficient operation of the aircraft. The Captain must use crew resources in the most effective way and must encourage the other crew members to engage in teamwork by allowing them to participate and give suggestions whenever useful for the execution of the flight. All crew members must treat each other with respect and consideration at all times.

2.2.2 Flight Preparation¶

Crew are required to report to the airport or respective crew room at least one hour before STD. All crew members are required to check their company email when reporting for duty and in particular should review any new NOTAC or Commander Brief Entries. Both crew shall cross check each other’s EFBs for serviceability, level of charge and any required content updates. 80% charge is the minimum acceptable level before boarding the aircraft. The Co-Pilot will normally access the flight crew briefing using the CrewBriefng Website and print off all relevant material and prepare the flight envelope. The flight envelope should contain the following: • Raido Scratch Pad • Operational Flight Plans (Plogs) • Take-off and Landing Data Cards Once prepared, both pilots should review the pre-flight information with particular attention paid to any Flight Messages, suitability of alternates, relevant weather, NOTAMs and open defects on the assigned aircraft. In conjunction with the Co-Pilot, the commander will review the fuel planning with respect to passenger loads, RTOW and weather. As part of this process, commanders are encouraged to actively involve Co-pilots in the decision making process. The co-pilot will then advise the handling agent or fuel company at the earliest possible time if a fuel uplift is required. In addition, the Co-Pilot will contact the handling agent to advise the: • RTOW (If applicable) • Minimum Ramp Fuel • Fuel Burn • Taxi Fuel • Crew configuration. The Commander is responsible for briefing the Cabin Crew on the flight details, including refuelling locations, passengers numbers, expected weather, taxi times, delays etc.

2.2.3 Weather Planning Requirements¶

Please refer to Loganair Operations Manual Part A 8.1.4, Methods for the Determination of Aerodrome Operating Minima and Part A AppendixC, Aerodrome Forecast – TAF Decode. Take-off Alternate Planning Minima In the event that weather at the departure airfield is below minimums for a landing a take-off alternate must be nominated. This must be within 1 hours flying time on one engine. • ATR 42: 218nm (1) • ATR 72: 199nm (1)

Note: Normal Conditions, ISA FL100. Destination Planning Minima The appropriate weather reports or forecasts, or any combination thereof, should be taken into account fora period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, with reference to the applicable planning minima • For 3D approaches RVR/visibility at or above required minimums • For 2D or circling approaches, ceiling (lowest cloud layer covering more than half the sky – broken or overcast) and RVR/visibility at or above minimums Destination Alternate Planning Minima A minimum of one suitable destination alternate must be selected for all flights. Two destination alternates shall be selected when the weather reports or forecasts for the destination aerodrome do not satisfy the required planning minima or when no meteorological information is available. Note: weather reports or forecasts (or any combination thereof, during a period commencing 1 hour before and ending 1hour after the estimated time of arrival at the aerodrome) indicate that the weather conditions will beat or above the applicable planning minima. | Highest Approach Available at Alternate | Approach Type Planning Minima for Alternate | | --- | --- | | CAT II | CAT I (1) | | Cat I | 2D (1+2) | | 2D | 2D (1+2) plus 200ft/1000m | | Circling | Circling | The table below can be used to determine the required planning minima for destination alternates. Highest Approach Available at Approach Type Planning Minima for Alternate Alternate Note 1: RVR required (must meet appropriate minima) Note 2: The ceiling must be at or above the MDH+50ft. 600-Series If an RNP approach is planned at the destination, an alternate with a conventional approach must be used. End 600-Series

2.2.4 Pre-Flight and Preliminary Cockpit Preparation¶

2.2.4.1 Pre-Flight¶

Crew should plan to arrive at the aircraft at least 30 minutes prior to STD. All items of internal and external checks are to be carried out before the crews’ first flight of the day. Flight crew YES NO change Communication between NORMAL Crew has left the leaving crew and new NO FLIGHT YES aircraft crew PREPARATION SHORT YES NO TRANSIT | Item | Action | Load Saving | | --- | --- | --- | | Pack Valve (both) | Select OFF | 2 Amps | | Fuel Pumps (both) | Select OFF | 20 Amps | | Recirc Fans (both) | Select OFF | 57 Amps | | Upper Pass Lights (Cabin Attd Panel) | Select OFF | 39 Amps |

2.2.4.2 GPU¶

When possible, aircraft should be powered by a GPU while on stand. The GPU should be configured to supply DC power, and should be indicating a voltage between 28–29.5v in the green arc on the DC maintenance panel. Current demand can be read on the adjacent DC AMP gauge. The GPU should be able to supply 300–400amps between 28v and 29.5v to ensure correct functioning of all electrical services prior to start-up. For start-up, 1275amps supply is required for 5s during start procedure. If a GPU supplies a voltage at greater than 29.5v it should not be used. If it is necessary to use or if it becomes apparent that the GPU is under rated, the following procedure should be applied: • Select DC Ext Power on and check DC EXT PWR on the Captains’ lateral maintenance panel; a weak GPU will indicate significantly below 28v. • Initiate load shedding of the following equipment to recover as much voltage as possible. (Cabin Attd Panel) CAUTION If DC EXT PWR voltage on maintenance panel still indicates 26v following load shedding, the GPU should be considered unusable. It should be disconnected from the aircraft and a battery start used. Refer to FCOM Chapter Procedures PRO NOP NSU 24 for full details regarding GPU requirements. Note: If crew experience any technical difficulties with a GPU, then the Base and GPU number are to be recorded on the evr, along with the details of the fault experienced. Battery Starts Cockpit Preparation (Step 2) requires DC power. When supplied by BAT only and no GPU available ENG 2 MUST be started in hotel mode for DC power supply. The Cabin Crew also require DC power to conduct their pre-flight checks. Before starting ENG 2 in HOTEL mode the flight crew should consider conducting refuelling and loading of the AFT loading, as once HOTEL mode is running neither fuelling or loading the AFT hold through the service door can take place. Initial Setup GPU On – Step 1 500-Series CM2 DO MFC1A/2A fault lights check flashing then extinguished. MFC1B/2B fault lights check flashing then extinguished. NOTE: If cargo door control panel is opened, the F L L A A N P D S IN L G E G VE E R A R & L IN E D VE IC R A . T .. O .. R .. . . . . . . . . . . . . . .. C .. H .. E .. C .. K .. C C O H N E S C I K S T D E O N W C N Y End 500-Series | Action | Value | | --- | --- | | 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 | | Action | Value | | --- | --- | | 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 | | Action | Value | | --- | --- | | BATTERY | ON | | MFC | MONITOR AUTOTEST | | EMER BUS & ESS BUS | CHECK ARROWS ON | | UNDV LIGHT | CHECK OFF | | Action | Value | | --- | --- | | NAV LIGHTS | ON | | EXT PWR | CHECK AVAIL LIGHT | | EXT PWR | PRESS | 600-Series CM2 DO NOTE: If cargo door control panel is opened, the C FL L A 1 P & S 2 LE .. V .. E .. R .. . & .. . I . N .. D .. I . C .. A .. T .. O .. R .. . . . . . . . . . . . . . .. C .. H .. E . C C K H E C C O K N S FU IS E T L E S N . C O Y . End 600-Series External Inspection Preparation CM2 DO OVERHEAD PANEL ............................................SCAN Check no white lights on except probes HTG & fuel pumps Monitor blue and green press on hyd system page, EMER EXIT LT SW ................................................ARM

2.2.4.3 Propeller Tie¶

It is the Captains responsibility to ensure that a suitably qualified flight crew member removes the propeller tie and correctly stows it as part of the pre-flight walk around. Crew shall ensure that propeller tie is installed at the end of their duty as shown in the image below. When not in use the prop strap should be stored in the blanks bag in the AFT hold. | Action | Value | | --- | --- | | 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 | | Action | Value | | --- | --- | | MFC AUTOTEST CHECK BRAKE HANDLE | PARKING | | MFC1A/2A fault lights check flashing then extinguished. PL 1 & 2 | CHECK GI | | MFC1B/2B fault lights check flashing then extinguished. GUST LOCK | CHECK ON | | Action | Value | | --- | --- | | MFC1A/2Aauto test is automatically done, in this case, LANDING GEAR LEVER | CHECK DOWN | | check that MFC1A/2A fault lights are extinguished. EEC 1 & 2 | CHECK PRESSED IN | | 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 | | Action | Value | | --- | --- | | HYD AUX PUMP | PRESS | | HYD X FEED | ON THEN OFF |

2.2.4.4 External Inspection¶

FLT 3.8.6A, 3.8.7A, 3.8.9, 2.2.25 CM1 shall carry out a detailed external check on their first flight of the day as per FCOM Chapter Procedures PRO.NOP NOR 3. These procedures are also reproduced in the Normal Procedures section of the QRH. Subsequent external checks shall be conducted by either CM1 or CM2. The external inspection shall include confirmation that there i s no visible damage to the aircraft structure or structural components. Reference should be made to the Damage Control chart to verify existing recorded damage. If crew notice any additional damage or are unsure as to the recording of existing damage LMC must be contacted for clarification and/ or to report any new observable damage. If ground crew report any damage, CM1 must perform a visual inspection of the reported area. The details of any newly observed damage must be reported to LMC. The standard procedure for the external inspection is with the prop brake ON. If necessary, the prop brake can be released to allow closer inspection of the starboard propeller blades. Reasons could include suspected damage from FOD and following a known or suspected b ird strike. The prop brake must not be engaged or released without both CM1 and CM2 being on the flight deck to help mitigate against starting engine 2 without the prop brake engaged. CM1 is responsible for checking the aircraft Technical Log and ensuring that the aircraft is serviceable for operation before completing the Technical Log and signing the captains’ acceptance. It should be noted that any “open” defect in the tech log, regardless of the nature must be rectified and signed off or deferred by a qualified engineer, in accordance with the MEL before the aircraft may depart. This does not apply to an aircraft defect at an out-station when the aircraft may depart in accordance with the procedure in Ops Manual Part A. 8.1.12. CM1 must communicate any relevant information pertaining to the technical serviceability of the aircraft to CM2 and the Cabin Crew if applicable. Crew should ensure sufficient Tech Log pages are carried on board the aircraft to cover their allocated duty sectors for the day. Should there be a shortfall; engineering should be contacted prior to leaving the engineering base. External Inspection During this inspection, the CM1 must perform and check the following: • 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. Internal Inspection (Freighter) • Overall condition of internal panels and visible emergency components • Condition and security of nets. • Ballast. Upon completion of inspection, CM1 returns to the cockpit. 10 9 8 12 11 7 13 6 5 1 14 4 2 3 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 nopeeling 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- propeller indicator, no icer condition impact Inner wing leading edge and fairing: condition 5 – Left forward fuselage Emergency exit: check closed Wing light: condition, glass not broken Emergency light: condition, glass not broken Avionics vent overboard valve: open Antennas: check in Cargo door: closed, place, no impact latched 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, 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 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 Service door: closed/ Emergency exit light: secured open, no condition, glass not impact broken 2 outflow valves: Tail skid: check unobstructed Tail prop: check 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

2.2.4.5 Internal Checks¶

FLT 3.8.7B Whilst CM1 is carrying out the external inspection CM2 will complete the cockpit setup. Cockpit Preparation – Step 2 500-Series End 500-Series

600-Series 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 End 600-Series All Variants The main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for flight. Note: If fault light is displayed on Engine 2 Start PB check to ensure the Gust Lock handle is fully engaged. 500-Series CM2 DO NAV lights must be ON any time the aircraft is electrically powered. PROP BRK .................................................ENGAGED PROP BRK ON Check the PROP BRK blue light is illuminated. ENG START SELECTOR ..........................OFF & START If not, depress HYD AUX PUMP PB on the pedestal. ABORT When the READY green light illuminates, select PROP Check also the memo panel. Except AFR AIR BLEED amber light illuminated. To avoid any injury to ground staff. AUTO / NO LIGHT Check oxygen pressure, main supply ON and pax supply no light. | Action | Value | | --- | --- | | PRO NOP NOR DOME LIGHT | CHECK / AS RQRD | | STANDBY COMPASS LIGHT | CHECK / OFF | | STORM LIGHT | CHECK / OFF | | CALLS ATTND | CHECK | | MIN CAB LIGHT | OFF | | FUEL PUMPS & X-FEED | TEST | | DOORS | TEST | | SPLR LIGHT | CHECK TURNED OFF | | TLU SW | AUTO/GUARDED | | FLT CTL FAULT LIGHT | CHECK TURNED OFF | | LDG GEAR OVERHEAD PANEL LIGHT | CHECK | | MFC | CHECK NO LIGHT | | ENG 1 FIRE | TEST | | Action | Value | | --- | --- | | BRK ON. CVR & SSFDR | TEST | | Check the UNLK red light is extinguished. SIGNS | ON | | Action | Value | | --- | --- | | EMER EXIT LT TOGGLE SW | ARM | | DISARM LIGHT | CHECK TURNED OFF | | DE- /ANTI-ICING | CHECK TURNED OFF | | Action | Value | | --- | --- | | AC WILD ELEC PWR | CHECK | | HYD PWR | CHECK | | EMER LOC XMTR | CHECK GUARDED | | Action | Value | | --- | --- | | ANNUNCIATOR LIGHT | .AS RQRD | | AIR BLEED/ COMPT TEMP | CHECK | | RECIRC FAN 1+2 | ON | | OVBD VALVE | AUTO/GUARDED | | OXYGEN PANEL | CHECK | | Action | Value | | --- | --- | | COMPT SMK PANEL | TEST | | ENG 2 FIRE | TEST | CM2 DO the lever visible. Check ACCU BRAKE pressure & use HYD AUX PUMP PB if required. Warning: Do not pressurize system without clearance Index facing the green mark, red mark hidden. STICK PUSHER/SHAKER .....PRESSED IN & GUARDED Three green lights ON and all red lights OFF | Action | Value | | --- | --- | | IDLE GATE | CHECK | | EMER AUDIO CANCEL | CHECK GUARDED | | GUST LOCK LEVER | ON | | PARKING BRAKE ON FLAPS | 0° | | Action | Value | | --- | --- | | from ground crew. RADAR | TEST | | CDLS (if installed) | TEST | | Action | Value | | --- | --- | | PEC 1& 2 | ...PRESSED IN / NO LIGHT | | PWR MGT | TO | | Action | Value | | --- | --- | | EEC 1 & 2 | PRESSED IN/ NO LIGHT | | ATPCS | PRESSED IN / NO LIGHT | | A.. | TEST | | Action | Value | | --- | --- | | DITCH (if installed) | ...GUARDED NO LIGHT | | CAB PRESS PANEL CHECK CAB PRESS MODE SEL | ...PRESSED IN | | No light & rotary selector in green zone. CAB PRESS RATE KNOB | ........NORM | | Action | Value | | --- | --- | | AUTO PRESS panel | ....TEST & SET | | DESCENT RATE | ..NORM | | AUTO PRESS DUMP | ...GUARDED/NO LIGHT | | TRIMS | CHECK | | Action | Value | | --- | --- | | | | | | | | S | CHECK | | Action | Value | | --- | --- | | ANTISKID | ....PRESSED IN/NO FAULT | | LDG GEAR lever | DOWN | DO SCAN ON LEFT LATERAL PANEL COCKPIT COM HATCH ...................OPEN Cockpit com hatch must be opened until engine 1 start, in order to avoid that the extract fan suction creates a depressurisation when passenger doors is closed. (Ref. procedure and techniques 2.02.03). On BAT only this test is done before ENG 2 start in hotel mode SCAN ON LEFT SWITCHING PANEL SCAN ON LEFT INSTRUMENT PANEL CM2 DO SCAN ON RIGHT LATERAL PANEL SCAN ON RIGHT SWITCHING PANEL SCAN ON RIGHT INSTRUMENT PANEL End 500-Series | Action | Value | | --- | --- | | ELEC | GUARDED | | STICK PUSHER/SHAKER | TEST | | Action | Value | | --- | --- | | WARN selector | NORM FLIGHT | | ELEC IND | AS RQRD | | N/W STEERING sw | | | N/W STEERING HANDLE | CHECK | | OXYGEN MASK | TEST | | Action | Value | | --- | --- | | 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 | | Action | Value | | --- | --- | | MAINTENANCE PANEL | CHECK | | EXTRACT AIR FLOW | GUARDED | | VIDEO SYSTEM (if installed) | CHECK | | OXYGEN MASK | TEST | | Action | Value | | --- | --- | | CONSOLE & READING LT | AS RQRD | | AUDIO 2 SEL | NO LIGHT | | F/O SWICHING | NO LIGHT | 600-Series CM2 DO 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 & START If not, depress HYD AUX PUMP PB on the pedestal. ABORT When the READY green light illuminates, select PROP MAIN ELEC PWR PANEL+ASSOCIATED ELEC Check also the memo panel. Except AFR AIR BLEED amber light illuminated. To avoid any injury to ground staff. Check also ACW-HYD SD page. Check also ACW-HYD SD page. AUTO / NO LIGHT Check also Air Cabin SD page Check oxygen pressure, main supply ON and pax supply no light. | Action | Value | | --- | --- | | PRO NOP NOR DOME LIGHT | CHECK / AS RQRD | | STANDBY COMPASS LIGHT | CHECK / OFF | | STORM LIGHT | CHECK / OFF | | CALLS ATTND | CHECK | | MIN CAB LIGHT | OFF | | FUEL PUMPS & X-FEED | TEST | | DOORS | TEST | | SPLR LIGHT | CHECK TURNED OFF | | TLU SW | AUTO/GUARDED | | FLT CTL FAULT LIGHT | CHECK TURNED OFF | | LDG GEAR OVERHEAD PANEL LIGHT | CHECK | | MFC | CHECK NO LIGHT | | ENG 1 FIRE | TEST | | Action | Value | | --- | --- | | EMER EXIT LT TOGGLE SW | ARM | | DISARM LIGHT | CHECK TURNED OFF | | DE- /ANTI-ICING | CHECK TURNED OFF | | Action | Value | | --- | --- | | ANNUNCIATOR LIGHT | AS RQRD | | AIR BLEED/ COMPT TEMP | CHECK | | Action | Value | | --- | --- | | RECIRC FAN 1+2 | ON | | OVBD VALVE | AUTO/GUARDED | | OXYGEN PANEL | CHECK | | Action | Value | | --- | --- | | COMPT SMK PANEL | TEST | | ENG 2 FIRE | TEST | CM2 DO NAV ND OVLY / TRAFFIC set to ABOVE position. SURV / Active XPDR set on system 1 on odd days and system 2 on even days / XPDR 1(2) set to STBY. FUEL USED ....................................................RESET TCAS set to AUTO. Index facing the green mark, red mark hidden. Three green lights ON and all red lights OFF SCAN ON GLARESHIELD | Action | Value | | --- | --- | | ATPCS STATIC TEST | PERFORM | | MIP/PED/OVHD/FLOOD LT | AS RQRD | | TRIMS | TEST | | IDLE GATE | CHECK | | EMER AUDIO CANCEL | CHECK GUARDED | | IDLE GATE CHECK PULLED GUST LOCK LEVER | ON | | No IDLE GATE FAIL amber light, and amber band on FLAPS | 0° | | the lever visible. VCP: COM,SURV,NAV | SET/CHECK | | CDLS (if installed) | TEST | | PARKING BRAKE ON RADAR | TEST | | Check ACCU BRAKE pressure & use HYD AUX PUMP MCDU BRT | SET AS RQRD | | Action | Value | | --- | --- | | Warning: Do not pressurize system without clearance APM | TEST | | from ground crew. PEC 1& 2 | PRESSED IN / NO LIGHT | | PWR MGT | TO | | IESI | CHECK NO FLAG | | Action | Value | | --- | --- | | EEC 1 & 2 | PRESSED IN/ NO LIGHT Check no flag. | | ATPCS | PRESSED IN / NO LIGHT | | DITCH (if installed) | GUARDED NO LIGHT | | CAB PRESS PANEL CHECK CAB PRESS MODE SEL | PRESSED IN | | No light & rotary selector in green zone. CAB PRESS RATE KNOB | NORM | | Action | Value | | --- | --- | | AUTO PRESS panel | TEST & SET | | DESCENT RATE | NORM | | AUTO PRESS DUMP | GUARDED/NO LIGHT | | ANTISKID | PRESSED IN/NO FAULT | | LDG GEAR lever | DOWN | DO SCAN ON LEFT LATERAL PANEL COCKPIT COM HATCH ...................OPEN Cockpit com hatch must be opened until engine 1 start, in order to avoid that the extract fan suction creates a depressurisation when passenger doors is closed. (Ref. procedure and techniques 2.02.03). On BAT only this test is done before ENG 2 start in hotel mode SCAN ON LEFT SWITCHING PANEL SCAN ON LEFT INSTRUMENT PANEL AIRSPEED, ALTIMETER, HDG ON ND AND CM2 DO SCAN ON RIGHT LATERAL PANEL SCAN ON RIGHT SWITCHING PANEL SCAN ON RIGHT INSTRUMENT PANEL SYST PAGE (AC/DC, CABIN, End 600-Series | Action | Value | | --- | --- | | BRAKE ACCU HYD | CHECK | | ELEC | GUARDED | | STICK PUSHER/SHAKER | TEST | | Action | Value | | --- | --- | | WARN selector | NORM FLIGHT | | ELEC IND | AS RQRD | | N/W STEERING sw | ON & GUARDED | | N/W STEERING HANDLE | CHECK | | OXYGEN MASK | TEST | | Action | Value | | --- | --- | | 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 | | Action | Value | | --- | --- | | CLOCK TIME | CHECK | | FMA ON PFD | CHECK | | Action | Value | | --- | --- | | VSI ON PFD | CHECK NO FLAG | | EADI ON PFD | CHECK ATTITUDE | | EHSI ON PFD | CHECK | | Action | Value | | --- | --- | | EHSI | CROSS CHECK & NO FLAG | | MEMO PANEL DISPLAY | CHECK | | Action | Value | | --- | --- | | MAINTENANCE PANEL | CHECK | | EXTRACT AIR FLOW | GUARDED | | VIDEO SYSTEM (if installed) | CHECK | | OXYGEN MASK | TEST | | Action | Value | | --- | --- | | CONSOLE & READING LT | AS RQRD | | AUDIO 2 SEL | NO LIGHT | | F/O SWICHING | NO LIGHT | | CAPT LOUD SPEAKER | AS RQRD | | Action | Value | | --- | --- | | CLOCK TIME | CHECK | | FMA ON PFD | CHECK | | Action | Value | | --- | --- | | EADI ON PFD | CHECK ATTITUDE | | HDG ON ND AND EHSI | CROSS CHECK & NO FLAG | | MEMO PANEL DISPLAY | CHECK |

2.2.4.6 Stick Pusher/Shaker YES Test¶

On the first flight of the day the STICK PUSHER/SHAKER YES test must be performed. Refer to FCOM Chapter Procedures PRO NOP NOR.28 for the full procedure. Flight Event CM1 CM2 Actions: Stick After 10 Sec Pusher Test

2.2.4.7 Pre-Flight Freighter Operations¶

600-Series Not Applicable End 600-Series

500-Series An additional panel has been installed in the flight deck on the overhead panel. The panel includes 6 warning lights, one for each detector. A press-to-Test switch is incorporated into each smoke detector warning light which tests the electronic circuits of the detector unit. This test can be performed at any time, on ground or in flight, without activating the CCAS. The smoke detection system must be tested as part of the cockpit preparations prior to each flight. | Action | Value | | --- | --- | | Gust Lock Lever | OFF | | Control Column | NOSE DOWN | | WARN Selector | STICK PUSHER YES | | PTT pb | PRESS & HOLD | | – Cricket | SOUNDS | | – Stick Shaker | OPERATES | | Action | Value | | --- | --- | | – CHAN 1 & CHAN 2 lights | COME ON | | – Stick Pusher Lights | COME ON | | – Stick Pusher | OPERATES | | PTT pb | RELEASE | | WARN Selector | NORM FLT | | Gust Lock Lever | ON | | Control Column | LOCK NOSE UP POSITION |

Note: End 500-Series

2.2.4.8 Preliminary Cockpit Preparation¶

CM2 shall complete the preliminary cockpit preparation on the first flight of the day as per the procedure in the QRH, Chapter Procedure Normal Operations QRH PRO sections 1 to 5. During the preliminary cockpit preparations all panels are scanned and all white lights except for ENG 1 & 2 BLEED and all probe heat lights are extinguished. Although the recirculation fans can create significant noise, they should not be selected off during the cockpit preparation. Continual cycling of the recirculation fans by selecting them on and off causes excessive wears and may lead to their failure. Probe heating should be selected OFF during the preliminary cockpit inspection. CAUTION: The importance of checking that the Anti Icing equipment is selected off cannot be over emphasised. Ensuring that the STBY PITOT heating is selected OFF is especially important, as it is electrically fed from the AC STBY BUS and will be heated via the battery and/or GPU. Severe damage to personnel and the equipment itself can occur if this is not checked. Probe heating shall remain deselected until the before taxi flow. The weather RADAR should never be tested or operated on the ground in the vicinity of ground personnel or equipment as this may present a hazard. If the weather RADAR is required for use in flight, this should be tested at a suitable opportunity prior to taxi, once the push back has been completed and all ground personnel and equipment have disconnected and are clear of the aircraft. On the first sector of their duty the cabin crew will call the flight deck using the normal and emergency call bell to test them. For every flight, at any stage, once the preliminary cockpit preparation is complete, CM1 will call for the “Preliminary Cockpit Preparation Checklist”. This checklist is then read by CM2 as a challenge and response. Note 1: The Preliminary Cockpit Preparation Checklist is not included in the Electronic Checklist and is read from the paper Normal Checklist on the aircraft. Note 2: On the first flight of the day the TRIMS TEST should be performed in accordance with QRH PRO SYSTEM TEST page 01. On subsequent flights testing the trim for movement in the correct sense will be acceptable for the purposes of the TRIMS TEST. On completion of the preliminary cockpit preparation, CM2 is then responsible for preparing the relevant paperwork (bug cards, ATIS, flight report, load-sheet etc.) for the flight. When appropriate, CM2 will request the Departure Clearance from ATC and record the clearance on the Flight Plan. Both pilots shall monitor the departure clearance from ATC. Once the preliminary cockpit preparation is complete and the ATC departure clearance has been received, PF shall be responsible for programming of the FMS/GNSS. GNSS & FMS initialisation and programming, (see Chapter15, FMS Procedures for full details). On the ground, programming of the GNSS or FMS is normally performed by the PF and cross-checked by the PM. The FMS/GNSS active FPLN must be crossed checked by CM1 and CM2 against the filed flight plan as listed on the Operational Flight Plan. This is to include SID, routing and expected arrival for destination (if known) and height constraints. On FMS/GNSS equipped aircraft the secondary FPLN shall be programmed for a return to the departure airfield. This Secondary FPLN shall include: • Published engine failure procedure routing. • Holding fix for the active runway. • Approach for active runway. • Weather at departure airport. SEC PERF. On aircraft equipped with FMS or GNSS, once the loadsheet data is available, this is entered in using the MCDU. CM1 will read aloud the loadsheet data. CM2 will enter the data into the FMS/GNSS using the MCDU. CM1 will observe the entry and verify that the correct data is entered. 600-Series On the 600 series, performance data is entered in to the FMS using the MCDU if required. Performance data shall be verified in the following manner: CM2 will extract and read aloud the performance data from the manual. CM1 will enter the data into the FMS using the MCDU. CM2 will observe the entry and verify that the correct data is entered. End 600-Series

2.2.4.9 FMS Procedures¶

FMS setup procedures can be found in Chapter15 – FMS Procedures.

2.2.4.10 Short Transit¶

During short transit, instead of cockpit preparation, perform these actions. 500-Series CM1 CM2 or PF (3) Actions: A full description of Each Flight Checks can be found in Cockpit Com Hatch...................................................OPEN Actions: Kept open until ENG1 start to avoid pressurisation bumps. End 500-Series

600-Series CM1 CM2 or PF (3) Actions: A full description of Each Flight Checks can be found in Cockpit Com Hatch...................................OPEN Actions: Kept open until ENG1 start to avoid pressurisation bumps. End 600-Series Note 1: If in hotel mode, the ATPCS test can be performed with PL in GI. 01. On the Short Transit Check testing the trim is for movement in the correct sense and not the full range of movement. Note 3: On the first flight of the day CM2 performs the Preliminary Cockpit Checks. On subsequent turnarounds it is the responsibility of PF to carry out these task. | Action | Value | | --- | --- | | Engine Fire 1 | TEST | | External Inspection | PERFORM CVR............................................................TEST | | Engine Fire 2 | TEST | | ATPCS Static Test (1) | PERFORM | | Trims (2) | TEST | | Action | Value | | --- | --- | | GPS RESET | PERFORM | | External Inspection | PERFORM Engine Fire 1..............................................TEST | | CVR | TEST | | Engine Fire 2 | TEST | | ATPCS Static Test (1) | PERFORM | | Trims (2) | TEST |

2.2.5 Pre-Departure¶

2.2.5.1 Seat Position¶

Before each takeoff and landing, and after each adjustment of the seat, the pilot should ensure that theseat is correctly locked in a secure position. ATR recommends the pilot applies on the seat a pressure/input in the longitudinal direction in order to confirm that the seat is properly locked. Note that if the seat is not properly locked, that is to say if locking pins and adjacent holes in the tracks are not aligned, the seat may slide back to the rear stop position; in such a case, the PF function must immediately be transferred to the other pilot.

2.2.5.2 Loadsheet and Take-Off Data¶

The loadsheet will be completed using EFB. Both crew must independently complete the loadsheet and then crosscheck to confirm the outputs. The ‘Crossfeed’ function may ONLY be used to transfer flight packages between iPads, and is NOT to be used to transfer completed loadsheets. Only the Captain has authority to sign and send the loadsheet. Take care to ensure that the correct flight details have been selected prior to completing the loadsheet. There have been reports that crews have inadvertently completed the wrong flight within the app. Be are aware that the ordering of flights switches between ascending by STD to descending by STD when moving from the Scheduled Fights tab and the Flights tab. A copy of the loadsheet must be kept on the ground prior to departure to satisfy regulatory requirements. If the loadsheet cannot be sent electronically then crews must complete a manual loadsheet. Last Minute Changes from Dispatcher Due to the door between that cabin and forward hold having to be closed during boarding any changes to the loadsheet figures will be communicated from the dispatcher to flight deck via the interphone in the galley. Once complete the loadsheet shall be passed out to the dispatcher through the ground comms hatch. Manual Loadsheets If EFB loadsheets are not available then the crew must complete a manual loadsheet and leave the Flight Information Sheet (FIS) with the dispatcher. The FIS sheet is tagged to the PLOGS in CrewBriefing and must printed off for every sector with the PLOGS.

2.2.5.3 Take-Off Speeds¶

500-Series Once the load-sheet is complete, the take-off speeds must be recorded on the Bug Card and the relevant speeds set. This must be done in a coordinated manner between CM1 & CM2 with the speeds independently verified. Take-off speeds shall be extracted from the performance tables for the applicable runway departure point and ambient conditions. In situations where the actual take-off weight is significantly below the maximum published weight in the performance tables, the VR and V2 speeds may be extracted using an artificially high temperature, provided the take-off weight is below the published weight for that temperature. If the V1 is higher than the VR for the actual take-off mass, use VR as V1 (V1 = VR). Take-Off Speed Bugs Final take off speed – V for Normal and Icing conditions must be FTO extracted from the QRH or from the speed cards V speed will vary from FTO VmLB0° (Minimum Lo Bank speed, Flaps 0°) in Normal conditions to VmLB15° (minimum Lo Bank speed, Flaps 15°) in icing conditions. Note that for certain variants and weights, V speed in icing conditions FTO (VmLB15°) is lower than V speed in normal conditions (VmLB0° – FTO normal conditions). Icing Bug speed – VmLB0° (minimum Lo Bank speed, Flaps 0°, icing conditions) must be extracted from the QRH or from the speed cards. Speeds must be recorded legibly on the Take-Off Data “Bug” card. End 500-Series

600-Series For Non-Limiting Runways use FMS speeds. On limiting runways the V , 1 V & V speeds must be calculated using the GWC. Speeds extracted R 2 from the GWC’s must be manually entered for all cases and shall be cross-checked and verified by CM1 and CM2. Note that any change of aircraft weight, fuel or C of G entered in to the FMS will cause speeds to revert to NON-LIMITING speeds. Manual speeds must therefore be re-entered. FMS managed speeds will then be displayed on the speed tape on the Primary Flight Display. Take-Off Flaps 15°

Note: For departure, the PM shall have the take-off performance page displayed on the MCDU showing the take-off speeds. End 600-Series

Each crew member will set up Navigation aids as required, this setup shall be included as part of the departure brief.

2.2.5.5 Emergency and Take-Off Briefing¶

FLT 3.11.23 These will be given by PF for each departure. A full ‘Emergency Briefing’ will be given by PF for the first flight of the day. Thereafter, during one duty period involving the same crew members, the ‘Emergency Brief’ may be shortened to “Standard Emergencies” provided the Commander is certain that all crew members are sure of their duties. Emergency Briefing CAPTAINS TAKEOFF BRIEF FIRST OFFICERS TAKEOFF BRIEF This will be an abnormal/Normal departure. Below 70 kts I will call “STOP, STOP” You will call “STOP, STOP” and bring the aircraft to a halt. You will select Ground idle. Above 70 kts I will call “STOP, STOP” You will push the control column. I will select Ground Idle. forward and keep wings level. I will push the control column forward You will apply braking as required and keep wings level. I will call out “LO Pitch” I will apply braking as required. I decelerating through 70kts I will call You will call out “Lo Pitch”. “70kts”. I will use reverse if required. I will hold the control wheel into wind, On your call of “70kts” I will call “My keeping the wings level with aileron. Steering”. I will advise ATC “LOG xxx stopping and assume control of NWS. on RWY” You will hold the control wheel into wind, keeping wings level with aileron. You will advise ATC “LOG xx stopping on RWY” Emergency Briefing CAPTAINS TAKEOFF BRIEF FIRST OFFICERS TAKEOFF BRIEF Following a rejected take off, we shall evaluate the situation before taking further action For a failure at or after V , I will continue the take-off with no action below 1 acceleration altitude except to raise the landing gear, confirm ‘Up Trim’, ‘Auto-Feather’ and ‘Heading Mode’, if required, and silence the master warning if applicable. In case of high published Acceleration Altitude, Captain may decide to start memory items before reaching it but never below 400ft AAL. PM must only move the PL or CL on confirmation from PF. Be alert for deviations from SOPs or incapacitation. In the event of an extreme situation, action may be taken below acceleration altitude. PM must only move the PL or CL on confirmation from PF. Take-Off Brieing (To be given prior to each take-off): The departure brief should be in the THREATS CTWO format. Threats Any threats that can be identified with the Departure and how they can be mitigated, Aircraft type 42/72, use of HOTEL Mode. Chart Departure procedure and route including a check of FMS programming and navigation equipment set up including any P-RNAV requirements.

Note: achieve the departure profile depicted on the chart. The brief should not be a verbatim reading of the chart. Terrain Describe: 1. MSA/AMA/MORA for the departure and route. 2. How terrain clearance and SID gradient is achieved in the All Engines Operating case. 3. How safe terrain clearance will be achieved in the event of an engine or power unit failure below 1500ft AAL and between 1500ft AAL and MSA/AMA or MORA as applicable (1000ft terrain clearance required). 4. Action in the event of an engine or power unit failure en-route with respect to drift down and OEI service ceiling. Weather Describe applicable weather conditions at the airfield, Take-off alternates required and expected en-route weather with reference to anti-icing/ de-icing procedures, use of de-icing/anti-icing equipment, weather radar, weather avoidance, etc. Operational 1. Any deviations from SOP’s or un-serviceability’s. 2. Expected procedures should an airborne return be necessary and whether the departure airfield is suitable for return in terms of weather, landing performance, etc. 3. Applicable Operations Engineering Bulletins (OEB).

2.2.6 Final Cockpit Preparation – Step 3¶

Final Cockpit Preparation shall be completed by each crew member as described in the table below. At a suitable time, when setup is complete and loadsheet figures obtained, CM1 will call for the Final Cockpit Preparation Checklist. If at this stage the Passenger Headcount data has not been received the checklist should be held at EFB/Mobiles......... Flight Safe Mode. Once the Passenger Headcount data has been confirmed the Loadsheet shall be sent and the remaining items on the Final Cockpit Preparation checklist completed. 500-Series Flight Event CM1 CM2 Actions: Actions: Data card 1st part: Weather, Weight limit based on performance computation, Acceleration Altitude, Single engine flight path. Fuel QTY.............................................CONFIRM Confirm fuel onboard matches with minimum fuel required. Engine Fuel Used....................................RESET Engine fuel used will be automatically reset if aircraft has been de-energised. Captain altimeter & STBY ALT Check no lights except No SMKG & SEAT BELTS Set destination landing elevation rounded up to Final nearest 100 feet. Cockpit PWR MGT.......................................................TO Setup Prop Brake.....................................................ON Seat and Rudder Pedals....ADJUST & LOCKED Should be performed when rudder is in neutral position. Seat & Rudder Pedals........ADJUST & LOCKED Should be performed when rudder is in neutral position. | Action | Value | | --- | --- | | Parking Brake | ENGAGED ATIS........................................................OBTAIN | | Brake Press Indicator | CHECK Take-Off Data Card...........................Fill 1st Part | | Action | Value | | --- | --- | | Tanks Balanced | CHECK | | Altimeters | SET & X CHECK | | Action | Value | | --- | --- | | Altimeters | SET & X CHECK | | Memo Panel | SCAN | | LDG Elevation | SET | Flight Event PM PF Actions: FMS..............................................................SET Check EXP DATE WEIGHTS.....................................................SET Set FOB, Reserve and provisional ZFW FPLN INIT ...................................................SET Insert route, inset FLT ID, insert DEP and ARR, cancel discontinuity and ACTIVE FPLN. Set secondary FPLN as necessary Final Cockpit Actions: Carefully check Waypoints sequencing, ALT and Speed constraints No waypoint insertion (Database waypoint or custom waypoint) is allowed in SID, Contd. STAR and Approach legs Check flight plan total distance and estimated fuel remaining at destination. Check En route RAIM and Destination RAIM (if required). ALT SEL.......................................................SET Set 100ft below expected first cleared level. Departure Actions: Briefing Departure Briefing............................COMPLETE End 500-Series | Action | Value | | --- | --- | | FMS | SET | | POS INIT | CHECK | | NAV DATA | CHECK | | Action | Value | | --- | --- | | NAVAIDS | SET | | NAV 1 & 2, CRS 1 & 2, BRG 1 & 2 | SET | | COMS | SET | 600-Series Flight Event CM1 CM2 Actions: Actions: Confirm fuel onboard matches with minimum fuel performance computation, Acceleration Altitude, required. Single engine flight path. Engine Fuel Used....................................RESET Engine fuel used will be automatically reset if aircraft has been de-energised. Captain altimeter & IESI Memo Panel (EWD)...................................SCAN Check no lights except No Device & Seat Belt Sign. Final Set destination landing elevation rounded up to Cockpit nearest 100 ft. Check on OVHD panel and Memo Panel (EWD). Seat and Rudder Pedals.....ADJUST & LOCKED Should be performed when rudder is in neutral position. Seat & Rudder Pedals........ADJUST & LOCKED Should be performed when rudder is in neutral position. | Action | Value | | --- | --- | | Parking Brake | ENGAGED ATIS........................................................OBTAIN | | Brake Press Indicator | CHECK Take-Off Data Card............................Fill 1st Part | | Fuel QTY | CONFIRM Data card 1st part: Weather, Weight limit based on | | Action | Value | | --- | --- | | Tanks Balanced | CHECK | | Altimeters | SET & X CHECK | | Action | Value | | --- | --- | | Altimeters | SET & X CHECK | | LDG Elevation | SET | | Action | Value | | --- | --- | | Setup PWR MGT | TO | | Prop Brake | ON | Flight Event PM PF Actions: FMS..............................................................SET Caution do not override automatic FMS position function Check STS DATA and EXP DATE Set and Check units for HDG, ALT, TEMP and Baro setting WEIGHTS.....................................................SET Set FOB, Reserve and provisional ZFW PERF INIT ...................................................SET Set FF Factor, CRZ MODE, DFLT FPA, ALTN name and ALTN CRZ ALT FPLN INIT....................................................SET Final Insert new route or call stored route, insert FLT ID, Cockpit Actions: insert DEP and ARR, cancel discontinuity and Contd. necessary Check FPLN with MCDU and ND. Carefully check Waypoints sequencing, ALT and Speed constraints No waypoint insertion (Database waypoint or custom waypoint) is allowed in SID, STAR and Approach legs Check flight plan total distance and estimated fuel remaining at destination. Check En route RAIM and Destination RAIM (PROG 3/3) if required. SATELLITE DESELECTION........................SET According to GPS NOTAM study, deselect relevant out of service Satellite to improve FMS location (PROG 3/3) | Action | Value | | --- | --- | | FMS | SET | | POS INIT | CHECK | Flight Event PM PF Actions: Actions: NAVAID DESELECTION..............................SET According to NOTAM study, deselect relevant out of service Navaid to improve FMS location (DATA -> NAV FRQ) VNAV............................................................SET Insert QNH and OAT of departing airport (if installed) PERF............................................................SET Insert wind on departing airport and wind profile along the flight plan route if required. Final RNP FLIGHT AREA................................CHECK Cockpit Check TERM displayed in FMS MESSAGES AREA Setup MSG ON ND & MCDU............................CHECK Contd. Check no Amber message on ND and MCDU ALT SEL.......................................................SET Set in accordance with ATC clearance NAVAIDS......................................................SET • If conventional NAVAID required for return or engine fail procedure NAV 1 & 2, CRS 1 & 2, Departure Actions: Briefing Departure Briefing............................COMPLETE End 600-Series Flight Event CM1 CM2 Calls “Final Cockpit Preparation Actions: When Above Checklist” Final Cockpit Preparation Checklist.................COMPLETE Tasks Read as challenge and response. Complete Calls “Final Cockpit Preparation Checklist Complete” Note: The Final cockpit preparation checklist should not be performed until fueling is complete. | Action | Value | | --- | --- | | BRG 1 & 2 | SET | | • If not NAV 1 & 2 | SET AUTO TUNING | | BRG1 & BRG2 PB | AS RQRD BRG1 & BRG2 PB...............................AS RQRD | | COMS | SET |

2.2.7 Engine Start¶

General There are various possibilities on how to start the ATR and careful consideration should be given by crews to ensure the most suitable method is chosen for the prevailing conditions. ITT and starter limitations must be observed at all times. All system limitations can be found in the AFM limitations section. The starter limitations are 3 starts within 1 min 30 s maximum combined starter running time followed by 4 min OFF. ITT limitations are shown in the table below. CAUTION: ITT limits during start are in a band between 800°C to 840°C for up to 20seconds and 840°C – 950°C for up to 5 seconds. If the ITT exceeds any of these limitations during start, then LMC must be informed.

2.2.8 Nacelle Overheat (NAC)¶

A major concern during start is to prevent a Nacelle Overheat (NAC) condition. NAC OVHT and ENG FIRE warnings can be triggered during push-back while operating in hotel mode and, occasionally, while taxing with engine 2 un-feathered, with a tail wind greater than 10 kts. Consideration should therefore be made to the direction and strength of the wind, over the course of the entire pushback. If there is any likelihood of a nacelle overheat, the prop brake must be released and condition lever selected to AUTO once the GPU has been removed. Selecting the condition lever to AUTO will create a slipstream effect and to increase airflow through the engine to help prevent a nacelle overheat. CAUTION: Unfeathering of propellers during pushback can damage nose wheel and/or tug. Crews should also consider requesting strategic push positions from ATC in order to reduce the likelihood of a push resulting in a tailwind position. If a nacelle warning is received as a consequence of: • A tailwind, without an associated engine fire warning. • A tailwind on taxi with engine 2 feathered, without an associated engine fire warning. • The use of engine reverse, without an associated engine fire warning. Then the flight can continue without the requirement to make a tech log entry or return to stand. If a fire warning is received, NAV OVHT warning does not ceased within 30 seconds when applying Abnormal Checklist A70.18 or the alerts are not associated with any of the above, then the aircraft shall be returned to stand, a tech log entry made, and engineering support requested. CAUTION: If a NAC Overheat warning occurs whilst engine number 2 is running in HOTEL mode then immediately shutdown the engine and follow Abnormal Checklist A70.18.

2.2.9 Ground Crew Headsets¶

All communications between cockpit and ground crew should, whenever possible be through CM1. Headsets shall be used for all engine starts and pushback. In the event that headsets are not available, standard hand signals must be used and the reason for not using headsets shall be noted on the EVR. Illustrations of the standard hand signals used can be found in the Loganair Ground Operations Manual 4.5.7.

2.2.10 Use of Aircraft Beacon¶

Two way communications with the ground crew must be established and confirmation of all ground checks completed before selecting the beacon light on. The Beacon should not be selected on until a push and start or start on stand clearance is received from ATC. Selecting the Beacon on prematurely can unnecessarily hinder ground vehicle movements.

2.2.11 Starting Procedures (Before Start Checklist, Engine Start Checklist)¶

The ATR has several starting possibilities available to the crew depending on the prevailing conditions. Any deviations to the standard procedures described below are permitted so long as they have been thoroughly briefed and communicated to the ground crew. CM1 will request permission from the ground crew before starting an engine, including in HOTEL mode. It will be Loganair standard operating procedure to start engine 2 in HOTEL mode for all starts. If the tailwind component is greater than 10 kts then the condition lever shall be set to AUTO once the GPU has been removed. The Bleed valve switches must be selected OFF for engine start. Once engine parameters are stabilised the Bleed Valves can be selected ON, however this will generally be performed in the Before Taxi procedure by CM2 unless required earlier for air conditioning purposes. HOTEL mode can also be used for heating or power requirements when no GPU is available in accordance with Section2.1.11 and 2.2.11.1 below. Hotel Mode Start Ground Handling Signals Flight Crew: Starting engine 2 in HOTEL Mode signal. One hand fist clenched with the other hand indicating engine 2. Ground Crew: Starting engine 2 in HOTEL Mode Signal One hand fist clenched with the other hand indicating engine 2.

2.2.11.1 Starting in HOTEL Mode¶

Flight Event CM1 PF Actions: CAUTION Service Door..........................................CLOSED NAC OVHT and ENG FIRE can be triggered Fuel Pump 2...................................................ON in Hotel mode, with a tail wind greater than Check RUN light on and FEED LO PRESS light off. 10kts. Conditions If PROP BRAKE sw is OFF, press HYD AUX Permitting PUMP pb on pedestal in order to get the READY Start Engine 2 green light, then set PROP BRAKE sw ON. In HOTEL Mode Calls “Flightdeck to Ground, may I start engine CM2 number 2 in HOTEL Mode?” Actions: Right Side Area..........................CHECK CLEAR Calls “Clear right” Flight Event PM PF Calls “Fuel on at xx% NH.” If ITT < 100°C, introduce fuel at 10% NH. If ITT > 100°C, introduce fuel at 10% of ITT up to a maximum of 20% e.g. ITT 170°C fuel on at 17% NH. DO NOT exceed 20% NH for fuel opening Actions: Engine 2 Start ENG Start Selector........................A&B or A or B in HOTEL CM1 shall use Start A and CM2 shall use Start B. Mode For the First Flight of the Day (FFD) and Battery Starts Start A&B shall be used. ENG Start pb..................................................ON Calls “Starting” Calls “Timing” Actions: Actions: Timing......................................................START NH......................................................MONITOR To monitor start limitation. | Action | Value | | --- | --- | | Wing Lights | ON | | Prop Brake Switch | ON | Actions: When NH 10% or ITT CL 2..............................................................FTR adjusted NH Calls “Fuel ON” Actions: Actions: MAX starting ITT 950°C for 5 Secs. Monitor light up within 10 seconds. ITT Timing for the 10 seconds can be counted silently Increasing as an alternate to using the clock. Calls “Ignition” Set CL to FUEL S.O if ITT may exceed limitation. MAX starting ITT 950°C for 5Secs Actions: Calls “45%” When NH 45%ENG Start 2 ON light.......................CHECK OFF Calls “Start Light Off” Flight Event PM PF Calls “Oil Pressure” Actions: Calls “Max ITT xxx” Check ITT MAX is within starting limit of 950°C for 5seconds (RED dot +S and 840°C for maximum ITT is 715°C Red dot +H. Calls “Start time xxxx seconds” Check start time is within limitations. 3 starts within 1 minute 30 seconds combined starter running time followed by 4 minutes OFF. Oil Pressure Increasing | Action | Value | | --- | --- | | Engine Parameters | MONITOR Timing.......................................................START | | Monitor ITT increase, and ITT is not exceeded. Light Up | MONITOR WITHIN 10 Sec | | Action | Value | | --- | --- | | Maximum Start ITT | WITHIN LIMITATIONS | | 20seconds. Once running in HOTEL Mode Timing | STOP | Actions: ENG Parameters...............CHECK STABILISED Expected IDLE values: NH 66% ±2% CM1 Actions: DC GEN 2 voltage………….………. CHECK Verify DC GEN voltage on lateral panel Engine Actions: Parameters Stabilised ENG Start selector..........OFF & START ABORT BAT charge can be checked on overhead panel. Calls “Engine Parameters Stabilised, OFF & Start Abort” Calls “Flightdeck to Ground, you can disconnect the GPU” Actions: When First Engine ENG 1+ 2 and Airframe de-Ice Systems........ON Running – Allow system to run for at least 1 cycle FFD ONLY (60seconds) | Action | Value | | --- | --- | | EXT PWR | OFF | | DC GEN 2 Fault Light | OFF | | DC BTC | CLOSED | | PL 2 | ADJUST AS REQUIRED | Hotel Mode Flow After Hotel Mode Start Flow

2.2.11.2 Start with Tailwind > 10 kts¶

Calls “Before Propeller Rotation Checklist” Actions: Before Propeller Rotation ATC Start Checklist...........................................COMPLETE Clearance Transponder...................................................ON Received Calls “Before Propeller Rotation Checklist Complete” If Tailwind > 10 kts If the tailwind component is greater than 10kts then the condition lever shall be selected to AUTO once the GPU has been removed and prop brake switched off. When conducting this procedure the flight crew shall call for ATC for start on stand clearance and then complete the Before Propeller Rotation Checklist. WARNING: Most incidents involving the ATR prop brake worldwide occur when it is being released. As such, the prop brake must only be switched off by CM1 when the CM2 seat is occupied and CM2 is looking outside to visually confirm the area is clear and the prop is behaving as expected. The prop brake must only ever be released with the ground crews permission, either verbally via the headset or by hand signals if no headset is available. Similarly the ground crew must be notified that the prop is selected to AUTO. CAUTION: The prop must not be selected to AUTO during the pushback manoeuvre as this may cause the tow-bar pin to shear. Excessive Tailwinds In situations of excessive tailwinds, it may be necessary to pushback on battery power before starting engines in a more suitable position. In this case both ATC and the ground crew must be informed that the anti-collision light will not function until one of the engines is running. Flight Event CM1 CM2 Tailwind > Calls “Flightdeck to Ground, may we release 10kts the prop brake on engine 2” Actions: Right Hand Side......................................CHECK Calls “Clear on the right” Actions: Actions: Release Prop Brake Check on overhead panel UNLOCK flashes and turns OFF. Check PROP BRAKE turns off on CAP and Memo Panel. Once prop starts spinning Calls “Rotation” Calls “Flightdeck to Ground, may we increase the prop speed on engine 2?” As the ground crew may not be familiar with the terms ‘unfeather’ or ‘props to AUTO’ the term increase the prop speed shall be used instead Cleared to Actions: Select Prop to Number 2 Prop...........................................AUTO AUTO | Action | Value | | --- | --- | | HYD AUX Pump pb | ON | | Prop Brake Ready Light | ON | | Prop Brake | OFF | | MANUFACTURER | TOWBARLESS TRACTOR | PUSH BACK | MAINTENANCE TOWING | OVERSTEER PROTECTION BY INTRINSIC DESIGN | OVERSTEER PROTECTION SYSTEM | OVERSTEER ALERTING SYSTEM | | --- | --- | --- | --- | --- | --- | --- | | Douglas-Kalmar | TBL 50 | YES | YES | NO | YES | YES | | LEKTRO | AP8750C-AL-80/50/35 * | YES | YES | NO | NO | YES | | LEKTRO | AP8850SDA-AL-100/50/ 35 * | YES | YES | NO | NO | YES |

2.2.11.3 Shear Pin Breakage¶

Approved tow-bars are equipped with shear pins designed to provide a degree of protection to the aircraft and the tow bar by shearing if undue force is exerted on the tow-bar. It is not unusual for a tow bar shear pin to shear during pushback. In the event of a shear-pin breakage, once push-back is complete, the ground crew will inspect the tow-bar to ensure that it has not sustained any damage. Ground crew are not authorised to inspect the nose-gear for damage. Provided that there is no visible damage to the tow-bar, the ground crew will advise the Captain, by means of the headset that the shear pin has broken and that there is no visible damage to the tow bar. In this circumstance, at the discretion of the Captain, the aircraft may depart with no further inspection required. In the event that the ground crew reports visible damage to the aircraft tow-bar, the aircraft must return to stand and LMC must be contacted. Please note that in order to ensure clear communications, the ground crew must make contact through the headset in the event of a shear pin breaking.

2.2.11.4 Engine Start and Pushback Procedure¶

Pushback With Towbarless Towing Vehicles (TLTVs) CAUTION Use only towbarless tugs qualified for this aircraft. The use of a non-qualified towbarless towing vehicle or improper use of these vehicles can cause significant damage to the landing gear and to the surrounding airframe structure. OVERSTEER PROTECTION OVERSTEER OVERSTEER TOWBARLESS PUSH MAINTENANCE BY INTRINSIC PROTECTION ALERTING 35 * *GPU option not qualified by ATR. The use of TLTV’s is authorised only for classical towing operations, i.e. pushback and maintenance towing. The use of TLTV’s for towing an aircraft to a dispatch area close to runway thresholds, usually referred to as “dispatch towing or operational towing”, is not authorised. The ground crew performing the towing procedure should be appropriately trained. The operator should develop the towing procedure in accordance with the towing vehicle instructions manual. In order to ensure clear communications, ground crews are required to have headsets for pushback. If headsets are unserviceable or not available, it is essential that ground crew are made aware of any specific ATC instructions prior to commencing the push. Correct hand signals must be used and should be positively and clearly seen from the ground. In the case of no headset or other communications difficulty with the headset person, engine starting may not be performed during pushback until the parking brake is set. All communication with ground crews should, whenever possible be through CM1 and must be must be prefixed with the phrase “Flightdeck to Ground” in a loud clear voice. Communications should be clear, concise and unambiguous using only standard phraseology. The instructions of the ground-crew should be followed as quickly as possible. In the event that any communication issue arises between the flight-deck and the ground-crew, or if the manoeuvre is not progressing as planned, the pushback manoeuvre should not be started, or if already commenced, the ground crew must be asked to stop the manoeuvre. Once the aircraft is stopped, and after the ground crew are advised, the aircraft parking brake should be set and clarification sought. To avoid any misunderstanding, it is important that the words “push” or “pushback” are not used until the parking brake has been released. Before any instruction are given to the pushback crew regarding the brakes being released, both pilots shall confirm that the parking brake is set to the off position. CM2 shall cross check the parking brake is in the off position against the amber PRKG BRK caution on the CAP/EWD.

Note: the Emergency position). Pay particular attention to the brake release procedure. Serious damage can occur to the nose-gear if pushback is commenced without releasing brakes. When the ground crew request that the parking brake be set, this should be done as quickly as possible. If the request is made whilst starting an engine, the parking brake is to be set after the engine has stabilised – the setting of the park brake must not be allowed to distract from the requirement to monitor the engine start. The parking brake must be set before the ground crew are allowed to remove the tow bar. Under no circumstances should the parking brake be set unless the entire push/pull manoeuvre is complete or being abandoned, and it has been requested by the ground crew. If the push or pull procedure is stopped prior to completion, ATC should be notified immediately. During pushback the crew must ensure that their feet are kept clear of the rudder pedals. Pushback and start procedures and communications with ground crew are outlined in the table on the following page. Engine Start and Pushback Procedure Flight Event CM1 CM2 Calls “Before Propeller Rotation Checklist” Actions: Actions: Before Propeller Rotation Calls “Flightdeck to Ground, may we release the Parking brake?” Calls “Before Propeller Rotation Checklist Once Ground Crew advise to release Parking Complete” Actions: Actions: ATC Push and Start latched in the Emergency position. and cross checks against the amber caution on the Clearance Feet..........................................ON THE FLOOR CAP/EWD. Received Calls “Confirm OFF” Calls “Confirmed” released we are clear to push” CAUTION CAUTION Unfeathering of propellers during pushback Unfeathering of propellers during pushback can damage nose wheel and/or tug. can damage nose wheel and/or tug. CAUTION Most incidents involving the ATR prop brake worldwide occur when it is being released. As such, the prop brake must only be switched off by CM1 when the CM2 seat is occupied and CM2 is looking outside to visually confirm the area is clear and the prop is behaving as expected. | Action | Value | | --- | --- | | NWS | OFF Checklist.........................................COMPLETE | | Transponder | ON | | Action | Value | | --- | --- | | Brake | DO NOT USE Feet...........................................ON THE FLOOR | | Brake | DO NOT USE | Flight Event CM1 CM2 Actions: Right Hand Side......................................CHECK Calls “Clear on the right.” Actions: Cleared to Release Actions: Prop Check on overhead panel UNLOCK flashes and turns OFF. Check PROP BRAKE turns off on EWD and Memo Panel. Once prop starts spinning Calls “Rotation” On request to set the Parking Brake. Actions: Pushback Parking Brake.................................................ON Complete and Parking Check for Park Brake light on CAP. Brake Set Calls “Flightdeck to Ground, Parking Brake is set, clear to disconnect are we clear to start engine 1?” (1) If not already released due to tailwind component >10 kts. | Action | Value | | --- | --- | | HYD AUX Pump pb | ON | | Prop Brake Ready Light | ON | | Prop Brake | OFF | CM2 PF Actions: Left Hand Side............................CHECK CLEAR Calls “Fuel on at xx% NH, starting engine 1, clear, left?” Calls “Clear on the left” If ITT < 100°C, introduce fuel at 10% NH. If ITT > 100°C, introduce fuel at 10% of ITT up to a maximum of 20% e.g. ITT 170°C fuel on at 17% NH. DO NOT exceed 20% NH for fuel opening Actions: Cleared to Check RUN light ON and FEED LO PRESS OFF. ENG Start Selector......................A & B or A or B CM1 shall use Start A and CM2 shall use Start B. For the First Flight of the Day (FFD) and Battery Starts Start A&B shall be used. ENG Start pb..................................................ON Calls “Starting” Actions: NH.......................................................MONITOR Actions: When NH 10% or ITT CL 1..............................................................FTR adjusted NH Calls “Fuel ON” Flight Event PM PF Actions: Actions: MAX starting ITT 950°C for 5 Secs. Monitor light up within 10 seconds. ITT Timing for the 10 seconds can be counted silently as Increasing an alternate to using the clock. Calls “Ignition” Set CL to FUEL S.O if ITT may exceed limitation. MAX starting ITT 950°C for 5Secs Actions: Calls “45%” When NH ENG Start 1 ON light......................CHECK OFF 45% Calls “Start Light Off” | Action | Value | | --- | --- | | Start Engine All Doors | CLOSED | | 1 Fuel Pump 1 | ON | | Action | Value | | --- | --- | | Engine Parameters | MONITOR Timing......................................................START | | Monitor ITT increase, and ITT is not exceeded. Light Up | MONITOR WITHIN 10 Sec | Calls “Oil Pressure” Actions: Calls “Max ITT xxx” Calls “Start time xxxx seconds” Check start time is within limitations. 3 starts within 1 minute 30 seconds combined starter running time followed by 4 minutes OFF. Oil Pressure Increasing Engine Actions: Parameters ENG Parameters...............CHECK STABILISED Stabilised Expected IDLE values: NH 66% ±2% CM1 Actions: DC GEN 1 voltage.................................CHECK Verify DC GEN voltage on lateral panel Engine Actions: Parameters Stabilised ENG Start selector..........OFF & START ABORT BAT charge can be checked on overhead panel. Calls “Engine Parameters Stabilised, OFF Start Abort” Push and Actions: Start Ground Crew Signal..........................RECEIVED Complete | Action | Value | | --- | --- | | Maximum Start Time | WITHIN LIMITATIONS | | Maximum Start ITT | WITHIN LIMITATIONS | | Timing | STOP | | Action | Value | | --- | --- | | DC GEN Fault Light | OFF | | DC BTC | CLOSED | | PL 1 | GROUND IDLE | Engine 1 Before Start Flow Engine 1 After Start Flow

2.2.11.5 Engine Start Non-Pushback Procedure¶

Flight Event CM1 PF Calls “Before Propeller Rotation Checklist” Actions: Before Propeller Rotation ATC Start Checklist...........................................COMPLETE Clearance Transponder...................................................ON Received Calls “Before Propeller Rotation Checklist Complete” Actions: CAUTION Service Door..........................................CLOSED NAC OVHT and ENG FIRE can be triggered Fuel Pump 2...................................................ON in Hotel mode, with a tail wind greater than Check RUN light on and FEED LO 10 kts. PRESS light off. 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. Calls “Flightdeck to Ground, may I start engine number 2 in HOTEL Mode?” CM2 Actions: Right Side Area..........................CHECK CLEAR PF Calls “Clear on the right, Fuel on at xx% NH, Start Engine 2 starting engine 2.” in HOTEL If ITT < 100°C, introduce fuel at 10% NH. Mode If ITT > 100°C, introduce fuel at 10% of ITT up to a maximum of 20% e.g. ITT 170°C fuel on at 17% NH. DO NOT exceed 20% NH for fuel opening Actions: ENG Start Selector......................A & B or A or B CM1 shall use Start A and CM2 shall use Start B. For the first start of the day and battery starts start A&B shall be used. ENG Start pb..................................................ON Calls “Starting” Calls “Timing” Actions: Actions: Timing......................................................START NH......................................................MONITOR To monitor start limitation. | Action | Value | | --- | --- | | Wing Lights | ON | | Prop Brake Switch | ON | Flight Event PM PF Actions: When NH 10% or ITT CL 2..............................................................FTR adjusted NH Calls “Fuel ON” Actions: Actions: MAX starting ITT 950°C for 5 Secs. Monitor light up within 10 seconds. ITT Increasing as an alternate to using the clock. Calls “Ignition” Set CL to FUEL S.O if ITT may exceed limitation. MAX starting ITT 950°C for 5Secs Actions: Calls “45%” When NH 45%ENG Start 2 ON light.......................CHECK OFF Calls “Start Light Off” Calls “Oil Pressure” Actions: Calls “Max ITT xxx” Calls “Start time xxxx seconds” Check start time is within limitations. 3 starts within 1 minute 30 seconds combined starter running time followed by 4 minutes OFF. Oil Pressure Increasing | Action | Value | | --- | --- | | Engine Parameters | MONITOR Timing.......................................................START | | Monitor ITT increase, and ITT is not exceeded. Light Up | MONITOR WITHIN 10 Sec | | Action | Value | | --- | --- | | Maximum Start Time | WITHIN LIMITATIONS | | Maximum Start ITT | WITHIN LIMITATIONS | | Timing | STOP | Flight Event PM PF Actions: ENG Parameters...............CHECK STABILISED Expected IDLE values: NH 66% ±2% CM1 Actions: DC GEN 1 voltage………….………. CHECK Verify DC GEN voltage on lateral panel Engine Actions: Parameters ENG Start selector..........OFF & START ABORT Stabilised BAT charge can be checked on overhead panel. Calls “Engine Parameters Stabilised, OFF Start Abort” Calls “Flightdeck to Ground, you can disconnect the GPU” Actions: When Engine ENG 1+2 and Airframe De-Ice Running – Systems………….………. ON FFD ONLY Allow system to run for at least 1 cycle (60 seconds). | Action | Value | | --- | --- | | EXT PWR | OFF | | DC GEN 2 Fault Light | OFF | | DC BTC | CLOSED | | PL 2 | ADJUST AS REQUIRED | Hotel Mode Flow Hotel Mode After Start Flow If Tailwind > 10 kts CAUTION: Most incidents involving the ATR prop brake worldwide occur when it is being released. As such, the prop brake must only be switched off by CM1 when the CM2 seat is occupied and CM2 is looking outside to visually confirm the area is clear and the prop is behaving as expected. Flight Event CM1 CM2 Tailwind > Calls “Flightdeck to Ground may we release the 10 kts prop brake on engine 2?” Actions: Right Hand Side......................................CHECK Calls “Clear on the right.” Actions: Cleared to Actions: Check on overhead panel UNLOCK flashes and turns OFF. Check PROP BRAKE turns off on EWD and Memo Panel. Once prop starts spinning Calls “Rotation” Actions: CL2............................................................AUTO | Action | Value | | --- | --- | | HYD AUX Pump pb | ON | | Prop Brake Ready Light | ON | | Prop Brake | OFF | Flight Event CM1 PF Actions: Calls “Fuel on at xx% NH, starting engine 1, clear left?” Calls “Clear on the left” If ITT < 100°C, introduce fuel at 10% NH. If ITT > 100°C, introduce fuel at 10% of ITT up to a maximum of 20% e.g. ITT 170°C fuel on at 17% NH. DO NOT exceed 20% NH for fuel opening When Cleared to Start Actions: Check RUN light ON and FEED LO PRESS OFF. ENG Start Selector......................A & B or A or B CM1 shall use Start A and CM2 shall use Start B. For the First Flight of the Day (FFD) and Battery Starts Start A&B shall be used. ENG Start pb..................................................ON Calls “Starting” Actions: NH.......................................................MONITOR Actions: When NH 10% or ITT CL 1...............................................................FTR adjusted NH Calls “Fuel ON” Actions: Actions: MAX starting ITT 950°C for 5 Secs. Monitor light up within 10 seconds. ITT Increasing Timing for the 10 seconds can be counted silently as an alternate to using the clock. Calls “Ignition” Set CL to FUEL S.O if ITT may exceed limitation. MAX starting ITT 950°C for 5Secs Actions: Calls “45%” When NH 45%ENG Start 1 ON light......................CHECK OFF Calls “Start Light Off” | Action | Value | | --- | --- | | Ground Crew Checks | RECEIVED | | Beacon | CHECK ON | | Left Hand Side | CHECK CLEAR | | Action | Value | | --- | --- | | Engine All Doors | CLOSED | | Number 1 Fuel Pump 1 | ON | | Action | Value | | --- | --- | | Engine Parameters | MONITOR Timing......................................................START | | Monitor ITT increase, and ITT is not exceeded. Light Up | MONITOR WITHIN 10 Sec | Calls “Oil Pressure” Actions: Calls “Max ITT xxx” Calls “Start time xxxx seconds” Check start time is within limitations. 3 starts within 1 minute 30 seconds combined starter running time followed by 4 minutes OFF. Oil Pressure Increasing Flight Event PM PF Actions: ENG Parameters...............CHECK STABILISED Expected IDLE values: NH 66% ±2% CM1 Actions: Actions: Engine DC GEN 2 voltage………….………. CHECK ENG Start selector..........OFF & START ABORT Parameters Verify DC GEN voltage on lateral panel BAT charge can be checked on overhead panel. Calls “Engine Parameters Stabilised, OFF Start Abort” | Action | Value | | --- | --- | | Maximum Start Time | WITHIN LIMITATIONS | | Maximum Start ITT | WITHIN LIMITATIONS | | Timing | STOP | | Action | Value | | --- | --- | | Stabilised DC GEN 1 Fault Light | OFF | | DC BTC | CLOSED | | PL 2 | GROUND IDLE | Engine 1 Before Start Flow Engine 1 After Start Flow CAUTION: Most incidents involving the ATR prop brake worldwide occur when it is being released. As such, the prop brake must only be switched off by CM1 when the CM2 seat is occupied and CM2 is looking outside to visually confirm the area is clear and the prop is behaving as expected. Flight Event CM1 CM2 Actions: Right Hand Side......................................CHECK Calls “Clear on the right.” Actions: Cleared to Release Actions: Prop Check on overhead panel UNLOCK flashes and turns OFF. Check PROP BRAKE turns off on EWD and Memo Panel. Once prop starts spinning Calls “Rotation” Calls “Flightdeck to Ground, you are cleared to Start disconnect” Complete Actions: Ground Crew Signal..........................RECEIVED (1) If not already released due to tailwind component ≥ 10 kts. | Action | Value | | --- | --- | | HYD AUX Pump pb | ON | | Prop Brake Ready Light | ON | | Prop Brake | OFF |

2.2.12 Before Taxi Procedure¶

500-Series Flight Event CM1 CM2 Calls “Before Taxi Procedure” Actions: Actions: Left Side..................................................CHECK Right Side................................................CHECK Calls “Clear Left” Calls “Clear Right” Actions: Actions: Calls “Single Channel 1” Short Pause 3–4 Seconds Ground Calls “Single Channel 2” Crew Clear and Hand Signal Received Actions: LO Pitch 1 & 2.........................................CHECK Check lights comes ON. Calls “LO Pitch 1” Calls “LO Pitch 2” | Action | Value | | --- | --- | | Ground Com Hatch | CLOSED ENG 1 & 2 PEC SGL CH........................CHECK | | NWS | ON Light comes on for a few seconds then OFF. | | CL 1 | AUTO | Flight Event CM1 CM2 Actions: ACW1, ACW BTC...................................CHECK AW1 light should be OFF and AWC BTC should be CLOSED. Calls “ACW BTC Closed” Actions: ACW 2.....................................................CHECK ACW lights should be OFF and AC BTC should be OPEN. Actions: HYD Panel...............................................CHECK Check that the HYD Panel lights OFF. Calls “Hydraulic Panel Black” Calls “ACW Panel Black” End 500-Series

600-Series Flight Event CM1 CM2 Calls “Before Taxi Procedure” Actions: Actions: Left Side..................................................CHECK Right Side................................................CHECK Calls “Clear Left” Calls “Clear Right” Actions: Actions: Calls “Single Channel 1” Short Pause 3–4 Seconds Calls “Single Channel 2” Ground Crew Clear and Hand Signal Received Actions: LO Pitch 1 & 2.........................................CHECK Check lights comes ON. Calls “LO Pitch 1” Calls “LO Pitch 2” | Action | Value | | --- | --- | | Ground Com Hatch | CLOSED ENG 1 & 2 PEC SGL CH........................CHECK | | NWS | ON Light comes on for a few seconds then OFF. | | CL 1 | AUTO | Flight Event CM1 CM2 Actions: ACW1, ACW BTC...................................CHECK AW1 light should be OFF and AWC BTC should be CLOSED. Calls “ACW BTC Closed” Actions: ACW 2.....................................................CHECK ACW lights should be OFF and AC BTC should be OPEN. Actions: HYD Panel...............................................CHECK Check that the HYD Panel lights OFF. Calls “Hydraulic Panel Black” Calls “ACW Panel Black” End 600-Series

500-Series Flight Event CM1 CM2 Actions: Icing performance figures and speeds must be used and anti-icing switched on for take-off if icing conditions are expected before 1500’agl. Set HDG to runway heading Select LO BNK Set IAS V2+5 Set ALT to first cleared ALT or FL Set AP CPL to PF RNAV Selected ON APM..............................................................SET End 500-Series | Action | Value | | --- | --- | | Start Selector | OFF & Start Abort | | Permanent Anti Ice | ON | | Anti Icing | AS Required | | Action | Value | | --- | --- | | De-Icing Systems | OFF | | BLEED Valves | ON | | OVHD Panel | No LIGHTS | | OVBD Valve Switch | AUTO | | HYD Pressure Gauges | CHECK | | Anti-Skid | TEST | | Flaps | 15° | | AFCS | SET | 600-Series Flight Event CM1 CM2 Actions: Check Amber arrow light comes 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. Except EXHAUST MODE FAULT light for 2 mins Set NAV SOURCE 1 to FM1 Set NAV SOURCE 2 to FM2 Set ALT SEL Set CPL to PF side Set HDG to runway heading Set HDG mode Set NAV mode for SID Set IAS mode Set VNAV mode according to departure End 600-Series | Action | Value | | --- | --- | | Start Selector | OFF & Start Abort | | Permanent Anti Ice | ON | | TRU (OEB 56 applicable aircraft only) | ON & | | Action | Value | | --- | --- | | De-Icing Systems | OFF | | BLEED Valves | ON | | OVHD Panel | No LIGHTS | | SD Pages | No FAULTS | | Action | Value | | --- | --- | | OVBD Value Switch | AUTO | | SD ACW/HYD Page | CHECK | | Anti-Skid | TEST | | Flaps | 15° | | FCGP | SET | 500-Series ATR 500 Series Before Taxi Flows ATR 500 Series ADU Flow End 500-Series

600-Series ATR 600 Series Before Taxi Flows ATR 600 Series FGCP Flow End 600-Series

2.2.13 Power-Back Procedures¶

Both the ATR 42 & the ATR 72 are easily maneuvered using reverse thrust. The ATR standard operating procedures permit the use of reverse thrust for power-back during normal operations. The Loganair policy will be to restrict the use of power-back to maneuvering off stand using the procedure outlined. The power-back procedure can only be used at airports where Loganair has received approval. In all cases clearance for power-back must be sought from ATC before commencing the procedure. Pilot Qualifications for Power-backs: • Captains only are permitted to power-back. Operational Requirements: • Power-back is only permitted for manoeuvring from stand • The Captain must be in visual contact with the ground staff/marshaller at all times • Care must be taken to ensure that the manoeuvring area is free of FOD Procedure: Flight Event CM1 CM2 Actions: Actions: Calls “Clear Left” Calls “Clear Right” Actions: Actions: Powerback Once the aircraft moves backwards each crewmember keeps their feet on the floor. Flight crew can control direction of aircraft with to avoid tail strike. Do not use brakes until the aircraft moves forward to avoid tail strike. Powerback Actions: Forward Actions: Motion of Pedal Brake..............................................APPLY Aircraft Observed

2.3 Altimeter Setting and Checking¶

FLT 3.11.28

2.3.1 Altimeter Bugs Setting Procedures¶

600-Series On the 600 series the altimeter barometric setting and altimeter bugs are controlled through the ICP. End 600-Series Use of the altimeter bugs is as follows: For Departure: 500-Series For departure, unless performance considerations dictate otherwise, all altimeter bugs should be set at the acceleration altitude (AA) for the departure runway as specified in the route performance manual. End 500-Series | Action | Value | | --- | --- | | Left-hand side | CHECK CLEAR Powerback Clearance............................OBTAIN | | Right-hand side | CHECK CLEAR | | Action | Value | | --- | --- | | Parking Brake | OFF Feet...........................................ON THE FLOOR | | Ready for Feet | ON THE FLOOR Once the aircraft moves backwards each | | Action | Value | | --- | --- | | crewmember keeps their feet on the floor. Brakes | DO NOT USE | | PL’s | SET SMOOTHLY TO REVERSE Do not use brakes until the aircraft moves forward | 600-Series DA/MDA bug should be set at the acceleration altitude (AA) for the departure runway as specified in the route performance manual, unless performance considerations dictate otherwise. End 600-Series Landing: 500-Series • One Bug set at MDA/CDA (MDA+50ft)/, One Bug set at MDA/CDA +100ft and One Bug set at MDA/CDA +500ft. CDA applies to both 2D Minima and Circling Minima. • These Bugs must be set on each sector regardless of meteorological conditions. • When a purely visual approach has been briefed the three altimeter bugs may be set at the Acceleration Altitude (AA) for the landing airfield. End 500-Series

600-Series On the 600 series the DH/MDA rotary selector on the ICP is used to set DA (3D approaches), CDA (2D approaches) or DH (CAT II approaches) End 600-Series

Note: added to the published MDA to prevent the aircraft from descending below the MDA in the event of a missed approach. 500-Series Altimeter Bugs on G-LMRD and G-LMRZ The altimeters on both G-LMRD and G-LMRZ do not have the standard individual 3 bug arrangement. These aircraft are equipped with three fix coloured bugs on a rotating bezel similar to the one below. For Departure: The Green bug shall be set at Acceleration Altitude. For Landing: The Red bug should be set at MDA/CDA which will automatically set the bottom of the yellow sector at MDA/CDA +100 ft and the Green bug at MDA/CDA + 500 ft. End 500-Series 500-Series

2.3.2 ADU Altitude Selection & Setting Pre-flight¶

During the preliminary cockpit preparation, the Altitude on the ADU must be set to 100ft below expected altitude. This may only be re-set once the clearance has been received. Once the departure clearance has been received, the Altitude on the ADU must be set to the cleared level or the altitude/height limit on the SID as applicable. Under no circumstances may the Altitude on the ADU be set to a level/height in anticipation of the clearance. End 500-Series

600-Series

2.3.2 FMA Altitude Selection & Setting Pre-flight¶

During the preliminary cockpit preparation, the Altitude on the FMA must be set to 100 ft below expected altitude. This may only be re-set once the clearance has been received. Once the departure clearance has been received, the Altitude on the FMA must be set to the cleared level or the altitude/height limit on the SID as applicable. Under no circumstances may the Altitude on the FMA be set to a level/height in anticipation of the clearance. End 600-Series | FL (ft) | NORM/NORM (ft) | NORM/STBY (ft) | | --- | --- | --- | | 0 | 55 | 70 | | 5 000 | 60 | 150 | | 10 000 | 70 | 200 | | 20 000 | 100 | 260 | | 25 000 | 120 | 300 | | Elevation of the Aerodrome (ft) | Permitted Deviation (ft) | | --- | --- | | 0 | 60 | | 3 000 | 70 |

2.3.3 Altimeter Crew Calls¶

Calls relating to altimeters are divided into three separate functions • Confirmation of correct altimeter subscale setting and accuracy checks, • Crew/aircraft orientation and clearance checks, • Altitude alerts.

2.3.4 Subscale Setting and Altimeter Checks¶

FLT 3.11.29, 3.11.23 Before flight both primary altimeters and the stand-by altimeter are to be checked on QNH, cross checking the aerodrome elevation. Allowable tolerances are: • Permitted deviation between normal altimeter indications and between normal and standby altimeter indications. 0 55 70 • On ground, permitted deviation between altimeter indications and aerodrome elevation is: 0 60 600-Series The altimeter is changed between QNH and standard (1013mbs) by pushing the Baro set selector on the ICP. In the event that a discrepancy exists between the setting on CM1 and CM2 altimeter subscales for more than 5 seconds, the subscale setting will flash until the discrepancy is corrected. End 600-Series When altimeters are set to QNH, all altitude references shall be in relations to feet (FT). When altimeters are set to 1013mbs, all altitude reference shall be in relation to Flight Levels (FL). Notwithstanding the above, communications with ATC and read-back of clearances shall be as per the ATC instruction or clearance.

2.3.4.1 Transition to a Flight Level¶

All flight below Transition Altitude is to be carried out with altimeters set to QNH. The transition point when changing from altitude to Flight Level depends on the airways clearance. If the departure profile requires climb to an altitude then transition to a Flight Level will occur immediately on receipt of ATC clearance to climb to a Flight Level. If cleared directly to a Flight Level on departure then 1013 should be set on passing transition altitude. When initial clearance is to a Flight Level which is close to the Transition Altitude the crew should discuss and agree at which point they will set 1013 as the potential of an altitude bust is greatly increased especially where a low QNH also exists. The standby altimeter will still be available for altitude checks and terrain awareness considerations. In either case the transition should be initiated by the PF and must include an altimeter accuracy check. Flight Event PM PF Actions: Altimeter...............................................SET 1013 Calls “Transition, set 1013” At Actions: Transition Altimeter...............................................SET 1013 Altitude or Sets 1013 and crosschecks 1013 set on PF Cleared to a altimeter. Flight Level Calls “1013 set and cross checked, passing Flight Level xxx climbing Flight Level xxx” Actions: PM Altimeter.......................X CHECK 1013 SET The After Take-Off checklist should not normally be actioned until 1013 has been set. 600-Series The electronic After Take Off checklist may not be completed and the ALTIMETER check must remain unverified on the ECL until 1013mbs has been set by both CM1 and CM2. End 600-Series

2.3.4.2 Climbing Through FL100¶

Flight Event PM PF Actions: Actions: Calls “Altimeters” FL100 Check ∆P, CAB ALT, and CAB RATE (1) LDG Lights....................................................OFF Calls “1013 Set and X Checked, passing FL100 climbing FLxxx, pressurisation checked” When Actions: Conditions Seat Belt Signs.............................................OFF Permit If the “Altimeters” call has not occurred by 200ft below the check altitude or level then the PM should initiate the check, and verbally confirm pressurisation check. Note: (1) Values for ΔP, CAB ALT and CAB Rate can be found on graph on the following page. 500-Series | Action | Value | | --- | --- | | Climbing Altimeters | 1013 SET & X CHECK | | Through Pressurisation | CHECK | End 500-Series

600-Series End 600-Series | Flight Event | PM | PF | | --- | --- | --- | | One Thousand Feet from Cleared Level/ Altitude | Actions: Calls “One to Go” | Just prior to Altitude alert chime Calls “One to Go” |

2.3.4.3 Descending Through FL100/10,000FT¶

Calls “Altimeters” Actions: Actions: Altimeters........................1013 SET & X CHECK Altimeters........................1013 SET & X CHECK Pressurisation.........................................CHECK Check ∆P, CAB ALT, and CAB RATE LDG Lights.....................................................ON Calls “1013 set and x checked, passing FL100 Descending descending FLxxx, pressurisation checked” through Or if Cleared to an Altitude FL100/ Calls “QNH xxx set and x checked, passing 10,000ft Altitude XXX descending to Altitude xxx” Actions: Seat Belt Signs..............................................ON Seat belt signs should be switched on descending through FL100. Commanders however may use their discretion depending on type of approach and conditions to delay switching them on. If the “Altimeters” call has not occurred by 200ft below the check altitude or level then the PM should initiate the check, and verbally confirm pressurisation check.

2.3.5 One to Go Calls¶

The purpose of the “one to go” call is twofold. Firstly it indicates PF awareness of the vertical profile and secondly draws both pilots’ attention to the fact that the autopilot will shortly execute a level off. To minimise the risk of a level bust both pilots should monitor the vertical profile closely in the period after the “one to go” call until the aircraft has fully captured the desired altitude or level. One Actions: Just prior to Altitude alert chime Thousand Calls “One to Go” Calls “One to Go” Feet from Cleared Level/ Altitude

2.3.6 Descending to an Altitude¶

The transition point when converting from flight levels to altitudes will always be when clearance to descend to an altitude is received. The transition should be initiated by the Pilot Flying and must include an altimeter accuracy check. Flight Event PM PF Actions: Altimeter..............................................SET QNH Calls “Set QNH” Actions: Altimeter..............................................SET QNH Sets QNH and crosschecks QNH set on PF Descending altimeter. to an Calls “QNH XXXX set and cross checked, Actions: Altitude passing Altitude xxx FT descending to Altitude PM Altimeter...............................X CHECK QNH xxx FT” Calls “Approach Checklist” Actions: Approach Checklist..........................COMPLETE Read as challenge and response. Calls “Approach Checklist Complete” The standard operating procedure requires crews immediately to initiate the Approach Checks once QNH is set. If this occurs then it is not necessary to carry out another accuracy check following the challenge of “Altimeters”; the response “QNH … Set and cross-checked” is sufficient. If, however, there is a significant gap between the setting of QNH and the initiation of the Approach Checks then another accuracy check must be carried out. 500-Series All cleared altitude changes which are tied to an altitude subscale change must follow the routine: set cleared altitude on ADU; set FD/AP modes; change subscale; appropriate altimeter SOP. End 500-Series

600-Series All cleared altitude changes which are tied to an altitude subscale change must follow the routine: set cleared altitude on PFD; set FD/AP modes; change subscale; appropriate altimeter SOP. End 600-Series It is vital that both pilots compare and double check alterations to any flight instrument altimeter subscale and, to achieve this function, when ATC advise of a QNH change the PF is to initiate the check by the call “QNH” and the standard altitude accuracy check above is to be completed.

2.3.7 Altitude Selector¶

500-Series On receipt of an ATC clearance to change altitude or flight level PF will re-set the new numbers on the ADU. PM will write down the clearance, acknowledge with ATC and then look up and check that the ADU has been set in accordance with the clearance. The PM should then confirm the ADU setting by calling, “FLIGHT LEVEL …/ALTITUDE … CHECKED”. The PF will only point to the new selected altitude in the ADU if the PM does not verbally acknowledge the change. At any time when ATC has issued an altitude or flight level and one crew member is “off frequency” (for example when contacting a handling agent on COM 2), the cleared altitude or flight level must be confirmed by a call to ATC using the phraseology “For crew coordination, confirm cleared FL/Alt”. When cleared for approach, and after glide slope* during a precision approach or after attaining altitude capture at the platform altitude during a non-precision approach, the PF ask the PM to set on the ADU the cleared altitude that will apply in the event of a missed approach. End 500-Series

600-Series On receipt of an ATC clearance to change altitude or flight level PF will re-set the new numbers on the FGCP. PM will write down the clearance, acknowledge with ATC and then look up and check that the FMA has been set in accordance with the clearance. The PM should then confirm the FMA setting by calling, “FLIGHT LEVEL …/ALTITUDE … CHECKED”. The PF will only point to the new selected altitude in the FMA if the PM does not verbally acknowledge the change. At any time when ATC has issued an altitude or flight level and one crew member is “off frequency” (for example when contacting a handling agent on COM 2), the cleared altitude or flight level must be confirmed by a call to ATC using the phraseology “For crew coordination, confirm cleared FL/Alt”. When cleared for approach, and after glide slope* during a precision approach or after attaining altitude capture at the platform altitude during a non-precision approach, the PF ask the PM to set on the FMA the cleared altitude that will apply in the event of a missed approach. End 600-Series

2.3.8 Terrain Awareness¶

Controlled Flight into Terrain (CFIT) is still a major cause of aircraft accidents. Awareness of position relative to terrain is vitally important.

2.3.8.1 MSA Calls¶

During climb and descent the PF will announce “Passing MSA” as MSA is passed the PM will check and confirm the aircraft position, check the MSA and respond “Passing MSA”. In most cases MSA will be passed with 25 miles of the departure or destination airfield. Normally the call will be based on the highest MSA expected during departure or during the approach and will be that covered on the departure or approach brief. Pilots should also always be aware of the en-route MSA. At MSA the position check carried out is dependent on the primary Navigation Source. • Terrestrial Aids Crosscheck using second systems. • LNAV Crosscheck using Terrestrial Aids. • Radar Control Crosscheck using Terrestrial Aids or LNAV* * In the UK and Ireland it is acceptable to carry out the crosscheck before passing MSA if the position given on first contact with the Radar controller is verified. This is particularly important when receiving a primary only radar service. MSA calls are not required under VFR or during a Visual Approach (once a Visual Approach has been approved).

2.3.9 The Standby Altimeter Subscale¶

The standby altimeter subscale is set to QNH prior to departure. The destination QNH must be set when the destination weather is obtained and before descent. Standby altimeter subscale setting changes en-route will be announced and set by the PM. 600-Series The standby altimeter subscale settings are made on the IESI. End 600-Series

2.3.10 The Radio Altimeter¶

During descent when the Radio Altimeter is first activated the pilot observing the indications should announce “Rad Alt Alive”, the other pilot should verify this and give the altimeter sub scale setting on their altimeter which should be confirmed by the first pilot, e.g.: Flight Event PM PF When RAD ALT system comes alive. Calls “RAD ALT Alive” Actions: Radio Altimeter........................CONFIRM ALIVE Confirm RAD ALT Alive and cross check QNH set When RAD on Altimeters. ALT Alive Actions: Altimeters.................................................CHECK Confirm QNH set on Altimeters. Calls “RAD ALT Alive, QNH xxx Set and cross checked” Calls “QNH xxx Set and cross checked” From this point on both pilots should include the Radio Altimeter indication in their scan to ensure that the expected terrain clearance is being achieved. When the Autopilot is in use and the Rad Alt is active the PF should cover the control column in case of an autopilot malfunction or EGPWS Warnings. • For CAT II Approaches Radio Altimeter calls are laid out in Section14.20.12 of this manual.

2.3.11 Company Decision Altitude (CDA)¶

FLT 3.11.66 During a 2D approach including, LNAV and circling approaches, 50ft will be added to the published MDA. This new altitude is called Company Decision Altitude (CDA). Adding 50ft to the published MDA during a 2D Constant Decent Final Approach (CDFA) should prevent the aircraft descending below the published MDA during a go-around.

2.4 Taxi, Take-off and Climb¶

2.4.1 Taxi¶

The taxi clearance limit (eg. Hold short at E1) must be read back by CM1 and the taxi route reviewed before commencing taxi. Both CM1 & CM2 must have the relevant taxi/airport plates available to consult when required. In all cases when taxiing, the yellow taxi line or taxi light must be followed unless it can be positively ascertained that the aircraft is clear of any obstacles or unpaved surfaces. During taxi, a sterile cockpit must be maintained and CM2 must monitor the taxi route and cross-referencing the taxi chart as required. When maneuvering in the vicinity of or in close proximity to other aircraft, both crew members should be vigilant to ensure adequate wingtip clearance is maintained. If in any doubt, the aircraft should be bought to a stop, the parking brake engaged and ATC informed. Aircraft Wingspan • ATR 42-500/600 24.57m • ATR 72-500/600 27.05m During taxi, illuminated stop bars must be obeyed at all times. Even if clearance has been received to a point past the stop bar, the aircraft must be brought to a standstill and ATC must be contacted and advised that the stop bar is illuminated.

2.4.1.1 Taxi Procedure¶

Calls “Request taxi clearance” Actions: Taxi Clearance.......................................OBTAIN Calls “Taxi Procedure” Ready for Actions: Actions: Taxi Left-hand side..........................................CHECK Right-hand side.......................................CHECK Calls “Clear Left” Calls “Clear Right” Actions: Taxi T.O Light.................................................ON Flight Event CM1 CM2 Actions: Brakes.....................................................CHECK Brakes are checked by depressing both brake pedals simultaneously and ensuring braking action exists and is symmetrical. Calls “My brakes checked, your brakes” Calls “My brakes” Actions: Brakes.....................................................CHECK Brakes are checked by depressing both brake On Taxiway pedals simultaneously and ensuring braking action exists and is symmetrical. Calls “Brakes checked, your brakes” Calls “My brakes” Actions: EMER Brake............................................CHECK EMER brake check consists of checking that braking action exists and is symmetrical. As brake pressure in EMER position is lower than normal brake pressure, aircraft may not stop immediately. Calls “Emergency brake checked” 500-Series Flight Event CM1 CM2 Taxi Speeds: Straight Line 30kts. Cornering 10kts. Backtracking 40kts. During high speed backtracking, the gust lock shall not be released until the aircraft has decelerated below 30kts. Actions: Actions: INSTRUMENTS.......................................CHECK INSTRUMENTS.......................................CHECK On Taxiway Instrument check is carried out silently. X check Instrument check is carried out silently. X check Contd. headings, bearings, PFD, and slide slip indicators. headings, bearings, PFD, and slide slip indicators. FCS/ADU...................................................READ HDG, LO Bank, IAS, ALT/FL, CPL Calls “HDG, Lo Bank, IAS XXX, ALT/FL XXXX, CPL Left (or Right)” Actions: AFCS/ADU..............................................CHECK Actions: T.O CONFIG Test..............................PERFORM Calls “Taxi Procedure Complete” Calls “Taxi Checklist” On Receipt Actions: of Cabin Taxi Checklist..................................COMPLETE Secure Calls “Taxi Checklist Complete” End 500-Series

600-Series Flight Event CM1 CM2 Taxi Speeds: Straight Line 30kts. Cornering 10kts. Backtracking 40kts. During high speed backtracking, the gust lock shall not be released until the aircraft has decelerated below 30kts. Actions: Actions: INSTRUMENTS.......................................CHECK INSTRUMENTS.......................................CHECK Instrument check is carried out silently. X check Instrument check is carried out silently. X check On Taxiway headings, bearings, PFD, and slide slip indicators. headings, bearings, PFD, and slide slip indicators. Contd. FGCP/FMA................................................READ HDG, LO Bank, IAS, ALT/FL, CPL, LNAV, VNAV Calls “Icing AOA, HDG SEL LO, LNAV BLUE, FD, CPL LEFT (or RIGHT), XXX MAGENTA XXX BLUE, ALT SEL XXXX (READ FMA)” Actions: FGCP/FMA..............................................CHECK Actions: T.O CONFIG Test..............................PERFORM Calls “Taxi Procedure Complete” Calls “Taxi Checklist” On Receipt Actions: of Cabin Taxi Checklist..................................COMPLETE Secure Calls “Taxi Checklist Complete” End 600-Series

2.4.1.2 Minimum Engine Oil Temperature¶

In order to ensure ice protection for the engine inlet struts and to avoid unnecessary engine wear, it is essential that an engine oil temperature of at least 45ºC is achieved prior to take-off. During Taxi and prior to commencing take-off engine oil temperature must be checked. In the event that an engine oil temperature is below 45ºC, take-off must be delayed until the engine oil temperature has reached a minimum of 45ºC. It should be noted that this can take up to 10 minutes in cold temperatures on the first flight of the day. CAUTION: As long as OIL TEMP ≤ 0°C PL movement above FI is not permitted.

2.4.1.3 Cabin Secure¶

During the taxi and once the cabin crew have completed the preflight safety demonstration, their safety checks and taken their seats, they will call the flight deck via the interphone to inform them that the “Cabin is secure”. The flight deck can take this that the cabin crew are advised of the requirement to take seats for departure. A runway line up clearance may not be accepted from ATC unless the cabin crew have given cabin secure. If any doubt exists the flight deck must seek clarification from CCM1.

2.4.2 Before Take-Off Procedure¶

500-Series Flight Event CM1 CM2 Calls “Before Take-Off Procedure to the line” Actions: Gust Lock......................................................OFF Once the gust lock is released, CM2 must maintain a firm hold on the control column and prevent excessive movement, particularly in high winds. Actions: Actions: Flight Controls.........................CHECK RUDDER Flight Controls................CHECK ROLL & PITCH Check full travel and freedom movement. Both CM2 pushes the control column fully forward then directions aileron and spoiler visual check. applies full left aileron. CM2 then moves the control Check spoiler light turns on. column fully aft then applies full right aileron and then fully forward. CM2 then returns the control Approaching Calls “Rudder full and free” column to a neutral position. Holding Calls “Left Aileron” Point Calls “Left Spoiler Light” Calls “Right Aileron” Calls “Right Spoiler Light” Actions: Air Flow................................................NORMAL Calls “Before Take-Off Procedure to the line complete” Calls “Before Take-Off Checklist to the line” Actions: Before Take-Off Checklist........................START Read as challenge and response. When cleared to line up CM2 automatically continues the Before Take-Off Procedure below the line unless otherwise instructed by CM1. Actions: Actions: Strobes...........................................................ON Bleed Valves...............................AS REQUIRED Cleared to Cabin Crew..........................................ADVISED Line up Cycle the Seat Belt/Devices switch off, pause, ON. XPDR..............................CHECK ALT & ABOVE Flight Event CM1 CM2 Actions: CAP..............................................................RCL RCL must be done before T.O INHI to make sure there is no degraded systems for take-off. Lateral FD bars can be set for a wind corrected When Lined heading. Up Overhead Panel......................................CHECK Calls “Before Take-Off Procedure Complete” Calls “Before the line checklist” Actions: Before Take-Off Checklist................COMPLETE Complete the Before Take-Off Checklist below the line. Calls “Before Take-Off Checklist Complete” End 500-Series | Action | Value | | --- | --- | | Rudder Cam | CENTRE | | CAP | RCL | | Action | Value | | --- | --- | | TO INHI | PRESS | | Lateral FD Bars | CENTRE | 600-Series Flight Event CM1 CM2 Calls “Before Take-Off Procedure to the line” Actions: Gust Lock......................................................OFF Once the gust lock is released, CM2 must maintain a firm hold on the control column and prevent excessive movement, particularly in high winds. Actions: Actions: Flight Controls.........................CHECK RUDDER Flight Controls................CHECK ROLL & PITCH Check full travel and freedom movement. Both CM2 pushes the control column fully forward then directions aileron and spoiler visual check. applies full left aileron. CM2 then moves the control Check spoiler light turns on. column fully aft then applies full right aileron and then fully forward. CM2 then returns the control Approaching Calls “Rudder full and free” column to a neutral position. Holding Calls “Left Aileron” Point Calls “Left Spoiler Light” Calls “Right Aileron” Calls “Right Spoiler Light” Actions: Air Flow................................................NORMAL Calls “Before Take-Off Procedure to the line complete” Calls “Before Take-Off Checklist to the line” Actions: Before Take-Off Checklist........................START Read as challenge and response. When cleared to line up CM2 automatically continues the Before Take-Off Procedure below the line unless otherwise instructed by CM1. Actions: Actions: Strobes...........................................................ON Bleed Valves...............................AS REQUIRED Cleared to Cabin Crew..........................................ADVISED Line up Cycle the Seat Belt/Devices switch off, pause, ON. XPDR............................................................ALT Flight Event CM1 CM2 Actions: FWS.............................................................RCL Lateral FD bars can be set for a wind corrected heading. Up Calls “Before Take-Off Procedure Complete” Calls “Before the line checklist” Actions: Before Take-Off Checklist................COMPLETE Complete the Before Take-Off Checklist below the line. Calls “Before Take-Off Checklist Complete” End 600-Series | Action | Value | | --- | --- | | Rudder Cam | CENTRE | | FWS | RCL | | Lateral FD Bars | CENTRE | | Action | Value | | --- | --- | | Runway Heading on MCDU | CHECK | | When Lined Overhead Panel | CHECK | 500-Series ATR 500 Series Before Take-off Flows End 500-Series

600-Series ATR 600 Series Before Take-off Flows End 600-Series

2.4.3 Rejected Take Off¶

FLT 3.12.6 Refer to FCOM Additional Normal Procedures chapter PRO.NOP.ANOR.6.1. An RTO is defined as any abort which takes place after the power levers have been advanced to commence take off. On the ATR the take-off can be divided into two distinct areas, a low-speed regime and a high-speed regime. The 70kt call in the ATR normal procedures acts as a natural division between the low and high speed regimes. In the low speed regime, below 70kts it is safe to stop for any reason whatsoever. Above 70kts, in the high speed regime, extensive research has shown it is safer to continue the take-off unless you experience a catastrophic failure. Whenever there is an occurrence of an RTO Flight Crews must consider the following aspects. • Has the aircraft been subjected to excessive brake temperatures requiring detailed inspection of the landing gear systems? • Determine the root cause for the RTO and if due to a technical fault evaluate what corrective action if any is required. CAUTION: After a rejected take-off the aircraft must be stopped for 10 minutes and the BRK TEMP HOT light must be monitored as it may take up to 10minutes before the brake temperature reaches it maximum at the sensor location. The requirement to stop for 10 minutes following rejected take-off does not apply if NO braking was used in the manoeuvre. If the cause of the RTO is agreed between flight crew that it was not for technical reasons the crew may elect to taxi in turn for departure and continue the flight as normal after 10 minutes have elapsed. All RTO’s which occur: • Performed with excessive braking and/or: • Due to technical reasons require a tech log entry specifying the speed at which the stop commenced and a return to stand for a gear inspection. LMC must be contacted before any action is taken.

Note: as T/O INHIBIT will still be active which will hide failures on the CAP.

2.4.3.1 Decision Making¶

The decision to reject a take-off and to stop the aircraft should be made by the CM1. Therefore, the CM1 should keep their hand on the thrust levers until the aircraft reaches V , whether the CM1 is the Pilot Flying 1 (PF) or the Pilot Monitoring (PM). The time available for decision making is limited. To minimize the risk, many alerts considered non-essential are inhibited between TO INHIB engagement and gear retraction. Therefore, any warnings triggered during this period must be considered as significant. Below 70kts CM1 can stop for any reason whatsoever. Between 70kts and V 1 CM1 should consider rejecting the take-off, if any of the following conditions occur: • Master warning/caution • Unusual noise or vibration • ATPCS not armed • Windshear • Cabin smoke/fire • Abnormal acceleration • Tyre failure • Unsafe/unable to fly • Engine failure/fire • Take-off configuration warning • Bird strike • Window failure.

Note: Above V 1 Take-off must be continued, because it may not be possible to stop the aircraft on the remaining runway. CM1 must make the decision to reject before V : 1 • If a malfunction occurs and CM1 decision is to continue the take-off he/ she should announce “CONTINUE”. • CM1 will call “STOP, STOP”, thereby indicating the decision to reject the take-off. If CM1 is performing the role of PM, they will immediately assume control of the aircraft. CM1 will then control the direction of the aircraft with the rudder and keep wings level with ailerons. On decelerating through 70kts CM2 will call “70kts” at which point CM1 will respond with “MY STEERING” and transition to nose wheel steering, CM2 will then assume control of the control column and continue to keep wings level with aileron.

2.4.3.2 Rejected Take-off Manoeuvre¶

As soon as the decision to reject is made, CM1 announces “STOP, STOP”, takes over control of the aircraft, and executes a rejected take-off. During any aborted take-off, both PLs are retarded down to Gl by pulling on the triggers and full braking should be applied if needed. Simultaneously, control column must be pushed forward to maximize controllability. As soon as the LO PITCH light(s) comes on, full reverse(s) can be applied if needed. Reverse is available even in single engine. At 70kt, control column is transferred to CM2 and the CM1 takes the nose wheel steering control. In case of single reverse operation roll control must be applied (possibly to full travel) in order to minimize the tendency to bank on the side of the operating engine. On a wet or slippery runway, or take off at or near maximum runway limit weight, a rejected take-off at or near V will require MAXIMUM use of 1 brakes until reaching a full stop and use of reverses until 40kt. On a contaminated runway, since the effect of asymmetrical reverse thrust is not predicted with a sufficient accuracy, it is therefore not recommended to use single engine reverse thrust. In case of fire, if possible, position the aircraft to keep fire away from the fuselage, taking into account wind direction.

2.4.3.3 Rejected Take-Off Procedure (RTO, Rejected Takeoff)¶

Note: Monitoring Flight Event CM1 CM2 Calls “STOP, STOP” Immediately and simultaneously Actions: PL................................................GROUND IDLE To stop the aircraft and prevent brake overheat, the power levers should be retarded immediately to GI by using the triggers. Control Column..........................................PUSH Keep wings level with aileron. Brakes.........................................AS REQUIRED Actions: Take-Off LO PITCH.......................CHECK & ANNOUNCE Rejected Between 70kts and V1 Actions: The effect of asymmetrical reverse thrust is not predictable with sufficient accuracy on Reverse.........................................IF REQUIRED contaminated runways, it is therefore not recommended to use single engine reverse thrust. Actions: ATC........................................................ADVISE Calls “70kts” Calls “My steering” Passing Actions: Actions: 70kts NWS...................................................CONTROL Control Wheel.......................HOLD IN TO WIND Keep wings level with aileron. Actions: The aircraft should remain stationary while the crew evaluates the situation. | Action | Value | | --- | --- | | Parking Brake | SET | | Aircraft CCAS/FWS | RCL | | Stopped Situation Assessment | PERFORM | Flight Event CM1 CM2 Actions: Evacuation Emergency Evacuation on Ground..........APPLY Required E99.05 (500 Series) EWD (600 Series) TAKE-OFF PROHIBITED FOR 10 MINUTES If aborted take-off has been performed, and braking Attempting was used, the aircraft must be stopped for 10 min a new and the BRK TEMP HOT light must be monitored as Take-Off it may take up to 10 min before brake temperature reaches its maximum at temperature sensor location

2.4.3.4 Rejected Take-off Situation Assessment¶

Following a rejected take off • The flight crew makes a full assessment of the state of Aircraft including CCAS/FWS recall to assess any inhibited alerts • 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, if CM1 decision is to reattempt the take-off, the flight crew should prepare the aircraft for a new departure and apply all checklists starting from BEFORE TAXI CHECKLIST.

Note: rejected take-off or for any situation which requires a return to stand. This ensures that the aircraft is in a safe configuration before it is parked. (Probes heating is de-selected, Wx Radar switched off etc... If after consideration, a return to stand is not required then the crew must complete the before taxi and taxi checklists, in order to ensure that the aircraft is properly configured for departure. After an RTO with “Hot Brakes warning”, or if crews report “excessive application of the aircrafts braking systems without hot brakes warning”, the Landing gears must be inspected to determine if any main wheels have deflated due to fusible plugs melting. LMC will give guidance to the crew regarding the inspection of the landing gear. Flight Crew must follow all safety instructions given by LMC before performing a landing gear inspection. If one or more wheels have deflated due to fusible plug melting then further inspections must be performed by an engineer before further flight. If no wheels have deflated and the hot brake warning has extinguished no further action is required. It is not permissible for contracted Ground Handling Personnel to inspect the landing gears. If Crew have inspected the condition of the wheels they should state it in the technical log “Pre-flight inspection performed on main wheels to determine satisfactory condition following an RTO.”

2.4.3.5 RTO Root Cause and Technical Evaluation¶

If the RTO was due to a technical fault and that fault still persists then in cases where the fault can be deferred under MEL proceed to raise an ADD. If it is not permissible to defer the fault the aircraft is grounded for maintenance corrective action. In cases where the fault has now cleared of its own accord and the fault had it not cleared could be deferred under MEL to permit further flights. Then it is acceptable to raise an ADD for the applicable system if nominated by the flight crew or LMC as being the most prudent course of action. In cases where the fault has cleared of its own accord but was not an allowable fault under MEL had it not cleared, the aircraft can be released without any maintenance action if the flight crew are in agreement and subject to the following actions. • There is no recent history of this defect that would suggest there is a likelihood the defect will reoccur on take-off or during subsequent flights, LMC will review recent defect history. • Flight Crews must consider the potential for a re-occurrence of the fault and include this in the pre-flight briefing of the next flight and decide if there is a re-occurrence will they continue the flight or perform a second RTO. In cases where an intermittent fault has led to a double RTO then the system must be deferred if allowable under the MEL or the aircraft must be grounded for maintenance action.

Note: Rejected Take Offs are a mandatory occurrence report (MOR) as required by current regulations.

2.4.4 Take-Off and Climb Procedure¶

When lined up on the runway CM1 will confirm the runway in use and compare it to the runway displayed on the EHSI/MCDU. Additionally, both pilots will verbally confirm any amended or local clearance e.g. “Radar Heading........degrees” and, if not required for navigation, set the course bars to the required radar heading after departure. Turns should not normally be commenced until passing 1500ft AAL unless stated on the SID or departure profile. Engine failure following a turn must be considered and briefed, if OEI obstacle clearance is not guaranteed then the SID, departure clearance of ATC instruction should not be accepted.

2.4.4.1 Take-Off Procedure¶

500-Series Flight Event CM1 CM2 Take-Off Actions: Clearance Landing Lights................................................ON Received Calls “Timing” Calls “Timing” Actions: Clocks...................................................................................................................................TIMING Actions: Actions: motion to the notch position. The PL should be in the notch within a second, 90% of nominal power should be reached within 4 seconds and TQ Take-Off reached 90% by 5–6 seconds. Abort Take-Off if ATPCS light is not on and steady. Actions: Engine Parameters.............................MONITOR Expected Take-Off TQ must be obtained no later than 70kts, otherwise Take-Off must be aborted. NP at 100% (-0.6%/+0.8%) ITT must not exceed limitations, TQ at expected Take-Off value. Calls “System Armed, Power Set” Actions: Calls “70 kts” P1 IAS..................................................X CHECK Calls “Checked” Actions: Reaching If CM1 is PF 70kts Calls “My Controls” Calls “Your Controls” If CM2 is PF If CM2 is PF Calls “Your Controls” Calls “My Controls” | Action | Value | | --- | --- | | NWS Handle | HAND ON Aileron..................................HOLD IN TO WIND | | PL | ADVANCE to the NOTCH PL.........................................CHECK IN NOTCH | | PL must be advanced smoothly in one continuous ATPCS Arm Light | CHECK ON | Flight Event PM PF Calls “V” 1 Reaching V Actions: CM1 1 PL 1 & 2............................................................................................................................RELEASE Calls “Rotate” Actions: Initial pitch target of 9° Call “Positive Climb” Calls “Gear Up” Actions: LDG Gear Lever..............................................UP After Lift-OffCrosscheck that all lights are OFF including overhead panel. Yaw Damper........................................ENGAGE Check 2 White arrows turn ON. TAXI & T.O. Lights........................................OFF When Gear Calls “Gear Up” Up Lights Out | Action | Value | | --- | --- | | Reaching When V 1 =V R call V 1 /Rotate. Pitch | ROTATE SMOOTHLY | | V R FD Bars | FOLLOW | ATR 500 Series Gear up Flow Flight Event PM PF Calls “Acceleration Altitude” Actions: Calls “Power Levers in the Notch, Climb Procedure” Actions: In Icing Conditions set IAS to 160 (170) or Icing bug +10 whichever is greater. Bleed Valves...................................................ON Only applies if packs OFF take off. Pack 2 valve FAULT light comes on for 6s. This delay avoids pressure shocks for passenger comfort. Calls “V or Icing Bug” FTO Reaching Calls “Flaps 0°” V or Icing Calls “Speed Checked” FTO Bug Actions: Flaps.............................................SELECT to 0° When Flaps Calls “Flaps 0°” 0° Calls “V +10 or Icing Bug +10” FTO Calls “Set HI Bank” Actions: HI Bank..................................................SELECT Reaching Calls “HI Bank Set” V +10 or FTO Calls “Set Speed Bug 160 (170) or Icing bug +10” Icing Bug In Icing Conditions set IAS to 160 (170) or Icing bug +10 +10 whichever is greater Action: Calls “Speed Bug 160 (170) Set or Icing Bug +10 Set, Climb Procedure Complete” Calls “After Take-Off Checklist” Suitable Action: Time After Take-Off (1) After Take-Off Checklist..................COMPLETE Calls “After Take-Off Checklist Complete” Note: AP is set at discretion when the aircraft is properly trimmed. (1) Usually after setting 1013 at transition, however if cruising below transition then carry out at a time workload permits. | Action | Value | | --- | --- | | PL 1 & 2 | CONFIRM IN NOTCH | | Passing PWR MGT | CLB | | Acceleration NP | MONITOR 82% | | Altitude IAS | SET 160 (170) | ATR 500 Series Climb Procedure Flow End 500-Series

600-Series Flight Event CM1 CM2 Take-Off Actions: Clearance Landing Lights................................................ON Received Calls “Timing” Calls “Timing” Actions: Clocks...................................................................................................................................TIMING Actions: Actions: motion to the notch position. The PL should be in the notch within a second, 90% of nominal power should be reached within 4 seconds and TQ Take-Off reached 90% by 5–6 seconds. Abort Take-Off if ATPCS light is not on and steady. Actions: Engine Parameters.............................MONITOR Expected Take-Off TQ must be obtained no later than 70kts, otherwise Take-Off must be aborted. NP at 100% (-0.6%/+0.8%) ITT must not exceed limitations, TQ at expected Take-Off value. Calls “System Armed, Power Set” Actions: Calls “70 kts” P1 IAS..................................................X CHECK Calls “Checked” Actions: 70kts If CM1 is PF Calls “My Controls” Calls “Your Controls” If CM2 is PF If CM2 is PF Calls “Your Controls” Calls “My Controls” Flight Event PM PF Calls “V” 1 Reaching V Actions: CM1 1 PL 1 & 2............................................................................................................................RELEASE | Action | Value | | --- | --- | | NWS Handle | HAND ON Aileron..................................HOLD IN TO WIND | | PL | ADVANCE to the NOTCH PL.........................................CHECK IN NOTCH | | PL must be advanced smoothly in one continuous ATPCS Arm Light | CHECK ON | Calls “Rotate” Actions: Initial pitch target of 9° Call “Positive Climb” Calls “Gear Up, LNAV LO” Actions: LDG Gear Lever..............................................UP After Lift-OffCrosscheck that all lights are OFF including overhead panel. Yaw Damper........................................ENGAGE Check 2 White arrows turn ON. TAXI & T.O. Lights........................................OFF When Gear Calls “Gear Up, LNAV LO” Up Lights Out | Action | Value | | --- | --- | | Reaching When V 1 =V R call V 1 /Rotate. Pitch | ROTATE SMOOTHLY | | V R FD Bars | FOLLOW | ATR 600 Series Gear up Flow Flight Event PM PF Calls “Acceleration Altitude” Actions: Calls “Power Levers in the Notch, Climb Procedure” Passing Actions: Acceleration Only applies if packs OFF take off. Pack 2 valve FAULT light comes on for 6s. This delay avoids pressure shocks for passenger comfort. Actions: If Normal Speed Bug 160 (170) MAGENTA.........................................................................................CHECK Climb Calls “Speed 160 (170) Magenta” Calls “Speed 160 (170) Magenta” Calls “Set MAN Speed, IAS XXX” Actions: Speed Target Selector..........................MANUAL If High Rate On ICP. High rate climb may have been anticipated of Climb via inserting a low speed value in Speed constraint on SID Waypoints. In that case, SPD TARGET Selector may remain in AUTO. Speed Bug....................................................SET On ICP Calls “V or Icing Bug” FTO Calls “Flaps 0°” Passing F Calls “Speed Checked” Speed Actions: Flaps.............................................SELECT to 0° Calls “Flaps 0°” When Flaps Calls “Speed 160 (170) Magenta” 0° Calls “Speed 160 (170) Magenta, Climb Procedure Complete” Calls “After Take-Off Checklist” Suitable Actions: Time After After Take-Off Checklist..................COMPLETE Take-Off (1) Calls “After Take-Off Checklist Complete” Note: AP is set at discretion when the aircraft is properly trimmed. (1) Usually after setting 1013 at transition, however if cruising below transition then carry out at a time workload permits. | Action | Value | | --- | --- | | Altitude PL 1 & 2 | CONFIRM IN NOTCH | | PWR MGT | CLB | | NP | MONITOR 82% | | Bleed Valves | ON | ATR 600 Series Climb Procedure Flow End 600-Series

2.4.4.2 Take-Off Profile¶

500-Series End 500-Series

600-Series End 600-Series

2.4.5 Narrow Runway Operations¶

The following aircraft are approved for operations on runways between 30m and 14m in width. G-LMRA, G-LMRB, G-LMRC, G-LMRD, G-LMRE, G-LMSA and G-LMSB

2.4.5.1 Limitations¶

For crosswind limitations see Section 1.8.2, Wind Limitations – Narrow Runway Operations and Section 1.10.3, Runways < 30m (Aircraft with Narrow Runway Approval Only). The following equipment is required for Narrow Runway Operations. • Both ACW generators. • Both Main and DC auxiliary hydraulic pumps. • MFC modules 1B and 2B. • Nose wheel steering. The above systems as shown in the table within Section 0.3.8 of the MEL. MEL items are also annotated with a note stating Both systems required for Narrow Runway Operations above the associated MEL table. CAUTION: If the case of an inoperative PEC system, the use of reverse is not permitted for runways less than 30m width. MEL 61-21-02 refers.

2.4.5.2 Procedures¶

The normal procedures for Take-Off within this Part B remain applicable with the following additions. • Take-Off must be performed with BLEEDS OFF. • On Take-Off CM1 should keep their hand on nose wheel steering until 90m kts. • On Landing CM1 should be ready to use nose wheel steering as soon as the nose wheel is on the ground.

2.4.6 Noise Abatement¶

Refer to the relevant navigation charts for noise abatement procedures for departure and arrival at specific airfields. Unless superseded by ATC instructions or AIS information, all noise abatement procedures as outlined in the navigation charts must be adhered to. In addition to any required noise abatement or ATC procedures, after take-off, a turn may not be commenced below 400ft AAL except in an emergency situation. Noise Abatement Climb Procedure There are noise sensitive airfields where a high flap retract altitude is specified i.e (V +10) to 1500ft AAL, accelerate, flap up, continue climb. 2 In these instances it will be standard procedure to use 1500ft as the point where Climb Procedure is commenced. Climb Procedure will then be completed as normal with the aircraft accelerating to 160/170 kts or Icing bug +10 (whichever is greater). Flaps should be retracted on schedule at either VFTO or Icing bug as required. Altimeter bugs should still be set at the published AA for use in the event of an OEI situation.

2.4.7 After Take-Off¶

At a suitable time after take-off and when CM1 deems it safe to do so, the cabin crew shall be released to commence their duties. The cabin crew shall be released by single chime from the No-Smoking/No-Devices switch. The After Take-Off checklist is called for by PF at an appropriate time after take-off. It is a challenge and response checklist read by PM.

2.5 Cruise, Descent and Approach¶

2.5.1 PWR MGT CRZ Settings¶

Note: set NP to 77% for reduced noise in cabin. CRZ 2 (77% Propeller RPM) Prior to selection of CRZ 2, consideration should be given to the risk of entering icing conditions. Crews should remain aware of the need to reselect CRZ 1 in the event that icing conditions are entered and to passenger perception of increasing and decreasing the Np during the course of the flight. CAUTION: CRZ 2 is prohibited in icing conditions. Prior to selecting TO in the Before Landing flow select CRZ 1 and wait for the NP to increase to 82% before selecting TO. If this is not done the props will remain at 77% NP which will result in decreased landing performance. ATR 42: When at the assigned cruising level select CRZ power. The aircraft will then accelerate to the TAS extracted from the QRH. CRZ 1 or CRZ 2 may be selected however the use of CRZ 2 is not permitted in icing conditions. ATR 72: When at the assigned cruising level, the aircraft must be allowed to accelerate to the TAS extracted from the QRH. Cruise power must not be set until the relevant TAS is reached or until the TAS stops increasing (whichever occurs sooner). The early selection of cruise power can lead to an excessively nose high attitude resulting in a higher drag, lower speed and increased fuel consumption.

2.5.1.1 ATR 42-500/600 Cruise¶

Approaching Actions: Cruise FL ALTIMETER/EADI.........................................................................MONITOR FL/ALT INTERCEPT When ALT observed on EADI Calls “Alt Star” ALT * When ALT observed on EADI Calls “Alt Star” When Alt Green observed on EADI Calls “Alt Green” ALT GREEN When Alt Green observed on EADI Calls “Alt Green” Flight Event PM PF Actions: PWR MGT.........................................CRZ 1 or 2* * 42-500 Only, CRZ 2 prohibited in icing conditions. TQ, FF, IAS & Single engine gross ceiling. On Reaching Actions: Cruise Level The computed reference cruise speed enables the crew to identify drag effect on aircraft performance in case of ice accretion. Actions: Calls “Cruise Procedure Complete” Actions: On Reaching Confirm TQ, FF, IAS, and TAS match with expected cruise parameters. Actions: Actions: Destination and Alternate Remaining Fuel and Holding WPT, DEST, ETA, TOD and DEST RAIM | Action | Value | | --- | --- | | SAT | CHECK | | DELTA ISA | COMPUTE | | Cruise Parameters | DETERMINE | | Action | Value | | --- | --- | | ATR 42-500 Speed Bug | SET TO CRUISE IAS | | ATR 42-600 Speed Bug | CHECK | | Action | Value | | --- | --- | | PLOG | FILL Systems..............................................MONITOR | | Weather | OBTAIN TOD................................................CALCULATE | | Action | Value | | --- | --- | | STBY ALT | SET QNH Time....................................................MONITOR | | During Systems | MONITOR | | Cruise Fuel Checks | CARRY OUT | | Landing Weight | CHECK FMS | | Data Card | COMPLETE | | Landing Elevation | CHECK | | Predications | CHECK | Flight Event PM PF Actions: CCAS............................................................RCL Crew review aircraft status. FMS Flight Plan......................................CHECK 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 Actions: Before NAVAID & GNSS........................................................................................................................SET Descent According to expected STAR and Approach Actions: Arrival Briefing...................................PERFORM Calls “Descent Checklist” Actions: Descent Checklist............................COMPLETE Calls “Descent Checklist Complete” Actions: Descent Clearance................................OBTAIN Approaching Actions: TOD 500-Series

2.5.1.2 ATR 72-500 Cruise¶

Flight Event PM PF Approaching Actions: Cruise FL ALTIMETER/EADI.........................................................................MONITOR FL/ALT INTERCEPT When ALT observed on EADI Calls “Alt Star” ALT * When ALT observed on EADI Calls “Alt Star” When Alt Green observed on EADI Calls “Alt Green” ALT GREEN When Alt Green observed on EADI Calls “Alt Green” | Action | Value | | --- | --- | | Landing Speeds | SET | | MDA/DH | SET | | TCAS | BELOW | | Action | Value | | --- | --- | | Cleared Level/Altitude | SELECT | | VS Mode | ENGAGE | Flight Event PM PF Actions: On Reaching TQ, FF, IAS & Single engine gross ceiling. Cruise Level Actions: Speed Bug......................................................................................................SET TO CRUISE IAS The computed reference cruise speed enables the crew to identify drag effect on aircraft performance in case of ice accretion. Actions: Actions: PWR MGT....................................................CRZ On Reaching Actions: Cruise Speed Confirm TQ, FF, IAS, and TAS match with expected cruise parameters. Calls “Cruise Procedure Complete” Actions: Actions: Destination and Alternate Remaining Fuel and Holding WPT, DEST, ETA, TOD and DEST RAIM | Action | Value | | --- | --- | | SAT | CHECK | | DELTA ISA | COMPUTE | | Cruise Parameters | DETERMINE | | Action | Value | | --- | --- | | PLOG | FILL Systems..............................................MONITOR | | Weather | OBTAIN TOD................................................CALCULATE | | Action | Value | | --- | --- | | STBY ALT | SET QNH Time....................................................MONITOR | | During Systems | MONITOR | | Cruise Fuel Checks | CARRY OUT | | Landing Weight | CHECK FMS | | Data Card | COMPLETE | | Landing Elevation | CHECK | | Predications | CHECK | Flight Event PM PF Actions: CCAS............................................................RCL Crew review aircraft status. FMS Flight Plan......................................CHECK 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 Actions: Before NAVAID & GNSS........................................................................................................................SET Descent According to expected STAR and Approach Actions: Arrival Briefing...................................PERFORM Calls “Descent Checklist” Actions: Descent Checklist............................COMPLETE Calls “Descent Checklist Complete” Actions: Descent Clearance................................OBTAIN Approaching Actions: TOD End 500-Series

600-Series

2.5.1.2 ATR 72-600 Cruise¶

Flight Event PM PF Approaching Actions: Cruise FL FMA ..............................................................................................MONITOR FL/ALT INTERCEPT When ALT observed on FMA Calls “Alt Star” ALT * When ALT observed on FMA Calls “Alt Star” When Alt Green observed on FMA Calls “Alt Green” ALT GREEN When Alt Green observed on FMA Calls “Alt Green” | Action | Value | | --- | --- | | Landing Speeds | SET | | MDA/DH | SET | | TCAS | BELOW | | Action | Value | | --- | --- | | Cleared Level/Altitude | SELECT | | VS Mode | ENGAGE | Flight Event PM PF Calls “Cruise Procedure” Actions: Delta ISA can be checked on VNAV page of FMS On Reaching Actions: When Speed observed on FMA Calls “Speed Bug XXX Magenta” When Speed observed on FMA Calls “Speed Bug XXX Magenta” Actions: Actions: PWR MGT....................................................CRZ On Reaching Actions: Cruise Speed Confirm TQ, FF, IAS, and TAS match with expected cruise parameters. Calls “Cruise Procedure Complete” Actions: Actions: Destination and Alternate Remaining Fuel and Holding WPT, DEST, ETA, TOD and DEST RAIM | Action | Value | | --- | --- | | SAT | CHECK | | DELTA ISA | COMPUTE | | Action | Value | | --- | --- | | PLOG | FILL Systems..............................................MONITOR | | Weather | OBTAIN TOD................................................CALCULATE | | Action | Value | | --- | --- | | IESI | SET QNH Time....................................................MONITOR | | During Systems | MONITOR | | Cruise Fuel Checks | CARRY OUT | | Landing Weight | CHECK FMS | | Data Card | COMPLETE | | Landing Elevation | REVISE If REQ | | Predications | CHECK | Flight Event PM PF Actions: FWS..............................................................RCL Crew review aircraft status. FMS Flight Plan......................................CHECK 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 and QNH at destination Before VNAV Page...................................................SET Descent Set Temperature, activate temperature compensation if proposed by FMS or outside published limit. Actions: NAVAID & GNSS........................................................................................................................SET According to expected STAR and Approach Actions: Arrival Briefing...................................PERFORM Actions: Descent Clearance................................OBTAIN Actions: When Speed observed on FMA Calls “Speed bug XXX Magenta” Approaching When Speed observed on FMA TOD Calls “Speed bug XXX Magenta” Actions: FMA/PFD..............................................................................................................................CHECK Actions: SD Pages................................................CHECK During descent, check all systems, including engines parameters and pressurization. Calls “Descent Checklist” Once Actions: Descent Descent Clearance..........................COMPLETE Commenced Calls “Descent Checklist Complete” End 600-Series | Action | Value | | --- | --- | | Landing Speeds | SET | | MDA/DH | SET | | TCAS | BELOW | | Action | Value | | --- | --- | | Cleared Level/Altitude | SELECT | | IAS BUG | SET |

2.5.2 Descent¶

2.5.2.1 Descent Planning¶

All descents shall be carefully planned so as to ensure maximum efficiency. When planning the descent, the following factors should be taken into consideration: 1. Distance to go. 2. Wind component. 3. Initial altitude. 4. Altitude required over destination. 5. Weather conditions. 6. Cabin pressurisation (defects). 7. Alternate fuel requirements. 8. ATC requirements and approach procedures. 9. Likelihood of holding. 10. MSA. Descents should be planned without extended level segments for fuel economy and to produce less noise. There are two general techniques in use. The first technique is based on distance to go to the appropriate bottom of descent point. Based on the required altitude loss a simple rule of thumb can be used to calculate an approximate top of descent point. This rule of thumb is based on two datum rates of descent and a constant IAS of 240 kt. Standard 3 Degree Descent Based on a constant rate of descent of 1,500 fpm and IAS of 240 kt then the required altitude loss (divided by 1,000) should be multiplied by 3 in order to obtain the distance from the bottom of descent point at which descent should be commenced. E.g. Required altitude loss = 10,000 ft. Divide by 1,000 = 10. Multiply by 3 = 30. Therefore descent should be commenced 30 nm from the bottom of descent point. Low-Thrust Descent Whilst the actual descent profile may depend on ATC, the descent should be planned to maintain a constant descent profile until established on the approach. Whenever possible, once descent has commenced, level segments should be avoided. The optimum descent profile is achieved by maintaining a constant rate of descent with a low thrust setting until on the approach. This is achieved by using a rate of descent of approximately 2000fpm, a speed of 220–230KIAS with a power lever angle (PLA) of approximately 40º. A PLA below 40º may result in a slight increase in drag and slightly higher fuel consumption. For descent planning (0 wind conditions), allow two track miles per 1000ft of height. Frequent checks of descent profile must be made and the rate of descent adjusted as necessary to allow for head or tailwinds. Altimeter checks must be made passing 20,000ft, 10,000ft and on the descent.

2.5.2.2 Arrival Briefing (Approach Briefing Requirements)¶

FLT 3.11.23 The arrival briefing should be completed once all relevant details for the landing destination have been copied. Whenever possible, the briefing should be completed before commencing descent and must cover the following items: The Arrival brief should follow the THREATS CTWO format. Threats Any threats that can be identified with the approach and how they can be mitigated, including confirmation of variant being operated (42/72-500 or 42/72-600). Charts Arrival and approach procedure and route including a check of FMS programming and navigation equipment set up including any PBN requirements. The missed approach procedure from minima (If applicable) and in the event of a non standard go-around. The missed approach procedure brief should include speeds, configuration changes and power settings.

Note: arrival profile depicted on the chart. The brief should not be a verbatim reading of the chart. Terrain Describe the terrain around the airfield and state the highest MSA or AMA. Weather Any weather that may affect the approach. Operational 1. Operational minima, aircraft configuration and landing speeds. 2. Alternate aerodromes and fuel considerations. 3. Any deviations from SOP’s or unserviceablities. 4. Use of reverse. 5. Any specific operating procedures for dealing with equipment failures during approach or landing. Note: are arriving or departing from an airfield more than once in the same day. However, the missed approach procedure is always briefed. During the arrival briefing, the STAR or expected routing and approach procedure should be cross-checked against entries made in the GNSS or FMS. On the first sector of the day, the actions in the event of executing a missed approach shall also be reviewed. Each pilot shall ensure that the applicable plates for the aerodrome are attached to the chart viewer or clipboard of the Charts+ APP for the Arrival, Approach and Taxi. Once the briefing is complete both pilots shall stow their EFBs in the viewable stowage device for the arrival. Pilots shall ensure the aircraft is monitored at all times during the brief. Reference should be made for performance aspects related to the approach. Performance data is available in the route performance manuals, QRH Section 4 and laminated speed cards. This shall include approach speeds, landing weight and go around limitations for the runway in use and the engine out procedure. The engine out procedure shall be entered in FLPN 2. Note: out. Manually created single engine procedures often have a straight ahead to a defined DME or altitude and a turn left or right to a holding point. The direction of turn cannot be manually programmed and the FMS will automatically turn in the shortest direction.

2.5.2.3 Temperature Compensation¶

Pressure altimeters are calibrated to indicate true altitude under International Standard Atmosphere (ISA) conditions. Any deviation from ISA will therefore result in an erroneous reading on the altimeter. The altimeter error may be significant under conditions of extremely cold temperature and appropriate corrections should be applied. Temperature corrections should be applied to all published minimum altitudes including those for MSA, the initial and intermediate approach segments, descent altitudes in the final approach phase and missed approach altitudes when the temperature is at or below 0 degrees C. Pilots MUST inform ATC prior to accepting an ATC clearance that they intend to make altitude corrections to avoid loss of separation with other aircraft. Once an ATC clearance or assigned altitude has been accepted it must not be subsequently adjusted for temperature error. Temperature corrections are only applicable where low temperature exists throughout the airmass above the airfield or approach area. Temperature corrections need not be applied where localised low surface temperatures occur due to temperature inversions or katabatic drainage. Met form 214 will indicate if low temperature is present throughout an air mass or locally at the surface. To calculate the correction required use the procedure below: 1. The elevation of the altimeter setting source is normally the aerodrome elevation. 2. Select the table appropriate to the elevation of the altimeter setting source. 3. Enter the table with the aerodrome temperature and the height above the altimeter setting source of the published altitude. 4. Add the table value to the published altitude. The tabulated data provided by ICAO in PANS-OPS is replicated in the UK AIP AD 1-1-8, seen below: Aerodrome Aircraft Height Above the Elevation of the Altimeter Setting Source (feet) Temp (°C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000 0 20 20 30 30 40 40 50 50 60 90 120 170 230 280 -10 20 30 40 50 60 70 80 90 100 150 200 290 390 490 -20 30 50 60 70 90 100 120 130 140 210 280 420 570 710 -30 40 60 80 100 120 141 150 170 190 280 380 570 760 950 Aerodrome Aircraft Height Above the Elevation of the Altimeter Setting Source (feet) Temp (°C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000 -40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210 -50 60 90 120 150 210 210 240 300 300 450 590 890 1190 1500 Example: 1. Temp at Inverness is -10°C 2. Height check for the RWY 23 VOR/DME approach at 6.5 DME is 2000ft 3. The elevation of Inverness airport is 31ft 4. Subtract the height check from the elevation 2000-31= 1969. Round up to nearest 100ft. In this example 2000ft 5. Enter the chart -10°C at 2000 to see the compensated altitude 6. The compensated altitude is 200ft. The compensated altitude is 2200ft 7. This altitude is above the platform alttitude Therefore descent will be delayed and the VDEV computed by the FMS will command a delayed descent. Refer to OMA for full Temperature Error procedures. Loganair Operations Manual Part A 8.3.3, Altimeter Setting Procedures. ATC are responsible for terrain clearance when operating in a radar controlled environment and therefore MSA and Platform altitudes need not be compensated. If at any stage the flight crew wish to compensate a platform altitude or missed approach altitude they must seek a clearance from ATC. In addition, for procedural approaches in a non-radar controlled environment, terrain clearance may not be achieved at very low temperatures. As such, if compensation is to be applied to platform altitudes, MSA values or missed approach altitudes the air traffic controller must be informed. 600-Series The FMS allows for the temperature of the destination airfield to be entered via the MCDU. This is achieved on VNAV page 2. When prompted or if the temperature at the destination airfield is at or below 0°C, Temperature Compensation shall be activated by the crew on the FMS. As a result of Temperature Compensation activation, any approach managed or monitored by the FMS will compensate the profile of the approach to achieve the desired vertical path. Therefore, any height checks made on such approaches with reference to the approach plate must also be compensated by the flight crew if they are to coincide. 1. Shows the instantaneous SAT and ISA deviation. 2. Temperature entered by the pilots recorded from the ATIS. 3. Selects between temperature compensation On or Off. 4. Compensated Altitude calculator. The calculator allows the flight crew to enter an altitude they wish to compensate. This appears in blue font. The FMS will automatically calculate the compensated altitude value based on the field temperature entered in the FMS. This appears in green font as shown above. In this example an altitude of 3200ft equates to 3315ft. The Calculator may be used to compute height checks for approaches DAs/MDAs or acceleration altitudes. Note 1: BARO/COMP ALT field can be used to compute a compensated Minimum Descent Altitudes (MDAs)/Decision Altitudes (DAs). However the pilot has to manually set the compensated MDA/DA on the ICP. This does not happen automatically. Note 2: A Decision Height on a CATII approach does not require compensating. It is based on RAD ALT. TEMP RESTRICTION: Most RNAV approaches have a temperature restriction associated with them. See approach plate for DUB RNP 28 below. Such approaches are prohibited outside these temperatures without temperature compensation. The FMS on the ATR 600 series has temperature compensation built in. Once activated the FMS will command a descent profile relative to the temperature entered in the FMS. As such, an approach is permitted once the correct temperature is entered and compensation is activated. End 600-Series

2.5.2.4 Descent Checklist¶

500-Series The descent checklist should be performed before reaching the top of descent. End 500-Series

600-Series The descent checklist should be completed when the checklist is presented on the EWD. This can occur after descent has been initiated or when the approach speeds are activated on the FMS. End 600-Series

2.5.3 Approach¶

2.5.3.1 Instrument Approaches¶

An instrument approach may not be commenced unless both crew members have correctly set all navigation aids required for the approach. Prior to commencing the approach PM or PF, depending on workload, shall identify the navigation aids for the approach. PF will confirm identification of navigation systems in the Approach Checklist. If available, the instrument approach should be selected in the GNSS/FMS to be used as a cross reference. The setting of the course bar should be made in advance of the briefing and cross checked by each pilot. PF should centre the heading bug and select HDG SEL before switching to V/L on the AFCS/FGCP selector. These selections should be announced by PF and cross checked by PM. Re-engagement of LNAV should be made as soon as practical in order not to deviate from the FMS flight plan. For an ILS or LOC only approach, APP mode or NAV mode may not be armed on the AFCS/FGCP until cleared for the approach, the aircraft is within the designated coverage area and is on an intercept heading of less than 90º of the final approach track. In addition, on an ILS approach, APP mode may not be armed and descent may not be commenced without clearance from ATC. This will normally be conveyed by the use of the phrase “Cleared for the ILS” or “When established Localiser, descend with the ILS”. Both crew members are required to continually monitor the approach with particular reference to the altitude vs distance. On an ILS approach, a minimum of one altitude check shall be performed, normally at the FAP. If any crossing or check altitude is incorrect, or if the approach is not progressing as expected or becomes unstable then a missed approach should be initiated. In the event that a false Localiser or Glideslope capture occurs, the autopilot must be disconnected and if required, a missed approach should be initiated. Following a false Localiser or Glideslope event, crew shall file an ASR. Approach calls shall be made in accordance with SOP’s on all instrument approaches or circling approaches even when good visual reference is obtained – they then serve as an incapacitation check. The PM will call if they have visual contact with the runway or approach lights. At any time during the approach the PF may call “Visual” if visual contact is made with the runway and can be maintained. In this case the only call required is “Stabilised” at 500ft. aal or “Go Around” by the PM at any point. NAV mode only be used for a VOR approach with the autopilot engaged and coupled to the flight director when a collocated DME is available. DME HOLD may not be used. This is an ATR limitation.

2.5.3.1.1 Instrument Approaches Calls¶

Alert Calls are made by PM on the barometric altimeter at 500ft. and 100ft. above minimums on all instrument approaches except for Cat II approaches. Radio Altimeter Calls Under normal circumstances, there will be an automatic callout generated at radio altimeter heights of 200, 100, 50, 40, 30, 20 and 10ft. The 20ft call is the indication to the PF to commence a smooth power reduction to flight idle and flare. Depending of modification status there may be an automatic callout at 500' during a 2D approach. Radio Altimeter Failure In the event that an automatic call of 200 & 100 are not heard, PM must make a call at 50, 40, 30, 20 and 10ft RA.

2.5.3.2 Standard Approach Profile¶

In the interest of fuel economy and ATC traffic flow the standard approach profile is to be flown whenever possible. Speed adjustments to cater for ATC requests are acceptable, but must not be allowed to compromise the stabilised approach criteria.

2.5.3.3 Standard Line Approach¶

The decelerated approach profile depicts a standard 3° approach and may be used to fly all types of approaches, including visual approaches, using the configuration gates in the profile. However, the fully configured approach profile in this manual may be more suitable in situations of high workload (Procedural, CAT II, or abnormal operations). In such instances due to the lower speeds being flown further out on the approach, crews must inform ATC that they are deviating from a standard approach profile. See Section2.5.3.15 – Standard Line Approach.

2.5.3.4 Stabilisation Calls¶

Prior to commencing an approach, the crew must establish a stabilisation height for the approach to be flown in accordance with the criteria in Section2.1.22, Stabilised Approach Policy. This stabilisation height must form part of the arrival briefing. At stabilisation height the stabilisation call will be made by the PM. The call will either be made at 1000 ft AAL, 500 ft AAL or 300 ft AAL depending on the approach type being flown. • “One Thousand (Five Hundred or Three Hundred), Stabilised or Go Around”. PF will then respond: • “Checked” – if the approach meets the stabilised approach criteria or; • “Go Around, Set Power, Flaps One Notch” – if the approach does not meet the stabilised criteria Should an approach become unstable below the stabilisation height the PM is to make a call “Go Around”. A missed approach must be flown if an approach: • Is not stabilised becomes unstable or; • Is not being flown as briefed A missed approach is a safer option than continuing an unstable approach. A missed approach can be flown at any point during the approach phase at any altitude. Indeed, it may be safer to discontinue an approach early to avoid high workloads in close proximity to terrain.

2.5.3.5 3D Approach¶

500-Series Flight Event PM PF Calls “Set Speed Bug 170” Ready for Actions: Approach Speed Bug...........................................................................................................................SET 170 Calls “170 Set” Actions: Intercept Calls “Heading Mode Set, Heading XXX” Heading Calls “Heading Mode, Heading XXX” Actions: Actions: NAV Source 1..................................SET V/ILS 1 NAV Source 2...................................SET V/ILS 2 Actions: Cleared for Approach Actions: Calls “Approach Mode Set, LOC White, G/S White” Calls “Approach Mode, LOC White, G/S White” Actions: Calls “LOC Alive” LOC Alive Confirm two white arrows for AP. Calls “LOC alive” Actions: LOC Calls “LOC Star” Calls “LOC Star” Actions: LOC Green Calls “LOC Green” Calls “LOC Green” Actions: Alive Calls “Glideslope Alive” Calls “Glideslope Alive” | Action | Value | | --- | --- | | APP pb | PRESS | | EADI | CHECK | Flight Event PM PF Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4nm before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps...............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug VFGA+10” Once Flaps Actions: 15° Indicated Speed Bug.................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK ½ Scale Fly Calls “Speed Checked” Up IndicationActions: Gear.........................................................DOWN Crosscheck that all lights are ON including over head panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Flaps 25° limit 160 Actions: Calls “Flaps 25°” Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps...............................................................25° Once Flaps Calls “Flaps 25° Set” 25° Indicated | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Actions: Calls “Flaps 35 (30)°” 1nm Before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35°(30°) Calls “Flaps 35° (30°) Set” Calls “Set Speed Bug V ” APP Actions: Speed Bug.........................................................................................................................SET V APP Once Flaps Calls “V Set” APP 35° (30°) Calls “Before Landing Checklist” Indicated Actions: Before Landing Checklist..........................................COMPLETE Read as challenge and response. Calls “Before Landing Checklist Complete” Actions: EADI.................................................................................................................................MONITOR Calls “G/S ” Calls “G/S *” G/S * Calls “Set Missed Approach Altitude xxxx ft” Actions: Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: EADI.................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps one Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Flight Event PM PF Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. End 500-Series

600-Series Flight Event PM PF Calls “Activate Approach Speed” Actions: Ready for MCDU: APP SPEED.......................ACTIVATED Approach Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” If Actions: Actions: Conventional NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 NAVAID Approach Actions: Actions: Calls “Heading Mode Set, Heading XXX” Calls “Heading Mode, Heading XXX” Calls “Set Direct to Inbound Course” Actions: DTO Inbounds CRS Intercept Heading FAF/P.....................................SET & ENGAGED Calls “Direct to Inbound Course Confirm?” Actions: WAYPOINT AND INBOUND COURSE Calls “Checked” Actions: MCDU......................................................EXEC Actions: Actions: NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 Actions: Cleared for Calls “Nav Mode Set, LOC Blue” Approach Actions: Calls “Nav Mode, LOC Blue” Actions: Calls “LOC Alive” LOC Alive Confirm two green arrows for AP. Calls “LOC alive” | Action | Value | | --- | --- | | HDG pb | PRESS | | FMA | CHECK | | Action | Value | | --- | --- | | APP pb | PRESS | | FMA | CHECK | Flight Event PM PF Actions: FMA..................................................................................................................................MONITOR LOC * Calls “LOC ” Calls “LOC ” Actions: FMA..................................................................................................................................MONITOR LOC Green Calls “LOC Green” Calls “LOC Green” Actions: Glideslope FMA..................................................................................................................................MONITOR Alive Calls “Glideslope Alive” Calls “Glideslope Alive” Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4nm before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Calls “Gear Down” Actions: Speed......................................................CHECK ½ Scale Fly Up Indication Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Actions: Speed......................................................CHECK Flaps 25° limit 160 Actions: Calls “Flaps 25°” Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK Flaps 30° limit 150 Actions: Calls “Flaps 35 (30)°” 1nm Before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Speed V Magenta” APP Calls “Speed V Magenta” APP Calls “Before Landing Checklist” Once Flaps 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD Calls “Before Landing Checklist Complete” Actions: FMA..................................................................................................................................MONITOR Calls “G/S ” Calls “G/S *” G/S * Calls “Set Missed Approach Altitude xxxx ft” Actions: Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: FMA..................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Flight Event PM PF Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps one Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” If visual reference achieved Decision Or Altitude Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. End 600-Series

2.5.3.6 2D Approach¶

500-Series Flight Event PM PF Calls “Set Speed Bug 170” Actions: Ready for Speed Bug...........................................................................................................................SET 170 Approach Calls “170 Set” Actions: Actions: NAV Source 1...............................................SET NAV Source 2...............................................SET Actions: Cleared for Approach Actions: Calls “NAV Mode Set, VOR/LOC White” Calls “NAV Mode, VOR/LOC White” Actions: Calls “VOR/LOC Alive” VOR/LOC Alive Calls “VOR/LOC alive” Actions: VOR/LOC * Calls “VOR/LOC ” Calls “VOR/LOC ” Actions: Green Calls “VOR/LOC Green” Calls “VOR/LOC Green” Actions: Flap 15° limit 180 (185) Calls “Flaps 15°” 4 nm Before Actions: FAF/FAP Calls “Speed Checked” Actions: Flaps...............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug VFGA+10” Once Flaps Actions: 15° Indicated Speed Bug.................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” | Action | Value | | --- | --- | | NAV pb | PRESS | | EADI | CHECK | Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK Calls “Speed Checked” 3 nm Before Actions: FAF/FAP Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Cycle No-Smoking sign OFF and ON Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Actions: Calls “Flap 25°” Greens Speed......................................................CHECK Indicated Calls “Speed Checked” Actions: Flaps...............................................................25° Once Flaps Calls “Flaps 25° Set” 25° Indicated Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Actions: Calls “Flaps 35 (30)°” 1nm Before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35° (30°) | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Calls “Flaps 35° (30°) Set” Calls “Set Speed Bug V ” APP Actions: Speed Bug.........................................................................................................................SET V APP Calls “V Set” APP Calls “Before Landing Checklist” Actions: Before Landing Once Flaps Checklist...........................................COMPLETE 35° (30°) Read as challenge and response. Indicated Calls “Before Landing Checklist Complete” S set to Zero” Actions: S set to zero” Actions: V/S................................................................SET 0.3nm Before Actions: Calls “V/S” FAF/FAP EADI........................................................CHECK Calls “V/S” Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps one Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Company Calls “Land” Descent If visual reference achieved Altitude Or (CDA) Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. | Action | Value | | --- | --- | | Missed Approach Altitude | SET | | V/S Mode | ENGAGE | | V/S | SET TO ZERO | 600-Series Flight Event PM PF Calls “Activate Approach Speed” Actions: MCDU: APP SPEED.......................ACTIVATED Ready for Calls “Speed 170 Magenta” Approach Calls “Speed 170 Magenta” Actions: Actions: NAV Source 1...............................................SET NAV Source 2...............................................SET Actions: Cleared for Approach Actions: Calls “NAV Mode Set, VOR/LOC Blue” Calls “NAV Mode, VOR/LOC Blue” Calls “VOR/LOC Alive” Actions: VOR/LOC Calls “VOR/LOC alive” Actions: FMA..................................................................................................................................MONITOR VOR/LOC * Calls “VOR/LOC ” Calls “VOR/LOC ” Actions: VOR/LOC FMA..................................................................................................................................MONITOR Green Calls “VOR/LOC Green” Calls “VOR/LOC Green” Actions: Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4nm Before Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” | Action | Value | | --- | --- | | NAV pb | PRESS | | FMA | CHECK | Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK 3nm Before Calls “Speed Checked” FAF/FAP Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Flaps 25°limit 160 Actions: Calls “Flaps 25°” Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK Flaps 30° limit 150kts Actions: Calls “Flaps 35 (30)°” 1nm Before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Calls “Flaps 35 (30)° Set” Calls “Speed V Magenta” APP Calls “Speed V Magenta” APP Calls “Before Landing Checklist” Actions: Before Landing Checklist.................COMPLETE Refer to EWD Once Flaps Read as challenge and response. 35 (30)° Calls “Before Landing Checklist Complete” S set to Zero” Actions: S set to zero” Actions: V/S................................................................SET 0.3nm Before Actions: Calls “V/S” FAF/FAP FMA.........................................................CHECK Calls “V/S” Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps one Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Company Calls “Land” Descent If visual reference achieved Altitude Or (CDA) Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. | Action | Value | | --- | --- | | Missed Approach Altitude | SET | | V/S Mode | ENGAGE | | V/S | SET TO ZERO |

2.5.3.7 Steep Slope Approach¶

The following aircraft are approved for Steep Slope Approach operations. G-LMRA, G-LMRB, G-LMRC, G-LMRD, G-LMSA, G-LMSB, G-LMTA, G-LMTC, G-LMTD AND G-LMTE. A steep approach is defined as an approach with an approach path angle of greater than 4.5 degrees to a maximum of 6 degrees for ATR operations. Steep slope approach procedures are permitted provided all operational and performance requirements are met and that crew are qualified and current. These requirements can be found in the AFM, QRH, Loganair Operations Manual Part A, B, C and Part D. Steep approaches should be flown in accordance with the following guidance: • Speeds to be flown should be achieved by a gradual and continuous deceleration whenever possible. • The Auto Pilot should be used for all approaches but must NOT be used below 160' AAL. • The aircraft must be in the landing configuration prior to commencing the descent. If not configured, a missed approach must be executed. • Both pilots must monitor Glideslope Capture . • The Steep Approach push button should be armed just after TOD when the power is below a PL angle is below 49 degrees. Should the PL angle be increased above this the Steep Approach will automatically dis-arm. • Care must be given to speed control approx power is 15% torque. • For the landing, the rate of decent should be gradually arrested at 50ft with a normal flare and landing conducted at 20 ft. Performance/Aerodrome Operating Minima Pre-flight performance calculations must be completed for every departure and arrival as aerodromes requiring steep approach can be both landing and departure mass limiting. Reference should be made to the Route Performance Manual. Aerodrome Operating Minima will be as published by NavBlue. Wind Limitations The maximum tailwind component is 5kts. The maximum crosswind component is 25kts (Company Limit). Limitations Landing following a steep approach will be conducted by Captains only. The steep approach itself may be flown by either pilot as per normal allocation of duties for flying approaches or via monitored approach SOP’s as dictated by the prevailing meteorological conditions. No single engine approaches, should an engine fail on approach execute a missed approach and divert. Condition levers must be set to 100% OVRD prior to landing. The MEL should be consulted prior to a steep approach and the approach will be prohibited in the event of any of the following: • Flaps 30 or Flaps 35 (as appropriate) not locked • Pitch Disconnect • Elevator jam • Aileron, Spoiler or Rudder Jam • Airframe de-icing fault in the case to ice accretion • Steep approach button unserviceable Landing Flare and Roll Out At DH/MAP, or before, the PF calls “LAND” if he has the required visual reference and can make a safe landing. If AP is engaged, he pushes the AP disconnect pb twice. Automated EGPWS calls of “100”, “50”, “40”, “30”, “20” and “10” are made based on Radar Altimeter readings. At the 20 feet call, the PF selects FI on PLs and completes flare. Should the EGPWS system be non-operative the PM should make calls of “100”, “50”, and “20” at the appropriate Radar Altimeter readings.

2.5.3.8 Steep 3D Approach¶

500-Series Flight Event PM PF Calls “Set Speed Bug 170” Ready for Actions: Approach Speed Bug..........................................................................................................................SET 170 Calls “170 Set” Flight Event PM PF Actions: Intercept Calls “Heading Mode Set, Heading XXX” Heading Calls “Heading Mode, Heading XXX” Actions: Actions: NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 Actions: Cleared for Approach Actions: Calls “Approach Mode Set, LOC White, G/S White” Calls “Approach Mode, LOC White, G/S White” Actions: Calls “LOC Alive” LOC Alive Confirm two white arrows for AP. Calls “LOC alive” Actions: LOC * Calls “LOC ” Calls “LOC ” Actions: LOC Green Calls “LOC Green” Calls “LOC Green” Actions: Alive Calls “Glideslope Alive” Calls “Glideslope Alive” Actions: Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 3nm before Calls “Speed Checked” Actions: Flaps..............................................................15° | Action | Value | | --- | --- | | APP pb | PRESS | | EADI | CHECK | Flight Event PM PF Calls “Set Speed Bug VFGA+10” Actions: 15° Indicated Speed Bug................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK 2nm before Calls “Speed Checked” FAF/FAP Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Speed......................................................CHECK Calls “Speed Checked” Actions: 25° Indicated Actions: Speed......................................................CHECK 1nm Before Speed......................................................CHECK FAF/FAP Calls “Speed Checked” Actions: | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | Flaps | 35° (30°) | | CL’s | 100% OVRD | Flight Event PM PF Calls “Flaps 35° (30°) Set, CL’s 100% OVRD” Actions: CM1 Steep Approach pb....................................................................................................................SET Sets the steep approach pb to ON if not already set. Calls “Set Speed Bug V ” Once Flaps APP Actions: 35° (30°) Indicated Speed Bug........................................................................................................................SET V APP Calls “V Set” APP Actions: Calls “Before Landing Checklist” Before Landing Checklist.................COMPLETE Calls “Before Landing Checklist Complete” Actions: EADI.................................................................................................................................MONITOR Calls “G/S ” G/S * Calls “G/S ” Actions: Calls “Set Missed Approach Altitude xxxx ft” Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: EADI.................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Calls “One Thousand, Stabilised” Calls “Checked” Stabilisation Or Or Height Calls “Go-Around” Calls “Go-Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. End 500-Series

600-Series Flight Event PM PF Calls “Activate Approach Speed” Actions: Ready for MCDU: APP SPEED.......................ACTIVATED Approach Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” If Actions: Actions: Convention NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 al NAVAID Approach Actions: Actions: Calls “Heading Mode Set, Heading XXX” Calls “Heading Mode, Heading XXX” Calls “Set Direct to Inbound Course” Actions: DTO Inbounds CRS Intercept FAF/P.....................................SET & ENGAGED Heading Calls “Direct to Inbound Course Confirm?” Actions: INBOUND COURSE Calls “Checked” Actions: MCDU.......................................................EXEC Actions: Actions: NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 Actions: Cleared for Approach Actions: Calls “Approach Mode Set, LOC Blue”” Calls “Approach Mode, LOC Blue” Actions: Calls “LOC Alive” LOC Alive Confirm two green arrows for AP. Calls “LOC alive” | Action | Value | | --- | --- | | HDG pb | PRESS | | FMA | CHECK | | Action | Value | | --- | --- | | APP pb | PRESS | | FMA | CHECK | Flight Event PM PF Actions: EADI.................................................................................................................................MONITOR LOC * Calls “LOC ” Calls “LOC ” Actions: FMA..................................................................................................................................MONITOR LOC Green Calls “LOC Green” Calls “LOC Green” Actions: Glideslope FMA..................................................................................................................................MONITOR Alive Calls “Glideslope Alive” Calls “Glideslope Alive” Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 3nm before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Once Flaps Calls “Flaps 15° Set” 15° Calls “Speed 140 Magenta” Indicated Calls “Speed 140 Magenta” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Calls “Gear Down” Actions: Speed......................................................CHECK 2nm before FAF/FAP Calls “Speed Checked” Actions: Gear..........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Actions: Speed......................................................CHECK Speed......................................................CHECK Calls “Speed Checked” Actions: 25° Calls “Speed 135 Magenta” Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK Before FAF/Speed......................................................CHECK FAP Calls “Speed Checked” Actions: Actions: CM1 Steep Approach pb.....................................................................................................................SET Sets the steep approach pb to ON if not already set. Calls “Speed V Magenta” Indicated Calls “Before Landing Checklist” Actions: Before Landing Checklist.................COMPLETE Refer to EWD Calls “Before Landing Checklist Complete” Actions: FMA..................................................................................................................................MONITOR Calls “G/S ” Calls “G/S *” G/S * Calls “Set Missed Approach Altitude xxxx ft” Actions: Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” | Action | Value | | --- | --- | | Flaps | 35 (30)° | | CL’s | 100% OVRD | Flight Event PM PF Actions: FMA..................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Calls “One Thousand, Stabilised” Stabilisatio Or Calls “Checked” n Height Calls “Go-Around” Or Calls “Go-Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” If visual reference achieved Decision Or Altitude Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. End 600-Series

2.5.3.9 Steep 2D Approach¶

500-Series Flight Event PM PF Calls “Set Speed Bug 170” Actions: Ready for Speed Bug..........................................................................................................................SET 170 Approach Calls “170 Set” Actions: Actions: NAV Source 1...............................................SET NAV Source 2...............................................SET Actions: Cleared for Approach Actions: Calls “NAV Mode Set, VOR/LOC White” Calls “NAV Mode, VOR/LOC White” Calls “VOR/LOC Alive” Actions: VOR/LOC Calls “VOR/LOC alive” Actions: VOR/LOC * Calls “VOR/LOC ” Calls “VOR/LOC ” Actions: Green Calls “VOR/LOC Green” Calls “VOR/LOC Green” Actions: Flaps 15° limit 180 (185) Calls “Flaps 15°” 4nm Before Actions: FAF/FAP Calls “Speed Checked” Actions: Flaps..............................................................15° | Action | Value | | --- | --- | | NAV pb | PRESS | | EADI | CHECK | Flight Event PM PF Calls “Set Speed Bug VFGA+10” Actions: 15° Indicated Speed Bug................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK 3nm Before Calls “Speed Checked” FAF/FAP Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Speed......................................................CHECK Calls “Speed Checked” Actions: 25° Indicated Actions: Speed......................................................CHECK 2nm Before Speed......................................................CHECK FAF/FAP Calls “Speed Checked” Actions: | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | Flaps | 35° (30°) | | CL’s | 100% OVRD | Flight Event PM PF Calls “Flaps 35° (30°) Set, CL’s 100% OVRD” Actions: CM1 Steep Approach pb....................................................................................................................SET Sets the steep approach pb to ON if not already set. Calls “Set Speed Bug V ” APP Actions: Speed Bug........................................................................................................................SET V APP Calls “V Set” APP Calls “Before Landing Checklist” Once Flaps Actions: 35° (30°) Before Landing Checklist.................COMPLETE Indicated Calls “Before Landing Checklist Complete” S set to Zero” Actions: S set to zero” Actions: V/S................................................................SET 0.5nm Before Calls “V/S” FAF/FAP Actions: EADI........................................................CHECK Calls “V/S” Calls “One Thousand, Stabilised” Or Calls “Checked” Stabilisation Calls “Go-Around” Or Height Calls “Go-Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Company Calls “Land” Descent If visual reference achieved Altitude Or (CDA) Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. | Action | Value | | --- | --- | | Missed Approach Altitude | SET | | V/S Mode | ENGAGE | | V/S | SET TO ZERO | End 500-Series

600-Series Flight Event PM PF Actions: Calls “Activate approach Speed” MCDU: APP SPEED.......................ACTIVATED Ready for Calls “Speed 170 Magenta” Approach Calls “Speed 170 Magenta” Actions: Actions: NAV Source 1...............................................SET NAV Source 2...............................................SET Actions: Cleared for Approach Actions: Calls “NAV Mode Set, VOR/LOC Blue” Calls “NAV Mode, VOR/LOC Blue” Actions: Calls “VOR/LOC Alive” VOR/LOC Alive Calls “VOR/LOC alive” Actions: FMA..................................................................................................................................MONITOR VOR/LOC * Calls “VOR/LOC ” Calls “VOR/LOC ” Actions: VOR/LOC FMA..................................................................................................................................MONITOR Green Calls “VOR/LOC Green” Calls “VOR/LOC Green” Actions: Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4nm Before Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” | Action | Value | | --- | --- | | NAV pb | PRESS | | FMA | CHECK | Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK 3nm Before Calls “Speed Checked” FAF/FAP Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Speed......................................................CHECK Calls “Speed Checked” Actions: Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK 2nm Before Speed......................................................CHECK FAF/FAP Calls “Speed Checked” Actions: | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | Flaps | 35 (30)° | | CL’s | 100% OVRD | Flight Event PM PF Calls “Flaps 35 (30)° Set, CL s 100 % OVRD” Actions: CM1 Steep Approach pb....................................................................................................................SET Sets the steep approach pb to ON if not already set. Calls “Speed V Magenta” APP Calls “Speed V Magenta” APP Calls “Before Landing Checklist” Actions: Once Flaps 35 Before Landing Checklist.................COMPLETE (30)° Refer to EWD Indicated Calls “Before Landing Checklist Complete” S set to Zero” Actions: S set to zero” Actions: V/S................................................................SET 0.5nm Before Actions: Calls “V/S” FAF/FAP FMA.........................................................CHECK Calls “V/S” Calls “One Thousand, Stabilised” Or Calls “Checked” Stabilisation Calls “Go-Around” Or Height Calls “Go-Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Company Calls “Land” Descent If visual reference achieved Altitude Or (CDA) Calls “Go-Around” If visual reference NOT achieved. Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. | Action | Value | | --- | --- | | Missed Approach Altitude | SET | | V/S Mode | ENGAGE | | V/S | SET TO ZERO |

2.5.3.10 Circle to Land¶

FLT 3.11.65, 3.11.69 CAT B approaches are prohibited, circling approaches are to be conducted using Cat C Minima and speeds. These provide additional speed margins and provide valuable additional stall margins in cases where residual airframe icing may not be recognised. Cat C Maximum Speed is 180 knots for circling within 4.20nm of the runway. A circle to land and low-level visual circuit should only be flown when airport facilities and/or weather condition preclude a normal approach to the operational runway. As the circle to land manoeuvre is performed at a low altitude and a relatively low airspeed, it is essential that the correct procedure is followed. Loss of visual contact with the ground and/or runway at any time during the circle to land manoeuvre must result in an immediate missed approach. Descent below the circling minimum may not be initiated unless visual contact can be maintained with the runway and surrounding terrain at all times. Obstacle clearance in only guaranteed within 15 degrees of the runway QDM and showing the correct visual approach on PAPI/VASI. Speeds for Circling Approaches It is essential that the correct speeds are bugged and flown during the circle to land manoeuvre, these are: • Speed VFGA+10 Circling & Missed Approach In the event of a missed approach, unless otherwise directed by ATC, the missed approach procedure for the instrument approach flown must be followed. Circling Approaches at Night Circling approaches at night are prohibited unless authorised for specific airfields in Operations Manual Part C. Currently only authorised for Dundee. Circling Approach Sumburgh 09/15 If visual contact has been achieved at or above runway 15 circling minima and maintained the aircraft can be flown in a continuous descent around the bay fully configured at a speed of no less than V +10. APP Circling with Visual Prescribe Track (VPT) AMC7 CAT.OP.MPA.110 The aeroplane should remain on the initial instrument approach procedure until one of the following is reached: 1. The prescribed divergence point to commence circling on the prescribed track; or 2. The MAPt. The aeroplane should be established on the instrument approach track determined by the radio navigation aids, RNAV, RNP, ILS, MLS or GLS in level flight at or above the MDA/H at or by the circling manoeuvre divergence point. If the divergence point is reached before the required visual reference is acquired, a missed approach should be initiated not later than the MAPt and completed in accordance with the instrument approach procedure. When commencing the prescribed circling manoeuvre at the published divergence point, the subsequent manoeuvres should be conducted to comply with the published routing and published heights/altitudes. Unless otherwise specified, once the aeroplane is established on the prescribed track(s), the published visual reference does not need to be maintained unless: 1. Required by the State of the aerodrome; or 2. The circling MAPt (if published) is reached. If the prescribed circling manoeuvre has a published MAPt and the required visual reference has not been obtained by that point, a missed approach should be executed. Subsequent further descent below MDA/H should only commence when the required visual reference has been obtained. (Unless otherwise specified in the procedure, final descent should not be commenced from MDA/H until the threshold of the intended landing runway has been identified and the aeroplane is in a position to continue with a normal rate of descent to land within the touchdown zone.

2.5.3.11 Circle to Land¶

500-Series For initial configuration, refer to appropriate instrument approach profile, except: • Flaps remain at 15° • Before landing C/L must be initiated during descent with flaps 15° and completed when flaps 30° (35°)

Note: aware that the FD will freeze below 500’R. 2. 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. This applies to 09/15 at Sumburgh. See Section2.5.3.10 above for guidance. Flight Event PM PF Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4nm before FAF/FAP Speed.....................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug VFGA+10” Once Flaps Actions: 15° Indicated Speed Bug.................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed.....................................................CHECK 3nm before Calls “Speed Checked” FAF/FAP Actions: Gear..........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Calls “Gear Down” Calls “Before Landing Checklist” Actions: Once 3 Before Landing Checklist.................COMPLETE Greens Read as challenge and response. Indicated Complete down to Flap 35 (30°). Calls “Before Landing Checklist Complete to Landing Flap” Actions: ALT Mode.....................................................SET Calls “ALT Mode Set, ALT Green” Reaching Calls “ALT Mode, Alt Green” CDA (1) Calls “Set, Missed Approach Altitude xxxxft” Actions: Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxxft, Set” Actions: TQ...............................................AROUND 40% Crosscheck with speed trend. Timing......................................................START All headings and times must be adjusted for wind. Check engaged if already selected. HDG Bug......................................................SET Set HDG bug ± 45° Timing......................................................START | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | Level Off TQ | CHECK AROUND 40% | | HDG Mode | ENGAGE | Flight Event PM PF Actions: After 30 HDG Bug........................................DOWNWIND Seconds Adjust heading for crosswind component. Calls “HDG xxx° Set” Actions: Speed......................................................CHECK Outbound time (in sec) Height/20 ± 1 sec/kt or Head/Tailwind Threshold Actions: Speed.....................................................CHECK Actions: 25° Indicated Calls “A/P OFF, FD STBY” Actions: A/P..................................................DISENGAGE Complete (2) Actions: FD...............................................................STBY Calls “A/P OFF, FD STBY” Calls “Set runway HDG” Actions: Turning onto HDG..............................................................SET Base Set heading bug to wind corrected runway heading. Calls “Runway HDG Set” Actions: Speed......................................................CHECK Final Approach (3) Speed.....................................................CHECK Calls “Speed Checked” Actions: | Action | Value | | --- | --- | | Flaps | 25° | | Timing | START | Flight Event PM PF Calls “Flaps 35° (30°) Set” Calls “Set Speed Bug V ” APP Actions: Speed Bug.........................................................................................................................SET V APP Once Flaps Calls “V APP Set” 35° (30°) Indicated Calls “Complete Before Landing Checklist” Actions: Before Landing Checklist.................COMPLETE Complete outstanding items. Calls “Before Landing Checklist Complete” Calls “Three Hundred, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go-Around” Or Calls “Go-Around, Set Power, Flaps One Notch” If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Go Around The Missed Approach procedure for the instrument runway must be flown unless otherwise advised by ATC. Note: = MDA+50 ft. 2. Outbound time (in sec) = CDA Height/20 ± 1 Sec/1 kt head/ tailwind, but must be adjusted to remain visual at all times. 3. The speed minimum during the turn to join final is VFGA+10 and the maximum bank angle is 30°. End 500-Series

600-Series For initial configuration, refer to appropriate instrument approach profile, except: • Flaps remain at 15°. • After flaps 15° extension, speed is selected MAN at VFGA+10. • On final approach select Speed AUTO to enable managed speeds in the event of a go around. • Before landing C/L must be initiated during descent with flaps 15° and completed when flaps 35 (30).

Note: aware that the FD will freeze below 500’R. 2. 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. This applies to 09/15 at Sumburgh. See Section2.5.3.10 above for guidance. Flight Event PM PF Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4nm before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Calls “Speed MAN, Set Speed VFGA+10” Once Flaps Actions: 15° Indicated Speed MAN...............................................................................................................SET VFGA+10 Calls “Speed MAN, VFGA+10 Set” Flight Event PM PF Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: Speed......................................................CHECK 3nm before FAF/FAP Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Calls “Gear Down” Calls “Before Landing Checklist” Actions: Once 3 Before Landing Checklist.................COMPLETE Greens Read as challenge and response. Indicated Complete down to Flap 35 (30)°. Calls “Before Landing Checklist Complete to Landing Flap” Actions: ALT Mode......................................................SET Calls “ALT Mode Set, ALT Green” Reaching Calls “ALT Mode, Alt Green” CDA (1) Calls “Set Missed Approach Altitude xxxx ft” Actions: Missed Approach ALT...................................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: Actions: Set HDG bug ± 45° | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | TQ | CHECK AROUND 40% TQ................................................AROUND 40% | | HDG Mode | ENGAGE Crosscheck with speed trend. | | Check engaged if already selected. Timing | START | | Level Off HDG Bug | SET All headings and times must be adjusted for wind. | Flight Event PM PF Actions: After 30 HDG Bug.........................................DOWNWIND Seconds Adjust heading for crosswind component. Calls “HDG xxx° Set” Actions: Speed......................................................CHECK Outbound time (in sec) Height/20 ± 1 sec/kt or Head/Tailwind Threshold Actions: Speed......................................................CHECK Actions: Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Calls “A/P OFF, FD STBY” Actions: A/P.................................................DISENGAGE Complete (2) Actions: FD..............................................................STBY Calls “A/P OFF, FD STBY” Calls “Set runway HDG” Actions: Turning onto HDG..............................................................SET Base Set heading bug to wind corrected runway heading. Calls “Runway HDG Set” Actions: Speed......................................................CHECK Final Approach (3) Speed......................................................CHECK Checklist” Calls “Speed Checked” Actions: | Action | Value | | --- | --- | | Flaps | 25° | | Timing | START | Flight Event PM PF Calls “Flaps 35 (30)° Set” Calls “Speed AUTO, Speed V Magenta” APP Actions: Speed AUTO.....................................................................................................................SET V APP Once Flaps 35 Calls “Speed AUTO, Speed V Magenta” APP (30)° Calls “Complete Before Landing Checklist” Indicated Actions: Before Landing Checklist.................COMPLETE Complete outstanding items. Calls “Before Landing Checklist Complete” Calls “Three Hundred, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Go Around The Missed Approach procedure for the instrument runway must be flown unless otherwise advised by ATC. Note: = MDA+50 ft. 2. Outbound time (in sec) = CDA Height/20 ± 1 Sec/1 kt head/ tailwind, but must be adjusted to remain visual at all times. 3. The speed minimum during the turn to join final is VFGA+10 and the maximum bank angle is 30°. End 600-Series

2.5.3.12 Visual Approaches¶

FLT 3.11.64 The requirements to conduct a visual approach are defined in Loganair Operations Manual Part A Section8.1.4. Prior to carrying out a visual approach, a thorough briefing should be conducted. Both pilots must be aware of the flight path that should be achieved during the manoeuvre. In addition, the missed approach profile should be briefed and if necessary confirmed with ATC. The pilots should continue to follow the already briefed instrument approach profile unless a “visual” briefing has been completed. Throughout the visual approach, both pilots must monitor the vertical profile for reasonableness. This can be achieved either by height checks using approximately 300ft per mile to run or, by viewing the PAPIs. Full use of the vertical navigation features of the FMS is encouraged and the Map function of the MFD is also very helpful in planning and achieving the correct turning points. On the visual segment of such approaches, the PM will continue to monitor the flight and navigation instruments, and advise the PF of any deviations using the standard calls laid out in OMB. If at any stage visual reference is lost, the approach must be discontinued.

2.5.3.13 Visual Approaches at Night¶

Visual approaches at night require great care. Accidents during visual approaches at night are relatively high, with disorientation, optical illusions and CFIT being typical reasons, even in relatively sophisticated aircraft. Visual approaches at night should be avoided unless required for practical reasons. Visual approaches at night must be flown in accordance with Night Visual Approach Profile. A night visual approach is only guaranteed to be terrain safe, when below MSA, if the aircraft remains within the circling area and does not descend below Circling Minima until established within 15 degrees of the runway centreline on the correct visual glidepath. Category D circling minima allow the aircraft to manoeuvre within 5 miles of the airfield to circling minima. Keeping the speed to VFGA+10 kt and using appropriate gear and flap will greatly assist in keeping the aircraft within the circling area in this instance. Pilots should be particularly aware of the ‘Black Hole’ effect, which occurs when the runway is brightly lit relative to its surroundings. This gives the illusion that the approach is considerably steeper than it really is and leads to a very shallow approach and can lead to ground contact short of the threshold. For this reason a visual approach at night should always be flown on the correct visual glide path using the PAPIs or VASIs as appropriate.

2.5.3.14 Standard Visual Pattern¶

500-Series 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 Event PM PF Calls “ALT” Calls “ALT” Calls “ALT Green” Reaching Calls “ALT Green” 1500 ft AAL Actions: TQ................................................................40% Actions: Calls “Set HDG XXX°” Heading Bug.................................................SET Ready to Turn Adjust outbound heading for wind. Calls “HDG XXX° Set” Actions: Flap 15° limit 180 (185) Actions: Calls “Flap 15°” Downwind Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Actions: 15° Indicated Calls “VFGA+10 Set” | Action | Value | | --- | --- | | TQ | 40% | | Speed | MAINTAIN 170 | Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK Calls “Speed Checked” Mid Runway Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON When Gear Call “Gear Down” Down Actions: Speed......................................................CHECK Outbound time (in sec) Height/20 ± 1 sec/kt or Head/Tailwind Threshold Actions: Speed......................................................CHECK Actions: 25° Indicated Reaching Actions: Calls “Set FD to STBY” Base Turn Actions: Complete FD..............................................................STBY Calls “FD STBY” | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | Flap | 25° | | Timing | START | | Action | Value | | --- | --- | | Outbound HDG Bug | SET | | Time (1) VS | -700 | Flight Event PM PF Actions: Speed......................................................CHECK Flap 35 (30°) limit 150 Actions: Calls “Flap 35 (30)°, Before Landing Checklist” Final Approach Speed......................................................CHECK Calls “Speed Checked” Actions: Flap........................................................35 (30°) Calls “Flaps 35° (30°) Set” Calls “Set Speed Bug V ” APP Actions: Speed Bug........................................................................................................................SET V APP Calls “Flaps Calls “V Set” APP 35° (30°) Set” Calls “Before Landing Checklist” Actions: Before Landing Checklist.................COMPLETE Calls “Before Landing Checklist Complete” Calls “Five Hundred, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Go Around The Missed Approach procedure for the instrument runway must be flown unless otherwise advised by ATC. 1. Outbound time (in sec) = Height/20 ± 1 Sec/1 kt head/tailwind, but must be adjusted to remain visual at all times.

Note: kept extended at 15° after take-off. 600-Series 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 Event PM PF Calls “ALT” Calls “ALT” Calls “ALT Green” Reaching Calls “ALT Green” 1500ft AAL Actions: TQ................................................................40% Actions: Calls “Set HDG XXX°” Heading Bug.................................................SET Ready to Turn Adjust outbound heading for wind. Calls “HDG XXX° Set” MCDU...........APPROACH SPEED ACTIVATED Actions: Downwind Flap 15° limit 180 (185) Calls “Flaps 15°” Actions: Actions: Flaps..............................................................15° Calls “Flaps 15° set” Once Flaps 15° Indicated | Action | Value | | --- | --- | | TQ | 40% | | Speed | MAINTAIN 170 | Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK Calls “Speed Checked” Mid Runway Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Actions: Speed......................................................CHECK Outbound time (in sec) Height/20 ± 1 sec/kt or Head/Tailwind Threshold Actions: Speed......................................................CHECK Actions: Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Calls “Set FD to STBY” Base Turn FD..............................................................STBY Complete Calls “FD STBY” Actions: Speed......................................................CHECK Final Approach Speed......................................................CHECK Calls “Speed Checked” Actions: | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | | Action | Value | | --- | --- | | Flap | 25° | | Timing | START | Flight Event PM PF Calls “Flaps 30° Set” Calls “Speed V Magenta” APP Calls “Speed V Magenta” APP Once Flaps Actions: Calls “Before Landing Checklist” 30° Indicated Before Landing Checklist.................COMPLETE Refer to EWD Calls “Before Landing Checklist Complete” Calls “Five Hundred, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Go Around The Missed Approach procedure for the instrument runway must be flown unless otherwise advised by ATC. 1. Outbound time (in sec) = CDA Height/20 ± 1 Sec/1 kt head/tailwind, but must be adjusted to remain visual at all times. Note: kept extended at 15° after take-off.

2.5.3.15 Standard Line Approach¶

500-Series Flight Event PM PF 10 nm from Actions: Touchdown Power levers..................................FLIGHT IDLE 200 kts Decelerate to 180 (185) kts Calls “Set Speed Bug 170 kts” Actions: Speed Bug.....................................................................................................................SET 170 kts Calls “170 kts Set” Actions: Speed......................................................CHECK 8 nm from Flaps 15 limit 180 (185) kts Touchdown Calls “Flaps 15°” Actions: Speed......................................................CHECK Flaps 15 limit 180 (185) kts Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug VFGA+10” Once Flaps Actions: 15° Indicated Speed Bug................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” Actions: EADI.................................................................................................................................MONITOR Calls “G/S ” G/S * Calls “G/S ” Actions: Calls “Set Missed Approach Altitude xxxx ft” Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: EADI.................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Flight Event PM PF Actions: Actions: Speed......................................................CHECK Speed......................................................CHECK Gear Extension Limit 170 kts Calls “Speed Checked” Calls “Gear Down” Actions: 5 nm from Touchdown Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Actions: Speed......................................................CHECK Speed......................................................CHECK Flap 25° limit 160 Calls “Speed Checked” Calls “Flap 25°” Actions: Flaps..............................................................25° Once Flaps Calls “Flaps 25° Set” 25° Indicated Actions: Speed......................................................CHECK Flap 35 (30)° limit 150 Actions: Calls “Flap 35(30)°” 4 nm From Touchdown Speed......................................................CHECK Calls “Speed Checked” Actions: Flap.......................................................35° (30°) Calls “Flaps 35° (30°) Set” Calls “Set Speed Bug V ” APP Actions: Speed Bug........................................................................................................................SET V APP Once Flaps Calls “V Set” APP 35° (30°) Calls “Before Landing Checklist” Indicated Actions: Before Landing Checklist.................COMPLETE Read as challenge and response. Calls “Before Landing Checklist Complete” | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Calls “One Thousand (Six Hundred) Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around, set Power, Flaps 1 Notch” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. End 500-Series

600-Series Flight Event PM PF 10 nm from Actions: Touchdown Power levers..................................FLIGHT IDLE 200 kts Decelerate to 180 kts Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” Actions: Speed......................................................CHECK Flaps 15 limit 180 (185) kts 8 nm from Actions: Calls “Flaps 15°” Touchdown Speed......................................................CHECK Flaps 15 limit 180 (185) kts Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” Actions: FMA..................................................................................................................................MONITOR Calls “G/S ” G/S * Calls “G/S ” Actions: Calls “Set Missed Approach Altitude xxxx ft”as Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: FMA..................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Flight Event PM PF Actions: Speed......................................................CHECK Gear Extension limit 170 kts Calls “Gear Down” Actions: Speed......................................................CHECK 5 nm from Gear Extension Limit 170 kts Touchdown Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Actions: Speed......................................................CHECK Speed......................................................CHECK Flap 25° limit 160 Calls “Speed Checked” Calls “Flaps 25°” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Actions: Calls “Flaps 35 (30)°” 4 nm From Touchdown Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event PM PF Calls “Flaps 35 (30)° Set” Calls “Speed V Magenta” APP Calls “Speed V Magenta” APP Calls “Before Landing Checklist” Once Flaps 30° Indicated Actions: Before Landing Checklist.................COMPLETE Read as challenge and response. Calls “Before Landing Checklist Complete” Calls “One Thousand (Six Hundred) Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around, Set Power, Flaps 1 Notch” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. End 600-Series

2.5.3.16 CAT II Approach¶

500-Series Flight Event CM1 CM2 Calls “Set Speed Bug 170” Ready for Actions: Approach Speed Bug..........................................................................................................................SET 170 Calls “170 Set” Actions: Intercept Calls “Heading Mode Set, Heading XXX” Heading Calls “Heading Mode, Heading XXX” Actions: Actions: NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 Actions: Approach Actions: Calls “Approach Mode Set, LOC White, G/S White” Calls “Approach Mode, LOC White, G/S White” Actions: Calls “LOC Alive” LOC Alive Confirm two white arrows for AP. Calls “LOC alive” Actions: EADI.................................................................................................................................MONITOR LOC * Actions: Calls “LOC Star” Calls “LOC Star, CAT II” Actions: EADI.................................................................................................................................MONITOR LOC Green Calls “LOC Green” Calls “LOC Green” Actions: Glideslope EADI.................................................................................................................................MONITOR Alive Calls “Glideslope Alive” Calls “Glideslope Alive” | Action | Value | | --- | --- | | APP pb | PRESS | | Cleared for EADI | CHECK | Flight Event CM1 CM2 Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4 nm before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug VFGA+10” Once Flaps Actions: 15° Indicated Speed Bug................................................................................................................SET VFGA+10 Calls “VFGA+10 Set” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Actions: Calls “Gear Down” Speed......................................................CHECK ½ Scale Fly Calls “Speed Checked” Up Indication Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Flaps 25° limit 160 Actions: Calls “Flaps 25°” Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................25° Once Flaps Calls “Flaps 25° Set” 25° Indicated | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event CM1 CM2 Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Actions: Calls “Flaps 35(30)°” 1 nm Before FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps.....................................................35° (30°) Calls “Flaps 35° (30°) Set” Calls “Set Speed Bug V ” APP Actions: Once Flaps Speed Bug........................................................................................................................SET V APP 35° (30°) Calls “V APP Set” Indicated Actions: Calls “Before Landing Checklist” Before Landing Checklist.................COMPLETE Read as challenge and response. Calls “Before Landing Checklist Complete” Actions: EADI.................................................................................................................................MONITOR Calls “G/S Star” G/S * Calls “G/S Star” Actions: Calls “Set Missed Approach Altitude xxxx ft” Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: EADI.................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Calls “One Thousand Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” Actions: Dual Coupling on AFCS/FGCP...............CHECK Confirm two white/green arrows for AP 1000 RAD Calls “1000, Dual Coupling, No Stars” Actions: ALT Dual Coupling on AFCS/FGCP...............CHECK Confirm two white/green arrows for AP Actions: Calls “Checked” LOC and G/S Deviations.....................MONITOR Flight Event CM1 CM2 Calls “500” Actions: 500 Above DH Radio Altimeter........................................CHECK Calls “Checked” Calls “100 Above” Actions: Actions: 100 Above DH Visual Reference................................LOOKOUT Radio Altimeter........................................CHECK Calls “Checked” DH Calls “Decide” Visual Calls “Land” Reference Actions: Obtained at Aircraft...................................TAKES CONTROL DH Actions: Calls “80” Autopilot.........................................DISENGAGE No lower than 80 ft. 80 ft RAD ALTCalls “Disengaging Autopilot, Yaw Damper Off”Actions: Yaw Damper................................................OFF Actions: If no automatic callout call “50 ft” and “20 ft” Landing..............................................PERFORM Actions: Actions: PL 1 & 2...........................................................GI IDLE Gate Auto Retraction......................CHECK Pull if no auto retraction Actions: Instruments.........................................MONITOR Monitor aircraft path until landing roll is complete. On Ground Actions: LO PITCH.......................CHECK & ANNOUNCE Calls “1 (or 2) LO PITCH” Actions: | Action | Value | | --- | --- | | Reverse | AS REQUIRED | | Brakes | AS REQUIRED Calls “70 kts” | Flight Event CM1 CM2 Calls “My Steering” Passing Actions: Actions: 70 kts NWS...................................................CONTROL Control Wheel..........................INTO THE WIND Use the Ailerons to maintain the wings level Below 30 kts Calls “After Landing Procedure” Actions: and at a Gust Lock.............................................ENGAGE suitable time End 500-Series

600-Series Flight Event CM1 CM2 Calls “Activate Approach Speed” Actions: Ready for MCDU: APP SPEED........................ACTIVATED Approach Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” If Actions: Actions: Conventional NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 NAVAID Approach Actions: Actions: Calls “Heading Mode Set, Heading XXX” Calls “Heading Mode, Heading XXX” Calls “Set Direct to Inbound Course” Actions: Intercept DTO Inbounds CRS FAF/P.....SET & ENGAGED Heading Calls “Direct to Inbound Course Confirm?” Actions: INBOUND COURSE Calls “Checked” Actions: MCDU.......................................................EXEC Actions: Actions: NAV Source 1..................................SET V/ILS 1 NAV Source 2..................................SET V/ILS 2 Actions: Approach Actions: Calls “Approach Mode Set, LOC Blue” Calls “Approach Mode, LOC Blue” Actions: Calls “LOC Alive” LOC Alive Confirm two green arrows for AP. Calls “LOC alive” | Action | Value | | --- | --- | | HDG pb | PRESS | | FMA | CHECK | | Action | Value | | --- | --- | | APP pb | PRESS | | Cleared for FMA | CHECK | Flight Event CM1 CM2 Actions: FMA..................................................................................................................................MONITOR LOC * Calls “LOC Star” Calls “LOC Star, CAT II” Actions: FMA..................................................................................................................................MONITOR LOC Green Calls “LOC Green” Calls “LOC Green” Actions: Glideslope FMA..................................................................................................................................MONITOR Alive Calls “Glideslope Alive” Calls “Glideslope Alive” Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Actions: Calls “Flaps 15°” 4 nm before FAF/FAP Speed.....................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” Actions: Speed......................................................CHECK Gear Extension Limit 170 kts Calls “Gear Down” Actions: Speed.....................................................CHECK ½ Scale Fly Calls “Speed Checked” Up Indication Actions: Gear..........................................................DOWN Crosscheck that all lights are ON including overhead panel Cycle No-Smoking sign OFF and ON Once 3 Calls “Gear Down” Greens Indicated | Action | Value | | --- | --- | | PWR MGT | TO | | Cabin Crew | ADVISED | Flight Event CM1 CM2 Actions: Speed......................................................CHECK Flaps 25° limit 160 Actions: Calls “Flaps 25°” Speed.....................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Actions: Calls “Flaps 35 (30)°” 1 nm Before FAF/FAP Speed.....................................................CHECK Calls “Speed Checked” Actions: Flaps.......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Speed V Magenta” APP Calls “Speed V Magenta” APP Calls “Before Landing Checklist” Once Flaps 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD Calls “Before Landing Checklist Complete” Actions: FMA..................................................................................................................................MONITOR Calls “G/S ” G/S * Calls “G/S *” Actions: Calls “Set Missed Approach Altitude xxxx ft” Missed Approach Altitude.............................SET Calls “Missed Approach Altitude xxxx ft Set” Actions: FMA..................................................................................................................................MONITOR G/S Green Calls “G/S Green” Calls “G/S Green” Flight Event CM1 CM2 Calls “One Thousand Stabilised” Or Calls “Checked” Stabilisation Calls “Go Around” Or Height Calls “Go Around, Set Power, Flaps One Notch” Actions: Dual Coupling on AFCS/FGCP...............CHECK Confirm two white/green arrows for AP Calls “1000, Dual Coupling, No Stars” Actions: 1000 RAD ALT Dual Coupling on AFCS/FGCP...............CHECK Confirm two white/green arrows for AP Actions: Calls “Checked” LOC and G/S Deviations....................MONITOR Calls “500” Actions: 500 Above DH Radio Altimeter........................................CHECK Calls “Checked” Calls “100 Above” Actions: Actions: 100 Above DH Visual Reference...............................LOOKOUT Radio Altimeter........................................CHECK Calls “Checked” DH Calls “Decide” Visual Calls “Land” Reference Actions: Obtained at Aircraft...................................TAKES CONTROL DH Actions: Calls “80” Autopilot..........................................DISENGAGE No lower than 80 ft. 80 RAD ALT Calls “Disengaging Autopilot, Yaw Damper Actions: OFF” Yaw Damper.................................................OFF Actions: If no automatic callout call “50 ft” and “20 ft” Landing..............................................PERFORM Flight Event CM1 CM2 Actions: Actions: PL 1 & 2...........................................................GI IDLE Gate Auto Retraction......................CHECK Pull if no auto retraction Actions: Instruments.........................................MONITOR Monitor aircraft path until landing roll is complete. On Ground Actions: LO PITCH.......................CHECK & ANNOUNCE Calls “1 (or 2) LO PITCH” Actions: Calls “My Steering” Passing Actions: Actions: 70 kts NWS..................................................CONTROL Control Wheel...........................INTO THE WIND Use the Ailerons to maintain the wings level Below 30 kts Calls “After Landing Procedure” Actions: and at a Gust Lock.............................................ENGAGE suitable time | Action | Value | | --- | --- | | Reverse | AS REQUIRED | | Brakes | AS REQUIRED Calls “70 kts” | End 600-Series

2.5.3.17 Vectored (LNAV/VNAV) and 3D Overlay¶

500-Series Not Applicable End 500-Series

600-Series Flight Event PM PF Actions: DTO INBOUND CRS FAF.........SET & ENGAGE Calls “DTO XXXX, Confirm” Actions: MCDU.....................................................CHECK During Initial Calls “DTO XXXX, Confirmed” Vectors Actions: MCDU.................................................EXECUTE Actions: Actions: FM on FGCP.................................................SET FM on FGCP.................................................SET Calls “NAV Source FMS” Calls “NAV Source FMS Checked” If Actions: Actions: Conventional Bearing Pointers...........................................SET Bearing Pointers............................................SET NAVAID Approach or if Required for Missed Approach Actions: HDG Pb...................................................PRESS Ensure heading bug is centred, and if necessary select a vertical mode other than VNAV before selecting heading mode. Calls “Heading Mode, Heading XXX set” Actions: Intercept Heading FMA........................................................CHECK Calls “Heading XXX checked” Calls “Activate Approach Speed” Actions: MCDU APP SPEED.........................ACTIVATED Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” Actions: Cleared for Calls “APP Mode, LNAV Blue V-FP Blue” Approach Actions: Calls “APP Mode, LNAV Blue V-FP Blue” Calls “LNAV Green” Actions: Approach Actions: Course Calls “LNAV Green” If Check aircraft centred on conventional navigation Conventional aid. Navaid Calls “Inbound Course Confirmed” Approach Calls “Checked” Actions: Flaps 15° limit 180 (185) Calls “Flaps 15°” 4 NM to FAF Actions: Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” | Action | Value | | --- | --- | | APP Pb | PRESS | | FMA | CHECK | | Action | Value | | --- | --- | | Capturing LNAV Capture | MONITOR | | Final FMA | CHECK | Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: Speed.....................................................CHECK 3 NM to FAF Flaps 15° limit 180 (185) Calls “Speed Checked” Actions: Gear..........................................................DOWN Crosscheck that all lights are ON including overhead panel. Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Calls “Flaps 25” Greens Actions: Indicated Speed.....................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Actions: 2 NM Before 2 NM before FAF check nav source is GPS and not 2 NM before FAF check nav source is GPS and not FAF DME/DME or VOR/DME DME/DME or VOR/DME Green” Green” | Action | Value | | --- | --- | | RNP Flight Area | CHECK RNP Flight Area......................................CHECK | | NAV Source | CHECK GPS NAV Source...................................CHECK GPS | | PFD/FMA | CHECK PFD/FMA................................................CHECK | Actions: Speed......................................................CHECK Flaps 35 (30°) limit 150 Calls “Flaps 35 (30)°” Within 2 NM Actions: of FAF Speed.....................................................CHECK Calls “Speed Checked” Actions: Flaps.......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Speed VAPP Magenta” Calls “Speed VAPP Magenta” Calls “Before Landing Checklist” Once Flaps 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD. Calls “Before Landing Checklist Complete” Calls “Set Missed Approach Altitude” PFD/FMA Actions: Approach Missed Approach Altitude.............................SET Capture Calls “Missed Approach Altitude XXXXX ft Set” Actions: Altitude v DME Checks.............................Callout During Tracking...................................................Monitor Approach For 3D Overlay approaches check tracking against terrestrial navigation aids. Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4.

Note: the vertical speed required. PM shall have FPLN page displayed on MCDU to monitor lateral navigation for both the approach and go-around if required. Any NAVAIDS required for the approach shall be displayed on the HSI using the bearing pointers. DME if required can be monitored from the ND. Any degradation of the accuracy of the navigation systems or an exceedance of the horizontal integrity limits (HIL), which causes the actual navigation performance, (ANP) to exceed the required navigation performance, (RNP) shall result in a missed approach. This approach may be flown as a Standard Line Approach. Configuration changes will be made with reference to distance to the threshold. Please refer to 2.5.3.15, Standard Line Approach. This is not recommended for procedural approaches. An LNAV 3D approach maybe commenced from radar vectors. If this is the case, the pilot must select DTO to the FAF and enter the track from the FAF to the runway on the FMS Direct To Inbound settings page shown below. This will create an extended centreline on the ND outward from the fix. To capture this extended centreline in heading mode, the crew must have FM selected on the FGCP and the APP push button selected. APPR will appear in blue on the FMA until the inbound course is captured. CAUTION: Do not enter a distance on the Direct To Inbound settings page in the area highlighted below in red. End 600-Series ,SPG ECRUOS VAN PPA ECRUOS VAN ,SPG PPA

2.5.3.18 Procedural (LNAV/VNAV) and 3D Overlay¶

500-Series Not Applicable End 500-Series

600-Series Flight Event PM PF Calls “Activate Approach Speed” Actions: Initial MCDU: APP SPEED.......................ACTIVATED Approach Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” If Actions: Actions: Conventional Bearing Pointers............................................SET Bearing Pointers...........................................SET NAVAID Approach or if Required for Missed Approach Actions: Cleared for Calls “APP Mode, LNAV Blue V-FP Blue” Approach Actions: Calls “APP Mode, LNAV Blue V-FP Blue” Capturing Actions: Actions: Final INBD CRS INTERCEPT......................MONITOR INBD CRS INTERCEPT.....................MONITOR Approach Course ON ND ON ND If Check aircraft centred on conventional navigation Conventional aid. Navaid Calls “Inbound Course Confirmed” Approach Calls “Checked” | Action | Value | | --- | --- | | APP | PRESS | | FMA | CHECK | Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Calls “Flaps 15°” 4 NM to FAF Actions: Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: Speed......................................................CHECK 3 NM to FAF Flaps 15° limit 180 (185) Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Calls “Flaps 25” Greens Actions: Indicated Speed......................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Calls “Check NAV Source” Actions: Actions: 2 NM before FAF check nav source is GPS and not 2 NM before FAF check nav source is GPS and not DME/DME or VOR/DME DME/DME or VOR/DME FAF Green” Green” Calls “Set Missed Approach Altitude” Actions: Missed Approach Altitude.............................SET Calls “Missed Approach Altitude XXXXX ft Set” Actions: Speed......................................................CHECK Flaps 35 (30°) limit 150 Calls “Flaps 35 (30)°” Within 2 NM Actions: of FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Speed VAPP Magenta” Calls “Speed VAPP Magenta” Calls “Before Landing Checklist” Once Flaps 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD. Calls “Before Landing Checklist Complete” Actions: Altitude v DME Checks............................Callout During Tracking...................................................Monitor Approach For 3D Overlay approaches check tracking against terrestrial navigation aids. Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” | Action | Value | | --- | --- | | RNP Flight Area | CHECK RNP Flight Area.......................................CHECK | | NAV Source | CHECK GPS NAV Source....................................CHECK GPS | | FMA/HIS | CHECK FMA/HIS..................................................CHECK | 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4.

Note: the vertical speed required. PM shall have FPLN page displayed on MCDU to monitor lateral navigation for both the approach and go-around if required. Any NAVAIDS required for the approach shall be displayed on the HSI using the bearing pointers. DME if required can be monitored from the ND. Any degradation of the accuracy of the navigation systems or an exceedance of the horizontal integrity limits (HIL), which causes the actual navigation performance, (ANP) to exceed the required navigation performance, (RNP) shall result in a missed approach. This approach may be flown as a Standard Line Approach. Configuration changes will be made with reference to distance to the threshold. Please refer to 2.5.3.15, Standard Line Approach. This is not recommended for procedural approaches. End 600-Series ,SPG ECRUOS VAN PPA

2.5.3.19 Vectored LNAV (RNP Approach) and 2D Overlay¶

500-Series WARNING: Vectored LNAV procedures are only authorised for Sumburgh Runway 15. No other vectored LNAV procedure are currently permitted. 2D Overlay procedures are only permitted if the conventional navigation aid from which they are derived are operational, selected and displayed. Flight Event PM PF Actions: DTO INBOUND CRS FAF/P.....SET & ENGAGE Calls “DTO XXXX, Confirm” Actions: HT1000...................................................CHECK During Initial Calls “DTO XXXX, Confirmed” Vectors Actions: HT1000...............................................EXECUTE Actions: Actions: EFCP NAV SOURSE...................................RNV EFCP NAV SOURSE...................................RNV Calls “NAV Source RNAV” Calls “NAV Source RNAV Checked” Actions: HDG Pb...................................................PRESS Ensure heading bug is centred. Calls “Heading Mode, Heading XXX set” Actions: Intercept ADU/EADI...............................................CHECK Heading Calls “Heading XXX checked” Calls “Set Speed Bug 170” Actions: Actions: Speed Bug.............................................SET 170 Speed Bug.............................................SET 170 Calls “170 Set” Actions: Cleared for Calls “NAV mode, LNAV White” Approach Actions: Calls “LNAV White” Actions: Final Calls “LNAV Green” Approach Actions: Course Calls “LNAV Green” If Check aircraft centred on conventional navigation Conventional aid. Navaid Calls “Inbound Course Confirmed” Approach Calls “Checked” Actions: Flaps 15° limit 180 (185) Calls “Flaps 15°” 4 NM to FAF Actions: Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug 140” Once Flaps Actions: Actions: 15° Indicated Speed Bug..............................................Set 140 Speed Bug...............................................Set 140 Calls “140 Set” | Action | Value | | --- | --- | | NAV Pb | PRESS | | ADU/EADI | CHECK | | Action | Value | | --- | --- | | LNAV Capture | MONITOR | | Capturing ADU/EADI | CHECK | Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: 3 NM to FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Actions: Calls “Flaps 25” Greens Indicated Speed......................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Once Flaps Calls “Flaps 25° Set” 25° Indicated Actions: Actions: 2 NM Before EADI........................................................CHECK EADI........................................................CHECK FAF 2 nm before FAF check NAV source is GPS and not 2 nm before FAF. DME-DME or VOR-DME. Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Within 2 NM Actions: Calls “Flaps 35 (30)°” of FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° | Action | Value | | --- | --- | | RNP Flight Area | CHECK RNP Flight Area.......................................CHECK | | NAV Source | CHECK GPS NAV Source....................................CHECK GPS | Calls “Flaps 35 (30)° Set” Calls “Set Speed Bug VAPP ” Actions: Actions: Speed Bug.........................................SET VAPP Speed Bug..........................................SET VAPP Once Flaps Calls “VAPP Set” 35 (30)° Calls “Before Landing Checklist” Indicated Actions: Before Landing Checklist.................COMPLETE Read as challenge and response. Calls “Before Landing Checklist Complete” Calls “Set Missed Approach Altitude, V/S to Zero” Actions: 1 NM to FAF Missed Approach Altitude.............................SET Calls “Missed Approach Altitude XXXXX ft Set, V/S to Zero” Actions: 0.3 NM to V/S.....................................SET DESIRED RATE FAF Calls “V/S” Calls “V/S” Actions: Altitude v DME Checks............................Callout During Tracking...................................................Monitor Approach For 2D Overlay approaches check tracking against terrestrial navigation aids. Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4.

Note: the vertical speed required.(If dual HT1000 installed). PM shall have FPLN page displayed on HT1000 to monitor lateral navigation for both the approach and go-around if required. Any NAVAIDS required for the approach shall be displayed on the EHIS and RMI. DME if required can be monitored from the EHSI. Should RNP fall below procedure requirements the UNABLE RNP message appears in the MCDU scratchpad, and DGR also appears top right of EHSI. For an LNAV approach a missed approach must be flown unless the conditions allow the approach to be continued visually. If conducting a 2D Overlay procedure revert to conventional navigation aids. This approach may be flown as a Standard Line Approach. Configuration changes will be made with reference to distance to the threshold. Please refer to 2.5.3.15, Standard Line Approach. This is not recommended for procedural approaches. An LNAV and 2D Overlay approach maybe commenced from radar vectors. If this is the case, the pilot must select DTO to the FAF and enter the CRS from the FAF to the runway on the HT1000. This will create an extended centreline on the ND outward from the fix. To capture this extended centreline in heading mode, the crew must have RNV selected on the EFCP and the NAV push button selected. LNAV will appear in White on the EADI until the inbound course is captured. End 500-Series ,SPG ECRUOS VAN EULB PPA ECRUOS VAN EU ,S LB P G PPA 600-Series Flight Event PM PF Actions: DTO INBOUND CRS FAF/P.....SET & ENGAGE Calls “DTO XXXX, Confirm” Actions: MCDU.....................................................CHECK During Initial Calls “DTO XXXX, Confirmed” Vectors Actions: MCDU.................................................EXECUTE Actions: Actions: FM on FGCP.................................................SET FM on FGCP................................................SET Calls “NAV Source FMS” Calls “NAV Source FMS Checked” If Actions: Actions: Conventional Bearing Pointers............................................SET Bearing Pointers...........................................SET NAVAID Approach or if Required for Missed Approach Actions: HDG Pb...................................................PRESS Ensure heading bug is centred, and if necessary select a vertical mode other than VNAV before selecting heading mode. Calls “Heading Mode, Heading XXX set” Actions: Intercept Heading FMA.........................................................CHECK Calls “Heading XXX checked” Calls “Activate Approach Speed” Actions: MCDU APP SPEED........................ACTIVATED Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” Actions: Cleared for Calls “NAV mode, LNAV Blue” Approach Actions: Calls “LNAV Blue” Actions: Final Calls “LNAV Green” Approach Actions: Course Calls “LNAV Green” If Check aircraft centred on conventional navigation Conventional aid. Navaid Calls “Inbound Course Confirmed” Approach Calls “Checked” Actions: Flaps 15° limit 180 (185) Calls “Flaps 15°” 4 NM to FAF Actions: Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” | Action | Value | | --- | --- | | NAV Pb | PRESS | | FMA | CHECK | | Action | Value | | --- | --- | | LNAV Capture | MONITOR | | Capturing FMA | CHECK | Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: 3 NM to FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Actions: Calls “Flaps 25” Greens Indicated Speed......................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Actions: 2 NM Before FMA/HIS..................................................CHECK FMA/HIS..................................................CHECK FAF 2 NM before FAF check NAV source is GPS and 2 NM before FAF check NAV source is GPS and not DME-DME or VOR-DME. not DME-DME or VOR-DME. Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Within 2 NM Actions: Calls “Flaps 35 (30)°” of FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° | Action | Value | | --- | --- | | RNP Flight Area | CHECK RNP Flight Area.......................................CHECK | | NAV Source | CHECK GPS NAV Source....................................CHECK GPS | Calls “Flaps 35 (30)° Set” Calls “Speed VAPP Magenta” Calls “Speed VAPP Magenta” Calls “Before Landing Checklist” Once Flaps 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD. Calls “Before Landing Checklist Complete” Calls “Set Missed Approach Altitude, V/S to Zero” Actions: 1 NM to FAF Missed Approach Altitude.............................SET Calls “Missed Approach Altitude XXXXX ft Set, V/S to Zero” Actions: 0.3 NM to V/S.....................................SET DESIRED RATE FAF Calls “V/S” Calls “V/S” Actions: Altitude v DME Checks............................Callout During Tracking...................................................Monitor Approach For 2D Overlay approaches check tracking against terrestrial navigation aids. Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Note: the vertical speed required. PM shall have FPLN page displayed on MCDU to monitor lateral navigation for both the approach and go-around if required. Any NAVAIDS required for the approach shall be displayed on the HSI using the bearing pointers. DME if required can be monitored from the ND. Any degradation of the accuracy of the navigation systems or an exceedance of the horizontal integrity limits (HIL), which causes the actual navigation performance, (ANP) to exceed the required navigation performance, (RNP) shall result in a missed approach. This approach may be flown as a Standard Line Approach. Configuration changes will be made with reference to distance to the threshold. Please refer to 2.5.3.15, Standard Line Approach. This is not recommended for procedural approaches. An LNAV 3D approach maybe commenced from radar vectors. If this is the case, the pilot must select DTO to the FAF and enter the track from the FAF to the runway on the FMS Direct To Inbound settings page shown below. This will create an extended centreline on the ND outward from the fix. To capture this extended centreline in heading mode, the crew must have FM selected on the FGCP and the APP push button selected. APPR will appear in blue on the FMA until the inbound course is captured. CAUTION: Do not enter a distance on the Direct To Inbound settings page in the area highlighted below in red. End 600-Series ,SPG ECRUOS VAN PPA ECRUOS VAN ,SPG

2.5.3.20 Procedural LNAV (RNP Approach) and 2D Overlay¶

500-Series WARNING: Procedural LNAV procedures are only authorised for Dundee Runway 27 and Sumburgh Runway 15. No other procedural LNAV procedure are currently permitted Flight Event PM PF If Check aircraft centred on conventional navigation Conventional aid. Navaid Calls “Inbound Course Confirmed” Approach Calls “Checked” Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Calls “Flaps 15°” 4 NM to FAF Actions: Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Calls “Set Speed Bug VFGA + 10” Once Flaps Actions: Actions: 15° Indicated Speed Bug.................................SET VFGA + 10 Speed Bug.................................SET VFGA + 10 Calls “VFGA + 10 Set” Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: Speed......................................................CHECK 3 NM to FAF Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Actions: Calls “Flaps 25” Greens Indicated Speed......................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Once Flaps Calls “Flaps 25° Set” 25° Indicated Actions: Actions: 2 NM Before EADI........................................................CHECK EADI........................................................CHECK FAF 2 nm before FAF check NAV source is GPS and not 2 nm before FAF. DME-DME or VOR-DME. Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Within 2 NM Actions: Calls “Flaps 35 (30)°” of FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Set Speed Bug VAPP” Actions: Actions: Speed Bug.........................................SET VAPP Speed Bug..........................................SET VAPP Once Flaps Calls “VAPP Set” 35 (30)° Calls “Before Landing Checklist” Indicated Actions: Before Landing Checklist.................COMPLETE Read as challenge and response. Calls “Before Landing Checklist Complete” | Action | Value | | --- | --- | | RNP Flight Area | CHECK RNP Flight Area.......................................CHECK | | NAV Source | CHECK GPS NAV Source....................................CHECK GPS | Calls “Set Missed Approach Altitude, V/S to Zero” Actions: 1 NM to FAF Missed Approach Altitude.............................SET Calls “Missed Approach Altitude XXXXX ft Set, V/S to Zero” Actions: 0.3 NM to V/S.....................................SET DESIRED RATE FAF Calls “V/S” Calls “V/S” Actions: Altitude v DME Checks............................Callout During Tracking...................................................Monitor Approach For 2D Overlay approaches check tracking against terrestrial navigation aids. Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4.

Note: the vertical speed required. (if dual HT1000 installed). PM shall have FPLN page displayed on HT1000 to monitor lateral navigation for both the approach and go-around if required. Any NAVAIDS required for the approach shall be displayed on the EHIS and RMI. DME if required can be monitored from the EHSI. Should RNP fall below procedure requirements the UNABLE RNP message appears in the MCDU scratchpad, and DGR also appears top right of EHSI. For an LNAV approach a missed approach must be flown unless the conditions allow the approach to be continued visually. If conducting a 2D Overlay procedure revert to conventional navigation aids. This approach may be flown as a Standard Line Approach. Configuration changes will be made with reference to distance to the threshold. Please refer to 2.5.3.15, Standard Line Approach. This is not recommended for procedural approaches. End 500-Series ,SPG ECRUOS VAN EULB PPA ECRUOS VAN ,SPG EULB PPA 600-Series Flight Event PM PF Calls “Activate Approach Speed” Actions: Ready for MCDU: APP SPEED.......................ACTIVATED Approach Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” If Actions: Actions: Conventional Bearing Pointers............................................SET Bearing Pointers...........................................SET NAVAID Approach or if Required for Missed Approach Capturing Actions: Actions: Final INBD CRS INTERCEPT......................MONITOR INBD CRS INTERCEPT.....................MONITOR Approach Course ON ND ON ND If Check aircraft centred on conventional navigation Conventional aid. Navaid Calls “Inbound Course Confirmed” Approach Calls “Checked” Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Calls “Flaps 15°” 4 NM to FAF Actions: Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: 3 NM to FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Calls “Gear Down” Actions: Speed......................................................CHECK Flaps 25° limit 160 Once 3 Actions: Calls “Flaps 25” Greens Indicated Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Actions: 2 NM Before FMA/HIS..................................................CHECK FMA/HIS..................................................CHECK FAF 2 nm before FAF check NAV source is GPS and not 2 nm before FAF check NAV source is GPS and not DME-DME or VOR-DME. DME-DME or VOR-DME. Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Within 2 NM Actions: Calls “Flaps 35 (30)°” of FAF Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° | Action | Value | | --- | --- | | RNP Flight Area | CHECK RNP Flight Area.......................................CHECK | | NAV Source | CHECK GPS NAV Source....................................CHECK GPS | Calls “Flaps 35 (30)° Set” Calls “Speed VAPP Magenta” Calls “Speed VAPP Magenta” Calls “Before Landing Checklist” Once Flaps 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD. Calls “Before Landing Checklist Complete” Calls “Set Missed Approach Altitude, V/S to Zero” Actions: 1 NM to FAF Missed Approach Altitude.............................SET Calls “Missed Approach Altitude XXXXX ft Set, V/S to Zero” Actions: 0.3 NM to V/S.....................................SET DESIRED RATE FAF/P Calls “V/S” Calls “V/S” Actions: Altitude v DME Checks............................Callout During Tracking...................................................Monitor Approach For 2D Overlay approaches check tracking against terrestrial navigation aids. Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Note: the vertical speed required. PM shall have FPLN page displayed on MCDU to monitor lateral navigation for both the approach and go-around if required. Any NAVAIDS required for the approach shall be displayed on the HSI using the bearing pointers. DME if required can be monitored from the ND. Any degradation of the accuracy of the navigation systems or an exceedance of the horizontal integrity limits (HIL), which causes the actual navigation performance, (ANP) to exceed the required navigation performance, (RNP) shall result in a missed approach. This approach may be flown as a Standard Line Approach. Configuration changes will be made with reference to distance to the threshold. Please refer to 2.5.3.15, Standard Line Approach. This is not recommended for procedural approaches. End 600-Series ,SPG ECRUOS VAN PPA ECRUOS VAN

2.5.3.21 Vectored LPV Approach¶

Flight Event PM PF Actions: VTF.......................................................ENGAGE VTF removes all waypoints beofre FAF and creates a 30nm leg from the FAF aligned with final approach course. Calls “VTF, Confirm” Actions: Calls “VTF Confirmed” Actions: During Initial MCDU.................................................EXECUTE Vectors Actions: Actions: Calls “GPS & LPV Cyan” Calls “GPS & LPV Cyan” Calls “Activate Approach Speed” Actions: MCDU APP SPEED...........................ACTIVATE Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” Actions: Heading and Calls “APP Mode, L-LOC blue, L-GS blue” Cleared for Actions: Approach Calls “APP Mode L-LOC blue, L-GS Blue” Actions: Calls “L-LOC Star, LPV Green” L-LOC On LPV capture L-LOC and L-GS deviation scale turn black. Actions: Calls “L-LOC Star, LPV Green” | Action | Value | | --- | --- | | FM on FGCP | SET FM on FGCP................................................SET | | PFD | GPS NAV SOURCE CYAN PFD..........................GPS NAV SOURCE CYAN | | PFD | LPV DATA CYAN PFD.........................................LPV DATA CYAN | | Action | Value | | --- | --- | | APP Pb | PRESS | | Intercept FMA | CHECK | | Action | Value | | --- | --- | | LPV Capture | MONITOR | | FMA | CHECK | Actions: Actions: FMA.........................................................CHECK FMA.........................................................CHECK L-LOC Green Calls “L-LOC Green” Calls “L-LOC Green” Actions: Speed......................................................CHECK Flaps 15° limit 180 (185) Calls “Flaps 15°” 4NM to FAF Actions: Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: Speed......................................................CHECK ½ Scale Fly Up IndicationCalls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Cabin Crew.......................................ADVISDED Cycle No-Device sign Off and ON Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Flaps 25° limit 160 Actions: Calls “Flaps 25°” ATR 42 ONLY Speed......................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: Speed......................................................CHECK Flaps 35 (30)° limit 150 Calls “Flaps 35 (30)°” 1NM Before Actions: FAF/FAP Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Speed VAPP Magenta” Calls “Speed VAPP Magenta” Once Flaps Calls “Before Landing Checklist” 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD Calls “Before Landing Checklist Complete” Actions: FMA.........................................................CHECK Calls “L-GS Star” Actions: FMA.........................................................CHECK L-GS Calls “L-GS Star” Calls “Set Missed Approach Altitude” Actions: Missed Approach Altitude.............................SET Calls “Missed Approach Altitude XXXXX ft Set” Actions: Actions: FMA...................................................................... FMA.........................................................CHECK L-GS Green Calls “L-GS Green” Calls “L-GS Green” Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference NOT achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4. Note: The above profile is for a LPV approach from a platform altitude. When performing a CDFA approach L-LOC and L-GS should capture simultaneously. Configuration of the aircraft should be adjusted accordingly for CDFA approaches.

2.5.3.22 Procedural LPV Approach¶

Flight Event PM PF Calls “Activate Approach Speed” Actions: Initial MCDU: APP SPEED.......................ACTIVATED Approach Calls “Speed 170 Magenta” Calls “Speed 170 Magenta” Actions: Cleared for Calls “APP Mode, L-LOC Blue, L-GS Blue” Approach Actions: Calls “APP Mode, L-LOC Blue, L-GS Blue” Actions: Flaps 15° limit 180 (185) Calls “Flaps 15°” 4NM to FAF Actions: Calls “Speed Checked” Actions: Flaps..............................................................15° Calls “Flaps 15° Set” Once Flaps Calls “Speed 140 Magenta” 15° Indicated Calls “Speed 140 Magenta” | Action | Value | | --- | --- | | APP pb | PRESS | | FMA | CHECK | Actions: Speed......................................................CHECK Gear limit 170 Calls “Gear Down” Actions: Speed......................................................CHECK 3NM to FAF Calls “Speed Checked” Actions: Gear.........................................................DOWN Crosscheck that all lights are ON including overhead panel. Cabin Crew.......................................ADVISDED Cycle No-Device sign Off and Once 3 Calls “Gear Down” Greens Indicated Actions: Speed......................................................CHECK Flaps 25° limit 160 Calls “Flaps 25°” ATR 42 ONLYActions: Speed......................................................CHECK Calls “Speed Checked, Flaps 25” Actions: Flaps..............................................................25° Calls “Flaps 25° Set” Once Flaps Calls “Speed 135 Magenta” 25° Indicated Calls “Speed 135 Magenta” Actions: 2NM Before Calls “L-LOC Star, L-GS Star, LPV Green” FAF/FAP Actions: Calls “L-LOC Star, L-GS Star, LPV Green” | Action | Value | | --- | --- | | PFD | FMS DATA OFF | | PFD | TERM OFF | | PFD | GPS NAV SOURCE CYAN | | FM | LPV GREEN | | Action | Value | | --- | --- | | PFD | FMS DATA OFF | | PFD | TERM OFF | | PFD | GPS NAV SOURCE CYAN | | FM | LPV GREEN | Actions: Actions: FMA.........................................................CHECK FMA.........................................................CHECK Calls “L-LOC Green, L-GS Green” Calls “L-LOC Green, L-GS Green” Actions: L-LOC/L-GS Speed......................................................CHECK Green Flaps 35 (30)° limit 150 Actions: Calls “Flaps 35 (30)°” Speed......................................................CHECK Calls “Speed Checked” Actions: Flaps......................................................35 (30)° Calls “Flaps 35 (30)° Set” Calls “Speed VAPP Magenta” Calls “Speed VAPP Magenta” Once Flaps Calls “Before Landing Checklist” 35 (30)° Actions: Indicated Before Landing Checklist.................COMPLETE Read as challenge and response. Refer to EWD Calls “Before Landing Checklist Complete” Calls “One Thousand, Stabilised” Stabilisation Or Calls “Checked” Height Calls “Go Around” Or Calls “Go Around, Set Power, Flaps One Notch” 500 Above Calls “500 Above” Minima Calls “Checked” 100 Above Calls “100 Above” Minima Calls “Checked” Calls “Decide” Calls “Land” Decision If visual reference achieved Altitude Or Calls “Go-Around” If visual reference achieved Go Around If a Go Around is to be flown follow the Go Around procedure in Section2.5.4.

2.5.4 Missed Approach¶

Speeds for the Missed Approach VGA = VGA speed extracted from the QRH or Speed Card but not less than 1.1 V . MCA A missed approach must be executed in the following circumstances: • Aircraft is not stabilised in accordance with section OMB 2.1.22 • Not visual at MDA/DA • In any other circumstance when it may be unsafe to continue the approach. A missed approach may be called by either PF or PM and should elicit an immediate response with the initiation of the go-around if required. If a missed approach is to be carried out in LNAV, then this should be covered in the approach brief. Care must be taken to check that the missed approach procedure is available in the FMS. Not all missed approaches are included in the FMS database. CAUTION: If the power levers are advanced to the ramp with PWR MGT set at CRZ then an over torque will occur. Crew should be mindful of this when carrying out non-standard go-arounds.

Note: The source manual presents the following go-around content largely as PF/PM flow tables. The extraction below preserves the procedural content, but the original side-by-side tabular layout is only partially preserved. For critical operational reading, cross-check the original PDF.

2.5.4.1 Go-Around 2 Engines¶

500-Series Flight Event PM PF Notch” Actions: Actions: Go-Around Follow FD bars Call When new flaps position indicated. Actions: EADI..........................................................................................................................CHECK MODE Actions: Cavalry Charge.....................................CANCEL When positive rate of climb observed Calls “Positive Climb” Actions: Calls “Gear Up, HDG, LO BANK IAS to VGA” Positive LDG Gear...................MONITOR RETRACTION Climb SEQUENCE AFCS.............................................................SET Select HDG, Lo BANK, IAS to VGA Actions: EADI..........................................................................................................................CHECK MODE Calls “Heading, Lo Bank, IAS VGA” Calls “Gear Up” When Gear Calls “Set Speed bug VGA” Up and Action: Locked – No Lights Speed Bug.........................................................................................................................SET VGA Calls “Speed Bug Set VGA” Actions: Suitable Time ATC.............................................Go-Around Call | Action | Value | | --- | --- | | Flaps | RETRACT ONE NOTCH Go-Around pb on PL...............................PRESS | | PL 1+2 | CHECK AND ADJUST PL 1+2...............................ADVANCE TO RAMP | | Pitch | ROTATE TO G/A PITCH | | Action | Value | | --- | --- | | LDG Gear Lever | UP | | Yaw Damper | CONFIRM ENGAGED | | TAXI T.O Lights | OFF | Flight Event PM PF Calls “Acceleration Altitude” Actions: PL’s...................................RETARD TO NOTCH Passing Calls “PL’s in the Notch, Climb Procedure” Acceleration Actions: Calls “Flaps Retraction Speed” Passing Calls “Flaps 15°” VFGA or Calls “Speed Checked” VGA+15 Actions: Flaps ..........................................SELECT to 15° When Flaps Calls “Flaps 15° Set” 15° Calls “VFGA or Icing Bug” Calls “Flaps 0°” VFGA or Icing Calls “Speed Checked” Bug Actions: Flaps.............................................SELECT to 0° When Flaps Calls “Flaps 0° Set” 0° Calls “VFGA+10 or Icing Bug+10” Calls “Set HI Bank” Actions: HI Bank..................................................SELECT VFGA+10 Or Calls “HI Bank Set” Icing Bug +10 Calls “Set Speed Bug 160 (170) or Set Icing bug +10” Calls “Speed Bug 160 (170) or Icing bug +10” In Icing Conditions set IAS to 160 (170) or Icing bug +10 whichever is greater Action: Calls “After Take-Off Checklist” Action: Suitable Time After Take-Off Checklist...................COMPLETE After Take-Off Read as challenge and response. Calls “After Take-Off Checklist Complete” Note: AP is set at discretion when the aircraft is properly trimmed. | Action | Value | | --- | --- | | Altitude PL’s | CONFIRM IN NOTCH | | PWR MGT | CLB | | NP | MONITOR 82% | | IAS | SET 160 (170) | | | | | | | --- | --- | --- | --- | | | | | | End 500-Series

600-Series Flight Event PM PF Notch” Actions: Actions: Go-Around Follow FD bars Call When flaps 25 (15)° indicated. Actions: FMA...........................................................................................................................CHECK MODE Actions: Cavalry Charge.....................................CANCEL When positive rate of climb observed Calls “Positive Climb” Actions: Calls “GEAR UP LNAV (HDG SEL) IAS XXX Magenta” LNAV should only be used if the Go Around has Yaw Damper....................CONFIRM ENGAGED been sequenced in the FMS. SEQUENCE FGCP............................................................SET Positive Lateral setting: Climb • Go around: check LNAV mode engaged on FMA, if not press HDG P/b • Extraction: press HDG P/b • Vertical setting: press IAS P/b Actions: EADI..........................................................................................................................CHECK MODE Reads FMA When workload permits, adjust NAV SOURCE, Calls “Gear Up, LNAV (HDG SEL) IAS XXX lateral (NAV or HDG) guidance mode to comply MAGENTA” with missed approach, extraction or ATC clearance. When Gear Calls “Gear Up” Up and Locked – No Lights Actions: Suitable Time ATC.............................................Go-Around Call | Action | Value | | --- | --- | | Flaps | RETRACT ONE NOTCH Go-Around pb on PL...............................PRESS | | PL 1+2 | CHECK AND ADJUST PL 1+2...............................ADVANCE TO RAMP | | Pitch | ROTATE TO G/A PITCH | | Action | Value | | --- | --- | | TAXI T.O Lights | OFF | | LDG Gear | MONITOR RETRACTION | Flight Event PM PF Calls “Acceleration Altitude” Actions: Passing Calls “PL s in the Notch, Climb Procedure” Acceleration Actions: Altitude Calls “Flaps Retraction Speed” Passing Calls “Flaps 15°” VFGA or Calls “Speed Checked” VGA+15 Actions: Flaps...........................................SELECT to 15° When Flaps Calls “Flaps 15° Set” 15° Calls “VFGA or Icing Bug” Calls “Flaps 0°” VFGA or Icing Calls “Speed Checked” Bug Actions: Flaps.............................................SELECT to 0° Calls “Flaps 0° Set” When Flaps Calls “Speed 170 Magenta” 0° Calls “Speed 170 Magenta, Climb Procedure Complete” Calls “After Take-Off Checklist” Action: Suitable Time After Take-Off Checklist...................COMPLETE After Take-Off Read as challenge and response. Calls “After Take-Off Checklist Complete” Note: AP is set at discretion when the aircraft is properly trimmed. | Action | Value | | --- | --- | | PL’s | CONFIRM IN NOTCH | | PWR MGT | CLB | | NP | MONITOR 82% | End 600-Series

2.5.4.2 Go-Around Single Engine¶

500-Series Flight Event PM PF Notch” Actions: Actions: Simultaneously apply force on rudder pedal (live engine side) Go-Around Pitch.............................ROTATE TO G/A PITCH Call Follow FD bars When new flaps position indicated. Actions: EADI..........................................................................................................................CHECK MODE Actions: Cavalry Charge.....................................CANCEL When positive rate of climb observed Calls “Positive Climb” Actions: Calls “Gear Up, HDG, LO BANK IAS to VGA” Positive LDG Gear...................MONITOR RETRACTION Climb SEQUENCE AFCS.............................................................SET Select HDG, Lo BANK, IAS to VGA Actions: EADI..........................................................................................................................CHECK MODE Calls “Heading, Lo Bank, IAS VGA SET” Calls “Gear Up” When Gear Calls “Set Speed Bug VGA” Up and Action: Locked – No Lights Speed Bug.........................................................................................................................SET VGA Calls “Speed Bug Set VGA” Actions: Suitable Time ATC.............................................Go-Around Call | Action | Value | | --- | --- | | Flaps | RETRACT ONE NOTCH Go-Around pb on PL...............................PRESS | | PL 1(2) | CHECK AND ADJUST PL 1(2)..............................ADVANCE TO RAMP | | Action | Value | | --- | --- | | LDG Gear Lever | UP | | Yaw Damper | CONFIRM ENGAGED | | TAXI T.O Lights | OFF | Flight Event PM PF Calls “Acceleration Altitude” Calls “Set ALT” Actions: ALT Mode...............................................SELECT Acceleration Altitude Calls “ALT Set” Actions: EADI..........................................................................................................................CHECK MODE Calls “ALT Green” Calls “ALT Green” Calls “Flaps Retraction Speed” Passing Calls “Flaps 15°” VFGA or Calls “Speed Checked” VGA+15 Actions: Flaps...........................................SELECT to 15° When Flaps Calls “Flaps 15° Set” 15° Calls “Set Speed Bug VFGA” Actions: Speed Bug.......................................................................................................................SET VFGA Calls “Speed Bug Set VFGA” Calls “VFGA” Actions: Calls “PL in the Notch, Set MCT” Actions: VFGA Calls “MCT Set” Calls “Set IAS VFGA” Action: IAS mode......................................................SET Calls “IAS VFGA set” Calls “Normal Conditions Flap 0° or Icing Conditions Flap 15°” Calls “Speed checked” Action: Flaps...........................................AS REQUIRED Note: AP is set at discretion when the aircraft is properly trimmed. | Action | Value | | --- | --- | | PL’s | CONFIRM IN NOTCH | | PWR MGT | MCT | | NP | MONITOR 100% | Flight Event PM PF Calls “Flap 0°” Flaps 0°/15° Normal Conditions on Indicator or “Maintaining Flap 15°” Icing Conditions Calls “After Take-Off Checklist” Action: Suitable Time After Take-Off Checklist...................COMPLETE After Take-Off Read as Challenge and Response Calls “After Take-Off Checklist Complete” End 500-Series 600-Series Flight Event PM PF Notch” Actions: Actions: Simultaneously apply force on rudder pedal (live engine side) Go-Around Pitch.............................ROTATE TO G/A PITCH Call Follow FD bars When flaps 15° indicated. Actions: FMA...........................................................................................................................CHECK MODE Actions: Cavalry Charge.....................................CANCEL When positive rate of climb observed Calls “Positive Climb” Actions: Calls “Gear Up, LNAV (HDG SEL) IAS XXX Magenta” LDG Gear Lever..............................................UP LNAV should only be used if the Go Around has Yaw Damper....................CONFIRM ENGAGED been sequenced in the FMS Climb SEQUENCE AFCS.............................................................SET Select LNAV (HDG SEL) IAS XXX Magenta. Reads FMA Calls “LNAV (HDG SEL) IAS XXX Magenta” Actions: EADI..........................................................................................................................CHECK MODE When Gear Calls “Gear Up” Up and Locked – No Lights Actions: Suitable Time ATC.............................................Go-Around Call | Action | Value | | --- | --- | | Flaps | RETRACT ONE NOTCH Go-Around pb on PL...............................PRESS | | PL 1(2) | CHECK AND ADJUST PL 1(2)..............................ADVANCE TO RAMP | | Action | Value | | --- | --- | | TAXI T.O Lights | OFF | | Positive LDG Gear | MONITOR RETRACTION | Flight Event PM PF Calls “Acceleration Altitude” Calls “Set ALT” Actions: ALT Mode...............................................SELECT Acceleration Altitude Calls “ALT Set” Actions: FMA...........................................................................................................................CHECK MODE Calls “ALT Green” Calls “ALT Green” Calls “Flaps Retraction Speed” Passing Calls “Flaps 15°” VFGA or Calls “Speed Checked” VGA+15 Actions: Flaps...........................................SELECT to 15° Calls “Flaps 15° Set” Calls “Set MAN Speed VFGA” When Flaps Actions: 15° MAN Speed...................................................SET Calls “MAN Speed Set VFGA” Calls “VFGA” Actions: Calls “PL in the Notch, Set MCT” Actions: Calls “MCT Set” VFGA Action: Calls “Set IAS” IAS mode......................................................SET Calls “IAS Set” Calls “Normal Conditions Flap 0° or Icing Conditions Flap 15°” Calls “Speed checked” Action: Flaps...........................................AS REQUIRED Calls “Flap 0°” Flaps 0°/15° Normal Conditions on Indicator or “Maintaining Flap 15°” Icing Conditions | Action | Value | | --- | --- | | PL’s | CONFIRM IN NOTCH | | PWR MGT | MCT | | NP | MONITOR 100% | Flight Event PM PF Calls “After Take-Off 1 EO Checklist” Action: Suitable Time After Take-Off Checklist...................COMPLETE After Take-Off Read as Challenge and Repsonse Calls “After Take-Off 1 EO Checklist Complete”

Note: End 600-Series

2.5.5 ATR All Variants No Flaps Landing Profile¶

Note: This section is presented in the source PDF as a graphical no-flaps landing profile diagram rather than continuous extractable text. For geometry, turn shape, and labelled speeds/altitudes, refer to the original PDF page 2-345 (manual page 435).

2.5.6 SRA Approaches¶

SRA approaches are non-precision 2D approaches where ATC vectors the aircraft on the final course while giving altitude information at each mile or half mile. Practically, ATC will give headings within 1° precision to make sure the aircraft follows the runway extended centreline. ATC will give fixed distance reports to the pilot and the expected altitude at the current point. That way, the pilot can increase or decrease the rate of descent to adhere as much as possible to the approach profile. When the SRA terminates at less than 2nm, ATC will advise half mile range checks. Pilots are not required to acknowledge instructions unless requested by ATC. When an SRA terminates at 2nm from touchdown the half mile level checks are omitted and the pilot is expected to reply to all transmissions from ATC. Unless stated by the controller, all SRA approaches will be conducted using QNH. The following information must be transmitted by ATC to the flight crew • The OCA/H, and an instruction to check the applicable minima, missed approach point and, where appropriate, step-down fixes • Surface Wind • QNH/QFE • Gear Check If speed constraints allow, Loganair pilots should configure all SRA approaches as per a 2D non-precision approach using the fully configured configuration method in OMB Chapter17. If conditions permit a decelerated profile may be flown. As with all non-precision approaches, if the decelerated method is used pilots should be aware that a short level segment will be required to transition the FGCP to vertical speed mode. An SRA is a non-precision 2D approach flown to an MDA and as such 50ft shall be added to the minima as per SOPs. An SRA approach shall be flown in HDG mode for lateral guidance and Vs for vertical guidance. If NAVAIDs are available for cross reference, they may be tuned and identified prior to the approach for situational awareness only. Lateral guidance and distance information will be given by ATC and must be followed by the flight crew. PM shall perform height vs distance checks for the entire approach. Be mindful that the distance to threshold information is given by the controller and DME distances from NAVAIDs are not to be used. As PM will be extremely busy with radio calls and cross checking, the use of Auto pilot is recommended for an SRA approach, PF should keep the autopilot engaged and make selections on the FGCP as instructed by ATC to reduce workload. As per SOPs all selections must be cross checked by PM. Clearance to land will be normally given by the radar controller conducting the approach. The following is an example of the phraseology used in an SRA approach. SRA Approach Flight Event ATC PM “Logan 24RG, this will be a surveillance radar approach to runway 28 terminating at 2 miles from touchdown with a (3°) Commencing glidepath.” “Roger Logan xxx” Approach “Logan xxx, QNH 1003 (OCA) OCH is 2100feet, check your minima, step down fixes and missed approach point” “QNH 1003 Wilco Logan xxx” “Logan 24RG, turn right heading Closing Vectors “Right 275° Logan xxx” 275° closing final approach” “Logan 24RG 7 miles from Approaching touchdown, your descent will Descent Point begin at 5 miles. Report runway lights in sight” “Wilco Logan 24RG” “Logan 24RG, slightly left of track closing (slowly/quickly/ rapidly/nicely) from the left. Track Adjustment Turn right heading 280°” “Right 280° Logan 24RG” “Logan 24RG 6 miles from touchdown, check gear” “Gear down Logan 24RG” “Logan 24RG approaching 5 miles from touchdown. Descent Point Commence descent now to maintain 3° glidepath.” “Descending Logan 24RG” “Logan 24RG 4 miles from Distance vs Height touchdown. Altitude should be 1200ft” “Roger Logan 24RG” “Logan 24RG 3.5 miles from Track Adjustment touchdown. Altitude should be and Distance vs 1050ft”. Slightly right of track, Height Check closing from the right. Turn left “Right Heading 275°, heading 275°” Logan24RG” Flight Event ATC PM “Logan 24RG, 3 miles from Landing Clearance touchdown. Altitude should be and Distance vs 900ft. Runway 28 cleared to Height Check land, surface wind 270/10” “Cleared to Land Logan 24RG” Distance vs Height “Logan 24RG 2.5 miles from Check and touchdown. Altitude should be Heading 700ft, heading 280 is good” Information “Logan 24RG 2 miles from Final Height touchdown. Altitude should be Check. SRA 600ft. Approach On track, approach complete. Complete Contact tower 118.60.” “Tower 118.60 Logan 24RG” Other Phraseology: Heading Closures by ATC will be defined using the following “Nicely, Slowly, Quickly and Rapidly”. ATC will inform the crew if the aircraft is on track or not by advising a new heading “Heading Good” or “Turn left/right XXX° slightly left/right of track”.

Note: be selected to standby.

2.6 Landing¶

Note: 200ft & 100ft calls are not heard.

2.6.1 Approach Speeds¶

The landing data card is normally completed by the PM and checked by the PF. Speeds for the data card shall be calculated as per the SOP below, values shall not be copied from the FMS under any circumstances, they are to be independently calculated as this forms a gross error check. When preparing the Landing Bug Card, complete both normal and icing speeds for V and V . Approach speed may be extracted from the REF APP QRH or Speed Cards. Aircraft weight should be rounded up to the nearest available weight from the QRH or checklist when extracting the approach speeds. If icing conditions are anticipated at any stage during the descent and approach or if the icing AOA is illuminated, icing speeds must be bugged, and observed regardless of conditions on the ground. Do not bug less than V (icing) until the icing AOA light is extinguished. APP On passing 1000ft AAL reduce speed and aim to fly at V from 500aal APP to 50feet above the runway. 500-Series End 500-Series Wind factor calculation: RWY 28, Wind 280°/21kt gusting 30kt. Wind factor added is the higher of either. of the headwind component (⅓ of 21kst = 7kts) or the gust in full (30kt - 21kt = 9kts) with a maximum factor of 15kts added. Wind factor to be added is therefore 9kts. One Engine Inoperative Approach & Landing Speeds In the event of a One Engine Inoperative approach and landing, V is APP calculated as follows: V = VmHB 30 + Wind Component or VGA, APP whichever is higher. Before Landing Checklist The aircraft must be stabilised with the before landing checks complete by the stabilisation height. They are read by PM as a “Challenge and Response”.

2.6.2 Landing¶

Flight Event PM PF Actions: AP..................................................DISENGAGE Minimum AP engagement height on approach 160ft. Calls “Autopilot Disengaged” Visual Actions: Reference Acquired Cavalry Charge.....................................CANCEL Calls “Disengage Yaw damper” Actions: Yaw Damper..................................DISENGAGE Calls “Yaw Damper Disengaged” 50ft EGPWS Calls “50ft” Callout If no automatic callout. Calls “20ft” Actions: 20ft EGPWS If no automatic callout. Actions: Actions: IDLE Gate Auto Retraction......................CHECK PL 1 & 2...........................................................GI Pull if no auto retraction Actions: On Ground LO PITCH.......................CHECK & ANNOUNCE Calls “1 (or 2) LO PITCH” Actions: | Action | Value | | --- | --- | | Callout PL 1 & 2 | FI | | Flare | PERFORM | | Action | Value | | --- | --- | | Reverse | As REQUIRED | | Calls “70 Knots” Brakes | As REQUIRED | Flight Event CM1 CM2 Calls “My Steering” Passing Actions: Actions: 70kts NWS...................................................CONTROL Control Wheel..........................INTO THE WIND Use the Ailerons to maintain the wings level

Note: 200ft & 100ft calls are not heard.

2.6.3 Landing Technique¶

Landing Technique – Refer to FCOM Chapter Procedures PRO NOP ANOR.1.3 Following a stabilised approach, the landing technique commences at 20ft RA. The landing technique as outlined below applies to all variants of the ATR. Maintain standard final approach slope (3°) and final V until 20 feet is APP called on the radio altimeter. At 20ft call, PF reduces the power smoothly to FI and flares visually as required. The aircraft should touchdown with the main gear first as the power is at Flight Idle.

Note: slope. During this flare the airspeed will decrease, leading to a touchdown speed of 5–10kt below the stabilised approach speed. As soon as main landing gear is on the ground: • Control nose-wheel impact • Both PL – to GI • Both LO PITCH lights – check illuminated • Use footbrakes as required • Uses rudder for directional control • As speed reduces, and not later that about 40kt (estimated) CM1 takes NWS control, CM2 hold control column fully forward and holds wings level with aileron. Note: to ensure that the landing occurs with the power levers at flight idle. Landing with “power on” increases the risk of a bounce or balloon. On landing, ground idle must not be selected before the nose gear is on the ground. Selection of ground idle before the nose-wheel is on the ground may result in a rapid decrease of airflow over the tail resulting in the nose gear making significant contact with the ground. In addition, Power Levers must not be selected to reverse until the “Two Lo Pitch” call is heard. The selection of reverse thrust with only one Lo Pitch light illuminated can result in significant asymmetric forces and loss of directional control. With the use of reverse thrust, CM2 should hold the control column firmly but not prevent movement caused by the selection of reverse thrust. Preventing movement of the control column may result in an elevator pitch disconnect. Braking should be applied as required to bring the aircraft to a safe speed to allow the runway to be vacated. The runway exit point requiring the least amount of braking action should be used whenever possible. Note: recommended that PF performs landing and braking until full stop.

2.6.3.1 ATR Landing Geometry¶

A high approach speed requires a higher than normal power setting and a relatively low pitch attitude. If the aircraft is flared at too high a speed with power on, a balloon or bounce is very likely. Due to the landing geometry of the ATR, maintaining the approach pitch attitude to avoid a balloon increases the risk of the nose gear touching down before the main gear. The geometry of the ATR is such that a positive pitch attitude is always required on landing. (See table below). Landing Technique The approach attitude of the ATR is approximately 1°–2° nose-down. Maintaining the approach pitch attitude to touch-down is likely to result in the aircraft nose-wheel making contact with the runway before the main gear. This can lead to a significant bounce, oscillations and potential damage. | Landing Pitch Attitude | Nosewheel Clearance | | | --- | --- | --- | | | ATR 42 | ATR 72 | | 0° | -18cm | -18cm | | 1° | -13cm | +10cm | | 2° | +13cm | +21cm | | 3° | +28cm | +40cm | | 4° | +43cm | +58cm | | 5° | +58cm | +77cm |

2.6.4 ATR Cross Wind Landing Technique¶

Refer to: FCOM ANOR 8.2.1 General The recommended landing flap configuration is the same as the standard landing flap setting, even with strong crosswind. Large flaps extension does not impair the controllability in any manner. Moreover it minimizes the flare duration and enables a quicker speed decrease down to the taxi speed. Depending on force and wind direction, check FCOM related chapters for other precautions or special instructions. Crosswind Landing The crosswind value given in Section1.8.1 is the maximum company crosswind limit allowable. In some case the company crosswind limit may be lower than that published in the AFM. During the approach briefing the PF shall evaluate his/her own ability to land in reported crosswind condition and be prepared for a go-around and/ or a diversion.

Note: recommended crosswind applicable in case of contaminated runway. 1. Crabbed Approach It is recommended to perform a crabbed approach with wings leveled and drift correction. Note 1: V = VmHB flaps 30 (35) + wind factor. APP With wind factor = max {1/3 Head Wind component or full gust}. In any case, the wind factor to be added is limited to 15kt. Note 2: A 10kt increase in V will increase landing distance by Ref 13%. See AFM.PER.5.2.3.1.2 Landing Distance Correction. Crosswind conditions are often associated with turbulence. In any case, the crew shall strictly adhere to the stabilised approach criteria. Any deviation shall be called out and corrected. Performing a go-around is an option that 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. 2. Flare and De-crab The pilot flying de-crabs the aircraft by coordinating simultaneously: • Downwind rudder input, in order to align aircraft nose with runway axis, • With into wind aileron input, in order to maintain runway track. Note: manoeuver shall be initiated at the latest at 20ft height. The power reduction shall be initiated passing 20ft. The touchdown shall occur with power levers at Flight Idle. In coordination with the power reduction, the pilot flying progressively adjusts aircraft pitch to flare the aircraft, until upwind main landing gear contacts with the runway. 3. Landing Roll During the landing roll, the pilot flying: • Uses rudder pedals to keep the airplane on runway axis and any heading deviation must be corrected smoothly especially into the wind direction. Aircraft alignment requires less effort on rudder pedals into the wind direction (upwind) than in downwind direction (de-crab). This behaviour is due to the following factors • Weathercock effect makes the aircraft turn into the wind direction (upwind direction), • Rudder efficiency is greater when turning the aircraft into the wind direction, • Without efforts on rudder pedals the rudder is naturally deflected into the wind direction (see below). • Holds the control column in nose down position to increase directional efficiency, • Keeps aileron input into the wind, increasing deflection proportionally to speed decrease to keep wing levelled (up to maximum deflection if necessary). Note: upwind wing, reduce the aircraft ground contact and could make the aircraft turn into the wind (weathercock effect). • Applies braking to minimize time exposure to crosswind effect. Note: rudder efficiency decreases with airspeed. Below 70kt, CM1 controls airplane alignment with nose wheel steering and CM2 maintains aileron input into the wind and in nose down position until the aircraft comes to a complete stop.

2.6.5 Bounced Landing or Balloon Recovery¶

2.6.5.1 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

2.6.5.2 Prevention¶

ATR has developed and APP that helps 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. • The landing trainer application is available on iTunes. Approach Speed The approach speed is defined as V = V + WIND FACTOR or APP mHB V , whichever is higher MCL 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 15kt. V provides appropriate margins to avoid approaching stall during the APP approach and flare, and to accommodate turbulences and wind gradient that would be encountered during the approach and landing. Stabilised Approach The most efficient prevention of a bounced landing is to ensure the approach is stabilised with a focus on the airspeed and the rate of descent. In case of un-stabilised 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° APP descent path, the pitch attitude should be in the range -2.5° to +1°. A pitch attitude lower than -2.5° during the approach may indicate an excess of aircraft energy. Correct Landing Technique Power reduction shall be initiated passing 20ft. 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 . APP For indication, a pitch attitude below -1.5° at touchdown would result in contact with the runway on the nose landing gear first and would lead to a bounce.

2.6.5.3 Bounce Recovery – Rejected Landing¶

The risk of a abnormal runway contact (ARC) is significantly increased following a bounced landing, and where the bounce is significant a Rejected Landing should be performed as below. 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 Section2.5.4.

Note: committed to proceed with the intended maneuver.

2.6.6 Landing in the Touchdown Zone¶

FLT 2.6.6 It is a Loganair requirement that all aircraft land in the touchdown zone. This is defined as the first 1000ft/300m or the first ⅓ of the runway, whichever is less, measured from the threshold in the direction of landing. In the event that it appears that touchdown will occur outside of the touchdown zone, a rejected landing/missed approach should be considered.

2.6.7 ATR Rejected Landing Procedure¶

Flight Event PM PF Calls “Rejected Landing” Actions: Aircraft..............KEEP ON CENTRE LINE IF ON RUNWAY Rejected 100% TQ Landing Calls “Set Power” Actions: Actions: REF V OPS (600 Series) min Calls “V /V OPS” Ref min Calls “Go-Around Flaps 1 Notch” Climbing Calls “Positive Climb” Away Calls “Gear Up” Perform Standard Go-Around Actions in accordance with Go-Around Procedure in Section2.5.4 CAUTION 1. The Take-Off Configuration warning will sound when power levers are advanced whilst the aircraft is on the runway, this is normal and the above procedure should be continued. 2. Careful judgement must be made that the aircraft will safely get airborne in the remaining runway available after the decision to reject a landing during the landing rollout. Note 1: There may be a number of reasons that this procedure should be used, for example – when the crew decide that a safe touchdown cannot be achieved or it is likely to be unsafe. Note 2: The point of distinction between a Go-Around and a Rejected Landing is the commencement of the flare. Above this, the normal Go-Around procedure must be flown. Note 3: Once the flare has commenced the aircraft does not need to touchdown before the Rejected Landing procedure is carried out. | Action | Value | | --- | --- | | Go-Around Buttons | PRESS | | PL’s | ADVANCE TO RAMP | | Action | Value | | --- | --- | | Torque | CHECK 100% Pitch............................DO NOT OVER ROTATE | | Check Speed Above | V (500 Series) Aircraft.................MAINTAIN CONFIGURATION |

2.6.8 Land-After Clearances¶

In certain circumstances ATC may permit an aircraft to touchdown before a preceding landing aircraft has vacated the runway. Commanders are authorised to accept a “Land After” procedure, by which aircraft are “Land after XXX aircraft”, providing that: • The runway is long enough to allow safe separation between the two aircraft and there is no evidence to indicate braking may be adversely affected; • Land After clearances may only be accepted in day, VMC conditions; • The preceding landing aircraft is not required to backtrack in order to vacate the runway; • The controller is satisfied that the landing aircraft will be able to see the preceding aircraft that has landed, clearly and continuously, until it has vacated the runway; and • The pilot of the following aircraft is warned. Responsibility to ensure adequate separation between the two aircraft rests with the commander of the approaching aircraft. In this situation, if the preceding aircraft has not vacated/rotated the runway by 100’aal the approaching aircraft shall instigate a missed approach.

2.6.9 Late Landing Clearance¶

In order to facilitate ATC, and to maintain a safe operation, crews shall not descend below 100’aal on any approach to an aerodrome without a full and unconditional landing clearance from ATC. If no unconditional clearance to land has been issued by 100’aal, a go-around must be flown. If crews anticipate a missed approach below 100’aal, with an aircraft departing the runway, crews should liaise with ATC for suitable go-around instructions in order to avoid potential conflicts with the departing aircraft.

2.7 After Landing¶

No actions are to be taken until CM1 calls “After Landing Procedure”. This call should only be made on leaving the runway or when the aircraft has decelerated to taxi speed of 30kts or less. After landing checks are completed without a response being required from CM1 and are performed aloud on leaving the runway. The taxi-clearance limit (E.g. “hold short at E1”) must be read back by CM1. To provide cabin conditioning, and to prevent a “pressure bump” when the cabin door is opened, unless required due to tailwind conditions, bleed valves should not be selected off until just prior to engine shutdown. If both bleed valves are required to be selected off due to tailwind conditions, the cockpit communications hatch should be opened to avoid the extract fan depressurising the aircraft.

Note: runway cannot be over emphasised. This procedure allows the cooling of the probes before the aircraft taxis onto stand. Deselection of the STBY PITOT heating is especially important, as it is electrically fed from the AC STBY BUS and will continue to be heated after engine shutdown. Severe damage to personnel and the equipment itself can occur if this is not performed. After Landing Procedure 500-Series Flight Event CM1 CM2 Calls “After Landing Procedure” When runway vacated Actions: Actions: Runway Vacated and/or Speed <30kts Calls “After Landing Procedure Complete” Calls “After Landing Checklist” Actions: After Landing After Landing Checklist....................COMPLETE Procedure Refer to Checklist/EWD, performed as ado-list. Complete CM2 reads aloud, acts and checks without CM1 confirmation. Calls “After Landing Checklist Complete” End 500-Series

600-Series Flight Event CM1 CM2 Calls “After Landing Procedure” When runway vacated Actions: Actions: TRU..............................................................OFF Calls “After Landing Procedure Complete” Calls “After Landing Checklist” Actions: After Landing After Landing Checklist....................COMPLETE Procedure Refer to Checklist/EWD, performed as ado-list. Complete CM2 reads aloud, acts and checks without CM1 confirmation. Calls “After Landing Checklist Complete” | Action | Value | | --- | --- | | Flaps | 0° | | Landing & Strobe Lights | OFF Gust Lock Lever...................................ENGAGE | | Action | Value | | --- | --- | | XPDR | ON | | De/Anti Icing | OFF | | Probes Heating | OFF | | Action | Value | | --- | --- | | Flaps | 0° | | Landing & Strobe Lights | OFF Gust Lock Lever...................................ENGAGE | | Runway Flight Controls | CHECK LOCKED | | Vacated Trims | RESET | | and/or Weather Radar | STBY | | Speed <30kts XPDR | ON | | De/Anti Icing | OFF | | Probes Heating | OFF | | TRU | OFF | End 600-Series

500-Series End 500-Series

600-Series End 600-Series

2.8 Single Engine Taxi (SET) After Landing¶

Single Engine Taxi (SET) is aimed at reducing fuel burn which has benefits both for the environment and fuel cost. Commanders should use their good judgment as to when to apply this procedure. The standard procedure will be to shut engine 1 down after landing. This will allow faster disembarkation of the passengers once parked on stand whilst awaiting the GPU to become available. In the event of an unserviceable prop brake or strong tailwind CM1 may elect to shut engine 2 down after landing instead of engine 1. This will allow the ground crew to attach the GPU as soon as the aircraft arrives on stand.

2.8.1 Crew Qualification¶

No specific qualification is required for Single Engine Taxiing as the procedures form part of the ATR standard operating procedures.

2.8.2 Aircraft Limitations¶

A minimum of 1 minute 30 seconds must be allowed with the engine below flight idle prior to selecting FTR. A further 30 seconds must be observed at FTR before selecting FSO. CAUTION: • No SET permitted if the aircraft has any defect concerning the Electric or Hydraulic system • No SET if the aircraft has any malfunction concerning the Electric or Hydraulic system • No SET on the aircraft's last flight of the day (for ATPCS test)

2.8.3 Airfield Limitations¶

CAUTION: • No SET at London City • No SET if the runway, taxiways or apron are contaminated • No SET when LVP’s are in force • RWYCC must be no less than 5 • Engine must not be shut down before leaving the runway or while crossing an active runway

2.8.4 Passenger Considerations¶

On hot days or with high passenger loads, passenger comfort must be considered. In these circumstances, it may be beneficial to taxi on both engines to allow maximum air-conditioning. On arrival, if the aircraft is held on a taxiway it is recommended that passengers are advised that there will be a slight delay before the aircraft is on stand. This will prevent passengers from assuming they may leave their seats if they are aware that an engine is being shut-down.

2.8.5 Single Engine After Landing¶

Flight Event CM1 CM2 Calls “CL 1 (or CL 2) to FTR” Actions: 30Sec Below 30 Sec after feathering. Flight Idle Calls “30 Seconds” Actions: Once engine 1 (or 2) is shutdown CM1 will then call for the After-Landing Checklist. | Action | Value | | --- | --- | | CL 1 (or 2) | FTR | | Timing | START | | ACW BTC | CONFIRM CLOSED | | After 1Min HYD Pressure | CHECK | | Action | Value | | --- | --- | | CL 1 (or 2) | FUEL S.O | | DC BTC | CONFIRM CLOSED |

2.8.6 Abnormal Situations¶

If the live engine should fail during taxi the aircraft must be stopped and the parking brake set. The good engine should be then be started on batteries using the start procedure in Section2.2.7. If unable to restart the good engine then the aircraft must be towed to stand.

2.8.7 Entering the Apron & Parking¶

After landing, crews are not allowed to initiate or continue the single engine taxi sequence once the apron has been entered. (This is to ensure the crew focus on what is happening outside and helps avoid the loss of a critical system in a congested area.) If the first step of bringing the propeller into feather has occurred and the crew has entered the apron before the 30 seconds are up, do not continue the procedure. It is still helpful because as soon as the aircraft is on stand the engine will have been in feather for 30 seconds and can immediately be shut down. CAUTION: The Captain must keep their right hand by the EMERGENCY BRAKE handle when engine No.1 is shut down unless power is required.

Note: push button near the power levers rehabilitating the “BLUE” and “EMERGENCY BRAKE” accumulators in case of any relay or BTC failures.

2.9 Parking¶

The commander is responsible for ensuring that the crew is familiar with the parking procedures and/or docking system guidance for the allocated stand. If any doubt exists about the use or integrity of a docking guidance system crews must stop the aircraft and request a marshaller. Prior to the aircraft entering a parking stand, ground crew are required to complete a FOD check to ensure that the stand is clear of any foreign matter. Completion of the check shall be indicated by the activation of the stand guidance system or the presence of a marshaller to guide the aircraft on to the stand. Aircraft are not permitted to taxi onto stand without the presence of a marshaller or a serviceable stand guidance system. In the event that a marshaller is not present or if the stand guidance system is not activated, the aircraft should hold clear of the stand and advise ATC. ATR have advised If the aircraft is taxied onto stand with Engine 1 already in FTR prior to engaging HOTEL mode. The only requirement before engaging HOTEL mode is that the NP is less than 15%. If HOTEL mode is not going to be utilised then engine two must run for thirty seconds in FTR before selecting FUEL SO. Parking Flight Event CM1 CM2 Actions: Actions: Taxi T.O Light...............................................OFF HYD Press..............................................CHECK Verify 3 × 3000 psi. Last Turn to (CM2 will select Hyd page on their MFD 72-600 Parking Stand Only) Bleed Valves...............................AS REQUIRED Calls “Hydraulics Checked” Actions: Parking Brake.......................................ENGAGE Aircraft Calls “Parking Brake Set” Stopped on Verify Parking Brake is set. Stand Calls “Checked” Actions: XPDR.........................................................STBY Calls “ATPCS test” Actions: Last Flight of ATPCS Dynamic Test........................PERFORM the Day When on Stand Calls “ATPCS test Complete” PF PM Actions: Wait 30 Sec in FTR NP below 15% Aircraft Prop Brake.....................CHECK READY LIGHT Stopped on Prop Brake.....................................................ON Stand Prop Brake Blue Light.......................CHECK ON CM2 Actions: Prop 2....................................CHECK STOPPED Calls “Propeller Stopped” | Action | Value | | --- | --- | | CL 1 | FUEL S.O | | Engine 2 | STABILISED | Flight Event PF PM Actions: Beacon.........................................................OFF Both Seat Belt Signs.............................................OFF Propellers Calls “Parking Checklist” Actions: Stopped Parking Checklist.............................COMPLETE Done as Challenge and Response CM1 Actions: PF Ground Actions: Power Engine 2 has been shut down. This signals to the ground crew that Engine 2 is no longer running in HOTEL Mode. Calls “Parking Checklist Complete” Note: In the event that hydraulic pressure is below 3000psi, the Auxiliary hydraulic pump may be used to charge the brake accumulator. The aircraft must not be taxied on to stand if hydraulic pressure is below 3000psi. When taxiing onto stand CM1 shall guard the Emergency Brake Handle and CM2 shall guard his/her brake pedals. The final turn and taxi to stand should be limited to walking pace. Both flight crew members shall ensure that the areas to either side of the aircraft path are clear of objects or obstacles before proceeding on to stand. If the propeller brake is un-serviceable or strong tailwind expected, ground Crew shall be made aware of this by the operating crew via the RT call in prior to the aircraft arrival. Ground crew will be briefed to connect a GPU with the beacon on, and engine No.2 shutdown. If No.2 engine is shut down and the crew require the GPU is to be connected whilst the No.1 engine is spinning, then the following procedures are to be followed. | Action | Value | | --- | --- | | Available Voltage | CHECK | | Ground Power | ON | | CL 2 | FUEL S.O | | Wing Lights | OFF | Flight Crew: Connect GPU Signal Ground Crew: Use negative hand signal and refer to beacon. Flight Crew: Repeat connect GPU signal, the repeat will be used as a way to communicate tech issues, tailwinds etc. Ground Crew: Follow procedure detailed above to connect GPU and confirm with flight crew. Shutdown shall not be commenced until the aircraft is on stand with the park brake engaged. Once on stand the CL’s must be brought back slowly to the feather position and left in the feather for 30 seconds before moving them to fuel shut-off. This allows the engines time to stabilise before shutdown. The Prop Brake must not be engaged until the NP is stabilised at 15% or below. The beacon and seatbelt sign can be switched OFF once No.1 NP reads zero. With No.2 in HOTEL mode the Wing lights must remain ON, this signals to the ground staff that engine No.2 is still running in Hotel mode. Passengers can start to disembark with No.2 in HOTEL mode so long as they remain away from the right hand side of the aircraft and the service door remains closed. The Parking Checklist is read by CM2 for every shutdown as “Challenge and Response”. It can be run and held at the line until GPU power is available. Once GPU power is available it can then be completed.

2.9.1 ATPCS Dynamic Engine Test¶

Refer to FCOM Chapter Procedures PRO NOP NOR.28 for the ATPCS dynamic test procedure. On the last flight of the day the Dynamic Eng. test shall be performed on stand, with the props at maximum RPM or auto, with the aircraft stationary and the parking brake engaged. As a reminder to complete the check, CM2 will place the normal checklist between the condition levers once they have completed reading the AFTER LANDING checklist. When conducting an ATPCS Dynamic engine test on stand following the last flight of the day, engine shutdown may only be performed 30 seconds after the completion of the engine test and once the engine parameters have stabilised.

2.10 Aircraft Shutdown¶

At the end of a duty the flight deck shall confirm verbally with the next crew or the engineers if the aircraft is to be left powered. If this is not verified a full shut down must be completed along with the Leaving the aircraft checklist. Both pilots must be present in the flight deck for the checklist and the selection of the battery to the off position cross checked. When leaving the aircraft, care should be taken to ensure that the gust lock is fully engaged and that the controls are locked in position. Failure to engage the gust lock can result in damage to the aircraft controls, particularly in strong winds. The propeller tie shall be installed at the end of a duty. At night time, EXT PWR and BATTERY should not be selected off until disembarkation is complete. Flight Event CM1 CM2 Calls “Leaving Aircraft Procedure” Actions: Leaving EMERG EXIT Light................................DISARM Aircraft Calls “Leaving the Aircraft Procedure Complete” | Action | Value | | --- | --- | | Oxygen Main Supply | OFF | | Ice & Rain Protection | OFF | | External Lights | OFF | | Action | Value | | --- | --- | | Radar/EFIS/COM/NAV | OFF | | Fuel Pump 1 & 2 | OFF | | External Power | OFF | Flight Event CM1 CM2 Calls “Leaving the Aircraft Checklist” Actions: Before Switching Leaving the Aircraft Checklist...........COMPLETE Battery OFF Done as Challenge and Response Calls “Leaving the Aircraft Checklist Complete”

2.10.1 Post Flight¶

On each turnaround and at the end of a duty the commander shall complete the TECH LOG. This shall include the final fuel figure, take off and landing times and any defects encountered during the flight. An example of TECH LOG completion is shown below. Captain’s Actions – Signing In 1. Complete, accurately and legibly, a. Aircraft Type. b. Aircraft registration. c. Date. d. Arrival, Departure, and Sector Time. e. Time brought forward from previous sector strip. f. New total time to be carried forward. g. Number of landings this sector. h. Defect state delete NIL/as entered as required. i. Commander’s name. Printed and Signed. j. Arrival fuel. k. Enter defects in this section. 2. Indicate the defect state on the Sector Record Strip by deleting either AS ENTERED or NIL as appropriate. 3. If NIL has been deleted the defect box is to be completed. Record any defect in the DEFECT column recording all information pertaining to that defect which may aid fault diagnosis. It should be noted thatany ADD arising from a reported defect must be copied verbatim from the DEFECT column. A verbal debrief with an engineer should be sought whenever possible. 4. Certify AFTER FLIGHT and enter the arrival fuel load. 5. If a defect has been raised, all remaining Sector Record Strips on that page should be scored through with a single line and the total time/landings copied onto the next sheet Full details of Aeroplane Technical Log procedures can be found in Loganair Operations Manual Part A Section8.1.12 On completion of the last flight of the day, or if the aircraft is to be parked unattended for any length of time, the Captain shall ensure that a suitably qualified flight crewmember correctly secures the number one propeller using the ATR supplied propeller tie. The number two propeller should also be secured if the prop brake is unservicable.

2.10.2 Adverse Weather Protection Procedures¶

Adverse weather protection procedures are to be implemented during high wind conditions; defined as 35kts or greater (Wet Surface) and 40kts or greater (Dry Surface) or when the wind is forecast to exceed 50kts. During high wind conditions, the commander shall make every effort to ensure that aircraft are parked into wind at all times. In the event that an “into wind stand” is not available, parking should be delayed and the airport authority should be contacted either directly or through Operations Control or the handling agent to coordinate a parking position into wind. The commander may decide to implement these measures at lower wind speeds as required. Active aircraft; planned to be on the ground for less than 2 hours shall be parked into wind (Max 30° from wind direction) with the parking brake set and all 3 gear tightly chocked. Inactive aircraft; planned to be on the ground for 2 hours or more, shall be parked into wind (Max 30° from wind direction) with the parking brake set and all 3 gear tightly chocked. In addition: • Landing Gear Pins should be installed if conditions permit. • Forward hold must be loaded with 250kg of ballast. • Ensure, where practical, that a minimum of 1900kg (ATR 42) and 2000kg (ATR72) of fuel is on board. The commander shall ensure that the above measures are complete or that engineering have taken responsibility for the aircraft. before leaving the aircraft. Stations with Limited or Without Engineering Support The level of support will vary depending upon station. At some stations the Flight Crew will be expected to carry out all the tasks, at others the handling staff will assist and the crew will only be required to supervise. Regardless of the level of support the aircraft Commander will still be responsible for: • Completion of the Technical Log. • Verifying that all blanks, ballast, pitot covers and pins etc. have been removed and stowed. If blanks, ballast, pitot covers and pins etc. are to be fitted by the crew, the commander will make an entry in the Defect column of the tech log similar to the example below. When blanks, ballast, pitot covers, pins etc. are removed the commander must clear the item in the Action Taken column and sign, date and include their license number similar to the example below. Typical Technical Log Entry ATA No. Defect Action Taken CHP SIGN Authority Date 1. Aircraft Aircraft Blanks, 10 Blanks, Pitot Pitot Covers, Covers, Prop Prop Strop and Strop and Ballast Ballast removed installed Fred Bloggs GBR.FCL.AT.1 2345678.A 19/4/23

2.10.3 Cold Weather – Ground Precautions¶

Preparation and operation of the ATR following cold soak in very low temperatures requires particular precautions. The following additional or modified procedures should be adopted: Propeller Brake The aircraft is not to be left shutdown/unattended with Propeller Brake engaged if severe cold soak is expected (temperature at/below -20°C for a prolonged time). Precautions Against Freezing Aircraft Water Supplies Aircraft on-board water tanks should be drained if required as detailed below: Parking Brake When OAT is below -5°C, particularly in wet conditions: Avoid leaving the aircraft with parking brake engaged, use chocks instead whenever possible.

2.11 Operation on Wet and Contaminated Runways¶

FLT 3.11.47

2.11.1 Contaminated Runways¶

A runway is contaminated when more than 25% of the runway surface area within the required length and breadth being used is covered by the following; • Surface water more than 3mm deep or by slush, or loose snow, to a water equivalent depth of more than 3mm. • Snow which has been compressed into a solid mass, which resists further compression and will hold together or break into lumps if picked up. • Ice including wet ice. The 25% contamination maybe spread out over the whole runway surface on concentrated in a specific location. If performance is calculated for dry conditions the regulatory safety factor covers concentration of contaminant in worst location.

2.11.2 Contaminant Descriptor¶

Runway contaminants significantly affect the take-off performance. The table below gives the definition of the different runway states and their related influence. Descriptions Extracted from FCOM PRO.NOP.ANOR.5 Snow that has been compacted into a solid mass such that Compact aeroplane tires, at operating pressures and loadings, will run Snow on the surface without significant further compaction or rutting of the surface. Dry Snow Snow from which a snowball cannot readily be made. Ice crystals formed from airborne moisture on a surface whose temperature is at or below freezing; frost differs from Frost ice in that the frost crystals grow independently and, therefore, have a more granular texture. Water that has frozen or compacted snow that has Ice transitioned into ice, in cold and dry conditions. Snow that is so water-saturated that water will drain from it Slush when a handful is picked up or will splatter if stepped on forcefully. Slippery wet Wet runway where the surface friction characteristics of a runway significant portion of the runway have been degraded. Standing Water of depth greater than 3 mm. Water Snow that contains enough water to be able to make a Wet snow well-compacted, solid snowball, but water will not squeeze out.

2.11.3 Effect on Performance¶

2.11.3.1 Effect on Performance¶

There is a clear distinction of the effect of contaminants on aircraft performance. Contaminants can be divided into hard and fluid contaminants. Hard contaminants Compacted snow, frost and ice. These reduce friction forces. Fluid contaminants Water, slush, dry snow and wet snow. These reduce friction forces, and cause precipitation drag and aquaplaning.

2.11.3.2 Reduction in Friction Forces¶

The friction forces on a dry runway change with aircraft speed. Flight tests help to establish the direct Relationship between the aircraft’s friction coefficient μ and the ground speed. The friction coefficient μ is the ratio of maximum available tire friction force and vertical load acting on a tyre.

2.11.3.3 Precipitation Drag¶

Precipitation drag is composed of two forms of drag Movement drag: Produced by the movement of the contaminant fluid from the path of the tire. Spray impingement Produced by the spray thrown up by the wheels (mainly drag: those of the nose gear) onto the fuselage.

2.11.3.4 Aquaplaning¶

The presence of water on the runway creates a water film between the tyre and the runway. This results in a reduction of the dry area. This phenomenon becomes more critical at higher speeds, where the water cannot be squeezed out from between the tyre and the runway. Aquaplaning (or hydroplaning) is a situation where the tyres of the aircraft are, to a large extent, separated from the runway surface by a thin fluid film. Under these conditions, tyre traction drops to almost negligible values along with aircraft wheel’s braking. Wheel steering for directional control is, therefore, virtually not operative.

2.11.4 Taxiing on Contaminated Runway¶

Contaminants may adhere to wheel brakes when taxiing on contaminated ramps, taxiways, and runways. Taxi must be conducted with both engines running. Limit as much as possible nose wheel travel and use with differential power as required.

2.11.4.1 Brakes Heating Before Take-Off¶

If contaminant layer is significant enough to possibly accumulate in the brake area during ground operation, brake disks can freeze together due to icing during the flight, resulting to possible tires damages at subsequent landing. The following special procedure should be applied during taxi before and as close as possible to take-off for a duration of 30 seconds; • Power Lever..................................Set TQ to 18% • Brakes............................................Apply to keep speed to a “Walking Pace” • Nose Wheel Steering....................Minimise use The above procedure ensures a symmetrical warming up of the brakes prior to take-off.

2.11.5 Runway Condition Assessment Matrix (RCAM)¶

Airports will use the Runway Condition Assessment Matrix (RCAM) to evaluate braking capacity of the runway depending on the contaminant. Using the RCAM the airport will then produce the Runway Conditions Code (RWYCC). The RWYCC is a 6-digit code used to describe the effect of the runway surface conditions on aeroplane deceleration performance and lateral control. The RCAM is depicted in two separate tables. The first table covers all contaminants other than Snow/Compact Snow and second table covers Snow/Compact Snow. The RCAM tables can be found in the FCOM PRO.SPO.13 and QRH PER 6 and is reproduced below. Runway with Contaminants Other than Snow/Compact Snow: Runway with Snow/Compact Snow:

2.11.6 Global Reporting Format/Runway Condition Report¶

It is an aerodrome’s responsibility to report the RWYCC. The RWYCC will be reported to the crew through a dedicated message. Global Reporting Format (GRF) for ICAO or Runway Condition Report (RCR) for EASA. The GRF/RCR has two sections, Performance and Situational Awareness. The Performance section is mandatory and includes the RWYCC, the coverage, the depth and the type of contaminant which will be reported for each third of the runway length. An example of the Performance section is shown below. The GRF/RCR will be reported in a SNOTAM format within the existing CrewBriefing NOTAM section. A check of SNOWTAM’s must be performed for all relevant airfields which are require for a duty and must include destination and any enroute alternates that may be required. An Example RWYCC in SNOWTAM format is shown below: SNOWTAM 0025 EGPD 11160606 16 5/5/5 NR/NR/NR NR/NR/NR WET/WET/WET GRF/RCR’s should be create as soon as the contaminant coverage on the runway exceeds 10% and will be reported as 25%. The performance impact is considered to be negligible up to 25%.

2.11.7 Single Contaminants¶

When the runway third contains a single contaminant, the RWYCC for that third is based directly on that contaminant in the RCAM as follows: 1. If the contaminant coverage for that third is less than 10 per cent, a RWYCC 6 is to be generated for that third, and no contaminant is to be reported. If all thirds have less than 10 per cent contaminant coverage, no report is generated; or 2. If the contaminant coverage for that third is greater than or equal to 10 per cent and less than or equal to 25 per cent, a RWYCC 6 is to be generated for that third and the contaminant reported at 25 per cent coverage (6/NR/NR 25/NR/NR WET/NR/NR); or 3. If the contaminant coverage for that third is greater than 25 per cent, the RWYCC for that third is based on the contaminant present. (5/ NR/NR 35/NR/NR STANDING WATER/NR/NR)

2.11.8 Multiple Contaminants¶

If multiple contaminants are present where the total coverage is more than 25 per cent but no single contaminant covers more than 25 per cent of any runway third, the RWYCC is based upon the judgement of the runway inspector, considering what contaminant will most likely be encountered by the aeroplane and its likely effect on the aeroplane’s performance. Typically, this would be the most widespread contaminant, but this is not an absolute.

2.11.9 No GRF/RCR Reported¶

The absence of a GRF/RCR is to be understood to mean the runway is dry (6/6/6), in which case the airport does not have to produce a GRF/ RCR.

2.11.10 Reporting of GRF/RCR by ATIS or RTF¶

The presence or otherwise of surface contaminants on each third of a runway surface, together with any other related information, is to be reported on the ATIS. If ATIS is not available or significant changes occur, this information must be reported on the RTF to aircraft concerned in plain language either: 1. Individually; or 2. Via the use of an all-stations broadcast, obtaining acknowledgement from each of the aircraft concerned. Reports of the runway condition, to be used on ATIS or RTF for each third shall be given in the direction of take-off or landing. A broadcast on change of conditions (ATIS or plain language transmission) would be transmitted as: A more complex report may include the type of contamination, its depth and/or other essential information such as Work in Progress (WIP)

2.11.11 Maximum Contaminant Depths for Take-Off¶

ATR provides guidance material for the following runway contaminants and maximum depths, FCOM PRO.NOP.ANOR 5.3 Aircraft Manufacturer Data. Take-off is not permitted when conditions are worse than the ones listed below. | Contaminant | Max Reported Depth (mm) | | --- | --- | | Standing Water | 12.7 mm | | Slush | 12.7 mm | | Dry Snow or Dry Snow on top of Compacted Snow | 50 mm | | Wet Snow or Wet Snow on top of Compacted Snow | 20 mm | | Compacted Snow | No depth limit | | Ice | No depth limit | Dry Snow Wet Snow

2.11.12 Take-Off Performance¶

AMC3 CAT.POL.A.400 Take-Off The determination of take-off performance data for wet and contaminated runways, when such data is available, should be based on the reported runway surface condition in terms of contaminant and depth.

2.11.12.1 Calculation of Take-Off Performance¶

Take off performance for contaminated runways can be found in the contaminated Gross Mass Charts (GMC) for each runway contained within the Route Performance Manual (RPM). An example of an Icing GMC for a contaminated runway is shown below. For contaminant depths between (3 mm ≤ depth ≤ 6.3 mm) use the 6 mm rows and for depths (6.3 mm ≤ depth ≤ 12.7 mm) use the 12 mm rows. Standing Water Example: Calculate RTOM for a ABZ Runway 16 contaminated with 7 mm Standing Water, 10°C, calm wind and QNH 1013. 1. Enter the Contaminated GMC page with the correct wind and temperature. 2. Select the row for the given contaminate depth. Answer: RTOM = 20,000kg V1 = 113, Vr = 113, v2 = 118

Note: QRH V Speeds can be used for Take-Off.

2.11.12.2 Snow/Compact Snow Take-Off Performance¶

ATR provide do not provide take-off data for Dry and Wet Snow. When the RWYCC reports the runway as contaminated with Dry or Wet Snow crews must use the RCAM table to convert the Dry or Wet Snow depth to the equivalent depth of Slush or Water. RCAM Table Runway with Snow/Compacted Snow Once the equivalent depth of slush or Water is calculated crews can then use the values in the Contaminated GMC’s to calculate take-off performance. Wet or Dry Snow Example: Calculate RTOM for a ABZ Runway 16 contaminated with 15 mm wet Snow, -5°C, calm wind and QNH 1013. 1. First enter the RCAM table in the runway descriptor column for Wet Snow. 2. Read across the table to the reported contaminate depth, in this example 15 mm. Please note that in the values for Wet Snow are the figures in the lower section of the table cells. 3. Read across the table again to the cell containing the equivalent depth of Slush or Water. In this example the Slush or Water equivalent depth of 15mm Wet Snow is 6.3 mm ≤ depth ≤ 12.7mm. 4. Once you have calculated the Slush or Water equivalent depth enter the appropriate GMC with that value to calculate your RTOM and V Speeds. If the temperature is below freezing the Slush figures should be used as the Water figure are only valid for temperatures from 0° and above. Answer: RTOM = 19,816 kg V1 = 120, Vr = 120, V2 = 125

Note: QRH V Speeds can be used for Take-Off.

2.11.13 Landing Distance at Time of Arrival (LDTA)¶

2.11.13.1 Background¶

Following major runways excursions due to wrong assessment of landing performance, the FAA mandated the Take-Off and Landing Performance Assessment/Aviation Rulemaking Committee (TALPA/ARC) to find a strong industry consensus. The purpose was to create common tools to better assess the in-flight landing performance and find a way to prevent runway excursions. There conclusions were then adopted by ICAO and EASA.

2.11.13.2 TALPA/ARC Conclusions¶

The current certified Actual Landing Distances (ALD) are not representative daily airline operations. The current Actual Landing Distance (ALD) are defined by regulations and based on flight tests.
Crews may encounter difficulties in assessing the actual runway surface status before attempting a landing.
Weather can significantly change between the forecast at dispatch and at the time of arrival. Pilot should assess again the landing performance in-flight before landing.

2.11.13.3 In-Flight Check¶

CAT.OP.MPA.303 No approach to land shall be continued unless the landing distance available (LDA) on the intended runway is at least 115% of the landing distance at the estimated time of landing, determined in accordance with the performance information for the assessment of the landing distance at time of arrival (LDTA). On receiving the destination weather, and prior to top of descent, a LDTA calculation shall be performed using the LDTA Tables found in the Performance section of the QRH. If the destination runway is reported as Dry (RWYCC 6) then the requirement for the in-flight LDTA assessment can be met by confirming that the runway meets the criteria used for dispatch. In this situation, no in-flight LDTA calculation is required. LDTA Tables are produced for both Normal and Icing Conditions. The LDTA values given in the tables include the 15% safety factor. LDTA Calculation Example 1: ATR 42-500, Landing Weight 17T, Normal Conditions, Kirkwall Runway 27, RWYCC 5,5,5 . Enter the Normal Conditions table with RWYCC 5 and 17T. Read off the 1.15 × LDTA value which is 975m. Using the GMC for the correct runway read off the Landing Distance Available value. LDA for Kirkwall Runway 27 is 1326m. Check that the 1.15 × LDTA ≤ LDA. In this example 1.15 × LDTA is 975m and LDA is 1326m. As the 1.15 × LDTA value is less than the LDA the aircraft can continue to land. LDTA Calculation Example 2: ATR 42-500, Landing Weight 17T, Icing Conditions, Kirkwall Runway 27, RWYCC 3,3,3. Enter the Icing Conditions table with RWYCC 3 and 17T. Read off the 1.15 × LDTA value which is 1343m. Using the GMC for the correct runway read off the Landing Distance Available value. LDA for Kirkwall Runway 27 is 1326m Check that the 1.15 × LDTA ≤ LDA In this example 1.15 × LDTA is 1343m and LDA is 1326m. As the 1.15 × LDTA value is greater than the LDA the aircraft cannot continue to land unless runway conditions improve and ATC report an improved RWYCC. Once ATC report an improve RWYCC another LDTA calculation must be performed to ensure 1.15 × LDTA ≤ LDA.

2.11.13.4 LDTA Corrections¶

Corrections can be made to the LDTA value using the LDTA Correction table found below the LDTA Tables in the QRH. Although possible to add corrections for an uphill slope, temperature below ISA and airfield below sea level, this is not something that can be practically achieved during flight as it involves the use of LDTA charts contained within FCOM.PER.10.1.4.1.

2.11.13.5 Landing Distance Assessment at Time of Dispatch¶

CAT.POLA.225 The requirement to carry out a landing distance assessment at time of dispatch remains unchanged. Altitude Temperature CAT.POL.A.225 CAT.POL.A.230 or CAT.POL.A.235 Dispatch Landing Mass Requirements Landing Mass Requirements (not related to runway condition) (related to runway condition) Approach Climb Limit Landing Climb Limit OEI Missed Approach Climb Limit Dispatch Landing Mass The Landing distance required is the lowest mass calculated using the GMC within the Route Performance Manual (RPM) taking all the above factors into account. The values contained within the GMC include the regulatory safety factor of 1.43. Landing Distance Assessment at Time of Dispatch Example: ATR 42-500, Icing Conditions, London City Runway 27, 5°C, Wind Calm, RWYCC 5,5,5, Using the Landing Mass – Climb Limit and Landing Mass – Field length Limit tables from the GMC the aircraft can achieve its Max Landing Mass (18.3T) within the LDA of 1319m. The above example assumes that an approach climb gradient of 2.5% is used. If the lower approach minima is required, this requires an approach climb gradient of 3.5%. Using the table in the preamble of the RPM the landing mass must be reduced to 17,600kg to achieve a landing within the LDA of 1319m. The in-flight LDTA calculation may, in some cases, and in particular on wet or contaminated runways, exceed the landing distance considered at time of dispatch. When the conditions at time of arrival are expected to be marginal, either in terms of weather, runway condition or runway length it is a good practice to carry out at a preliminary calculation of the LDTA at time of dispatch using the latest available RWYCC and LDTA tables contained in the QRH.

2.11.13.6 MEL/CDL Dispatch and In-Flight Failures effect on LDTA¶

Dispatch Flight Flight Phase No MEL Item Yes No In-Flight Failure Yes Impacting Landing Impacting Landing Performance Performance Use landing Use landing Use LDTA Tables in Use Actual Landing P erformance in Performance in Gross QRH Distance figures in Gross Mass Mass Charts with MEL QRH Charts item penalty coefficient multiplied by landing distance penalty coefficient (1) 1. In case of an in-flight failure impacting landing distance, ATR recommends to use the worst result between: • ALD multiplied by the failure landing distance penalty coefficient (Refer to LANDING DISTANCES). • LDTA value.

2.11.14 Pilot Reports¶

CAT.OP.MPA.311 Whenever the runway braking action encountered during the landing roll is not as good as that reported by the aerodrome operator in the runway condition report (RCR), the commander shall notify the air traffic services (ATS) by means of a special Air-Report (AIREP) as soon as practicable. AIREPs are an essential element of the GRF construction, useful to validate the reporting system and support the work of the aerodrome personnel. • Caution should however be exercised as a “Less Than Poor” AIREP may lead to a runway closure. • It is acceptable to report on a coarser scale of “Good”, “Medium” and “Poor”. • It is possible to report also braking actions that are better than expected. • “Aircraft-generated” reports may be used provided that: – The origin of the report is also communicated. – The PIC has the possibility to amend such reports based their judgement. AIREPs should be transmitted to the ATC, in accordance with the following specifications, as applicable:

2.12 Winter Operations¶

Refer to: FCOM Chapter Procedures PRO NOP ANOR.8 Loganair Operations Manual Part A Section8.4, All Weather Operations ATR Cold Weather Ops Manual Loganair Seasonal Operations Manual on Docunet

2.12.1 Pre-Flight¶

Prior to commencement of the flight the following should be considered • Weather, including en-route/destination/diversion, cloud structure & type and freezing level. • Runway state, braking action and snowtams. • It may be prudent to carry additional fuel to allow for potential weather related delays. Protracted use of de-icing equipment this can result in up to a 2.5% increase in fuel burn. • Take-off and landing performance in icing conditions. Particular attention should be paid when operating to/from short runways where the maximum take-off and landing weights can be severely degraded.

2.12.2 De-Icing¶

The ATR Flight Crew Operating Manual, FCOM Chapter Procedures PRO NOP ANOR 8.1.2 states that the wing, tail-plane, vertical and horizontal stabilisers, all control surfaces and flaps should be clear of snow, frost and ice before takeoff. This is known as the Clean Aircraft Concept. Frost on Underwing Surfaces Limited frost accretion on lower wing surfaces due to cold fuel remaining and high ambient humidity may be acceptable. As stated in operational requirements, no aircraft may take-off when frost, snow or ice is adhering to the wing, control surfaces or propellers of the aircraft. FROST... is a light powdery crystalline ice which forms on the exposed surfaces of a parked aircraft when the temperature of the exposed surface is below freezing (while the free air temperature may be above freezing). Take-off may be considered when frost is observed on underwing surfaces subject to the following conditions: • The frost is located ONLY on the lower surface of the wing. • The frost thickness is limited to 2 mm maximum. • A visual check of the leading edge, upper surface of the wing, control surfaces and propellers is performed to make certain those surfaces are totally clear of ice. • Performance decrement and procedures defined for take-off in atmospheric icing are applied. A commander shall not commence take-off unless the external surfaces are clear of any deposit which might adversely affect the performance and/or controllability of the aeroplane except as permitted in the Aeroplane Flight Manual. If there is any doubt as to whether or not the aircraft is free of ice it must be de-iced. Normally, unless the aeroplane is being de-iced by the approved contractor at its main base, the flight crew may be required to supervise de-icing operations carried out by, or on behalf of, a handling agency. The ultimate responsibility for certifying that the aircraft is clear of ice rests with the commander. If necessary, the commander should carry out an external inspection of the aircraft, including a tactile check to ensure that the aircraft is clear of frost, ice or snow. Aircraft Preparation For external de-anti icing, all doors and emergency exits must be closed. The aircraft must be positioned nose facing the wind whenever possible. The parking brake must be applied and chocks installed.

Note: required to be fitted prior to Anti/De-icing. Control Surfaces Positions To ensure the best possible de-anti icing, all along the fluid spraying, the gust lock must be engaged. Engine Use Both propellers must be stopped during de-anti icing procedure. No propeller blade should be at 6 o’clock position during this procedure. Hotel mode can be used, if: • Bleeds are OFF • De-anti icing gantry is not used • Blanking and protective equipment are not used • Manual procedure is applied (with a de icing nozzle from a movable access platform) to avoid any fluid spray into engines, NACA ports, Air conditioning inlets, Static ports, Pitot probes and temperature sensors. Aircraft must be de-iced/de-anti iced symmetrical. Left side and right side must receive the same and complete treatment, whatever the status of the aircraft. Aerodynamic drag could result if this requirement is not met.

2.12.2.1 Use of Type II De-Icing Fluids¶

With the long holdover times associated with Type II fluids, the aircraft can normally be de-iced prior to passenger boarding. As it is normal for the Airport Authority to de-ice the stand and manoeuvring areas, thought should be given to the safety of passengers who have to walk to the aircraft. At times the ramp can be left quite slippery due to fluid remaining on the surface. Following de-icing an external visual inspection should be conducted to check the treatment has been correctly and fully applied and make the appropriate entries in the aircraft technical log noting the fluid type, mix ratio and the start time. Up to date holdover times for all fluid types and conditions can be found in the Winter OPS brief and FAA Holdover times on EFB.

2.12.2.2 Procedure for Take-Off after De-icing with Type II/IV Fluids (Assisted Method)¶

Type II fluids spread over the surface as speed increases, especially over the lower surface of the elevator (through the wing/aileron slot during rotation on take-off. This temporarily changes trim characteristics and can lead to increased elevator forces on rotation: anticipate this (don’t automatically diagnose a jammed elevator, and be prepared for a subsequent tendency to over-rotate the initial climb pitch attitude. The following procedures must be followed after de-icing with type II or IV de-icing fluids. Method 1 (Non-Assisted) A select number of airfields have Method 1 performance pages contained within the Route Performance Manual which are coloured Green. Take-Off using the Method 1 procedure can be performed by either CM1 or CM2. Take-Off using the Method 1 procedure should only be used if payload is not compromised. If the required payload cannot be achieved using the Method 1 procedure then the Method 2 procedure shall be used. Method 2 (Assisted Method) • Confirm RTOW for take-off after de-icing with Type II/IV fluid Blue pages in RPM.

Note: assisted Take-Off method. • CM1 must be the pilot flying. • CM2 must place their hand lightly on the control wheel and be prepared to assist rotation. • On CM1’s command of “Pull” CM2 should assist with the rotation. • At 5° pitch attitude CM2 should release the controls. For guidance on De-Icing Procedure refer to De-Icing Aide Memoir, see Chapter20.

2.12.3 Engine Start¶

Whenever conditions permit it will be beneficial to warm the cabin with use of Hotel Mode. Select both packs on (inlets free of contamination for cabin heating, HI FLOW and set the OVBD valve over-ride control switch to FULL CLOSE. Consideration should be given to ground crews accessing the aft hold. It may be necessary to shut-down the engine while loading is taking place.

Note: If the OVBD switch has been set to FULL CLOSE position it must be checked to be in the AUTO position in the Before Taxi Procedure. In the ATR, battery starts are said to be possible to -15°C without special procedures. For cold soak at significantly lower temperatures, it is recommended to remove the batteries and keep them in heated storage. In cold conditions remember the start cycle may be slightly longer, oil pressure will be slow to rise (60 sec., and may be higher than normal for a few minutes. The power levers should not be increased above Ground Idle until oil temperature is above 0°C. Below -15°C OAT some cockpit equipment may not work until the cabin/ cockpit temperature increases, eg: fuel flow, pressurisation indicator, ADU and AFCS control box.

2.12.4 Taxying¶

Use extreme caution when taxying on slippery/ice covered surfaces. Nose wheel steering should be used with caution and turns made with as large a radius as possible; difficulty should not be experienced at friction coefficient 0.3 or better (braking action medium. Keep taxi speed low and frequently but cautiously, check braking action. If steering or braking action degrades, consider the use of small amounts of differential and reverse thrust. Be prepared to use engine anti-icing on the ground if conditions dictate. Use caution when taxiing in wet snow or slush as the landing gear and bays may be contaminated and freeze in colder air after takeoff. Taxi slowly to minimise the build-up of contamination in and around the landing gear. In heavy precipitation, consider delaying the selection of flap 15° until approaching the runway but don’t rely on the CONFIG warning to remind you to select flap; place a marker in front of the throttles. Do not taxi close to jet aircraft, as the efflux will remove anti-icing fluids and invalidate the holdover time. If taxi or take-off is delayed for more than 20 minutes in heavy snow or sleet, even after a Type 2 fluid application, consider returning to the de-icing rig for re-application. Use particular care at night as taxi and/or runway lights may be obscured by snow or ice: use a ‘follow me’ vehicle if necessary. The minimum cleared surface width for operations when deep snow and/or slush conditions exist is 20m.

2.12.5 Take-Off¶

Do not take-off unless it is positively ensured that the critical areas of the aircraft are free from contamination by ice, snow, frost and slush. Observe crosswind limits for slippery runways, runway contamination depth limits and the surface braking action limits. Use the maximum runway distance available, take-off distances are increased and you may need all of the runway if you have to abort. Anti-skid systems must be serviceable. Delay take-off until the oil temperature is at least 45°C. This is necessary to guarantee engine inlet splitter de-icing. Select propeller anti-icing ON. If slush contamination of the landing gear bays is suspected, cycle the landing gear after take-off to clear the contamination. Delay this action until the climb procedure is complete. Adhere to the ATR procedure for flight into icing condition as detailed in FCOM Chapter Procedures PRO NOP ANOR 8.1.1.8. Severe icing may be caused by freezing rain or drizzle and is characterised by ice covering all or a substantial part of the unheated portion of either forward side windshield, possibly associated with water splashing and streaming on the windscreen. An unexpected decrease in IAS or rate of climb may also be experienced. If these conditions are encountered the SEVERE ICING procedure (QRH Chapter Emergency E99.08 and FCOM Chapter Procedures Normal Operation ANOR.8.1.12 must be applied. As per ATR OEB#36 Minimum speed for high bank maneuver has to be increased by 10kts in icing conditions and 30kt in severe icing conditions.

2.12.6 Landing¶

Observe x-wind limits for contaminated runways in OMB section 1.10. On a slippery runway increase reverse progressively as speed reduces and wheel friction increases. Differential thrust operates in the normal sense in reverse but avoid large changes. Use the full length of the runway and use brakes and nose-wheel steering cautiously until the speed reduces significantly. Forward stick pressure increases nose-wheel reaction but tends to reduce the braking effect. Reverse may be used to stop in an emergency but be aware of possible pitch disconnect. Be aware that as speed reduces in reverse the surface contaminant is blown forward and will encroach on forward vision. Reverse thrust is directionally destabilising; if directional control is lost, reduce reverse or select GI, re-establish directional control and reselect a lower reverse setting. Brakes should be used cautiously and progressively allowing the anti-skid to do its job. If you suspect moderate/severe ice or snow accretion on the airframe after landing, consider leaving the flaps at the landing setting and de-icing before the flaps are retracted: this avoids damage on the retraction if the flap slot is contaminated.

2.12.7 Post Flight¶

In extreme conditions use all covers and blanks if the aircraft is to be left for a significant period or overnight. The prop tie should be used on all overnights. If the temperature is below -5ºC, do not leave the parking brake on. If the temperature is below -20ºC, the prop brake should not be engaged. When temperatures of below 0°C are anticipated and the aircraft is on the ground and unpowered for longer than one hour, the potable water must be drained.

2.13 Electronic Flight Bag (EFB)¶

FLT 3.5.3

2.13.1 Crew Report¶

At Crew report, the flight crew should perform the following functions on the EFB. If any crew EFBs are below the minimum charge or are not functioning, operations should be notified immediately, to make alternative arrangements. • The crew should log in to the crew portal and read any applicable notices. • The Document Management application should be started and checked for updates. Any updates relevant to the flight or series of flights about to be flown should be read and understood. • The Navigational Chart application should be started and checked for updates. Any updates should be downloaded. • PFB will be opened and the application checked for updates. Crew will find the aircraft tail they are flying and download the packages for each individual flight. The workflow for EFBOne will be as follows: • Both crew open the application and check for any updates • Both crew open the airframe you are flying • Both crew download the appropriate flights OR First Officer will download flights and sync to the Captain’s iPad • Captain signs the ‘Overview’ page with their username • Assess the Weather, NOTAM and Wind pages • Work through Pre-Flight Reporting • Fill out the Loadsheet – both pilots to complete and Captain to gross error check • Captain signs loadsheet and sends electronically • If loadsheet does not send, select ‘Sign Offline’, complete the loadsheet section of the Flight Information Sheet and pass to the Ground Handling Agent

Note: a crew member is on duty.

2.13.2 Minimum Charge¶

It is the responsibility of the crew member to ensure that the EFB should have a sufficient charge to complete the duty plus potential disruption. An EFB without sufficient charge as per Part A 8.9.3.5 must be considered unserviceable. If there are no available EFBs with sufficient charge, a full paper back up should be carried, specifically; OFP, NOTAMS, Weather and Approach Plates. If only a single usable EFB is available, after consulting with operations, obtain printed copies of approach plates, if available. If the situation arises during flight or when the facilities do not allow, the additional EFB kept with the Cabin Crew can be used for all in flight requirements. When the first EFB falls below 10% charge, it should be turned off and stowed to be used as backup unit should it be required. Under no circumstances should a crew member attempt to charge the EFB during the flight phase of a duty. Crews may charge the EFB on the ground using an appropriate method provided the aircraft is on stand and the main door is open.

2.13.3 In Flight Usage¶

Provided the EFB is securely stowed, it may be used during all phases of flight, in accordance with a Portable EFB classification. For situations where the EFB is not held in stowage it must be securely held within a flight bag or side pocket.

2.13.4 Failure of a Single EFB, Pre-flight¶

Following the failure of a single EFB, operations should be notified immediately and the flight deck should use the cabin crew members EFB to perform in-flight duties. If required, the Cabin Crew can temporarily use the EFB during non-critical phases of flight to perform their duties, provided the remaining EFB within the flight deck has all the required documentation relevant to the flight. For operations where only two crew members are present, the flight may be continued so long as a paper backup of all relevant paperwork is carried.

2.13.5 Failure of Multiple EFBs Pre-flight¶

In the exceptional case that all Flight Deck and Cabin Crew EFBs fail, or do not have sufficient battery charge; a full paper copy of all relevant flight paperwork must be printed. Operations must be notified immediately and a full briefing pack must be printed from Crewbriefing. Crew are responsible for printing their own aerodrome charts from the NAVBLUE website and relevant aerodrome performance available on DocuNet.

2.13.6 Failure of a Single EFB In-flight¶

Following the failure of a single EFB in-flight, the Cabin Crew EFB can be used to perform in-flight duties. All other required documentation will be available on the other flight crew members EFB. For operations where only two crew members are present, the flight may be continued to destination. For the remaining sectors a single paper copy of all relevant flight paperwork must be printed and carried.

2.13.7 Failure of Multiple EFBs In-flight¶

In the highly unlikely event of multiple EFB failure, ATC must be informed; a description of the expected approach at destination should be requested and annotated on the Flight Log. Emergency procedures in the QRH remain as a paper document in the flight deck.

2.13.8 Post flight Data Entry¶

Post flight data entries may be made following the end of a duty using RAIDO through Safari or in the traditional method using a PC in the crew room.

Section 3: Abnormal & Emergency Procedures¶

3.1 General¶

FLT 3.11.18 The Emergency Procedures have been established for application in the event of a serious failure whilst following failure procedures deal with less serious (abnormal) failures. Procedures for Emergency and Abnormal situations are contained in the Quick Reference Handbook (QRH) on each aircraft. 600-Series These procedures are also contained in the database of the Electronic Checklist, (ECL). The ECL will automatically present the relevant checklists to the crew in the event of failures. Crews are encouraged to use the ECL. If known anomalies exist between the ECL and the QRH, crew will be advised and the QRH must be used. Expanded procedures and further details of failures can be found in the FCOM Chapter Procedures PRO NNO sections EMR and ABN. Refer to Section2.1, General. End 600-Series Any accident, incident, occurrence of system failure requires a Mandatory Occurence Report, (MOR). These must be reported by the company to the CAA no later than 72 hours from the time of the event. Crews must therefore raise an air Safety Report (ASR) via the Q-Pulse reporting system at the earliest opportunity to aid compliance with this requirement, as per OM-A 11.2 and OM-A AppendixI.

3.2 Priority Management¶

When dealing with an abnormal or an emergency situation, tasks should be managed according to a strict priority: • Fly the aircraft • Who is PF – need to change roles? • Maximum use of available automation • Continue to Aviate, Navigate, Communicate • Identification/Diagnosis of Failure/Abnormal Situation • Memory Actions and or Checklists • Decision Making

• Execution of Plan

3.3 Failure Treatment Concept¶

Don’t hurry – take time to analyse the failure A systems check should be carried out in all circumstances to aid in the correct identification of the failure. Six checks must be performed for failure confirmation. They are triggered by PF calling “MY RADIO, SYSTEM CHECK”. The PM will then review the systems status using the following format: CONTROL • Is the system control in a relevant position? INDICATOR • Is the indication relevant? Is the indication in compliance with the corresponding indication and with the control? SUPPLY • Are the supply source(s) available? CIRCUIT BREAKERS • Flight crew may reengage a tripped CB only if he/she judges it necessary for a safe continuation of the flight or it is part of an approved Emergency or Abnormal checklist. In this case only one reengagement should be attempted. If the failure alert disappears continue normal operation and record the event in the maintenance log. If not apply the associated failure procedure. On the ground a pilot may re-engage a tripped CB provided the action is co-ordinated with the maintenance team. LIGHTING • Are the bulb(s) digit(s) working? RESET • At PF discretion one reset of a push button of a failed system, associated with an amber caution may be performed by selecting system related PB OFF for 3 secs and then ON.

EXCEPTIONS: Bleed Leaks, Lo Level, EEC, PEC, BUS, CAB Press MAN CM1 should then positively assign the pilot roles ie “I/you have control”. PF shall then call for the relevant checklist. CM1 may reassign roles at a later stage depending on the failure.

3.4 Failure Consequences Analysis¶

(ATR QRH Chapter General Information QRH.GEN.3(a)) The flight crew must assess the failures when fully identified and the constraints it imposes and make decision based on the remaining aircraft capabilities with the awareness of the current operational situations (condition, environment, and/or constraint).

3.4.1 System Reset¶

At flight crew discretion, one RESET of a failed system associated to an amber caution may be performed by selecting the related pb (Push-button OFF (for 3 s then ON except for systems listed below. If the failure alert disappears, continue normal operation and record the event in the aircraft maintenance logbook for information. If not, apply the associated abnormal procedure. For the following systems the flight crew should strictly follow the abnormal procedure and RESET only when it is called by the abnormal procedure:

WARNING: Fuel Pump CB(s) MUST NOT be reset.

CAUTION: • ECU/EEC. • PEC. • CAB PRESS MODE SEL. • BAT CHG (EMER & MAIN). In case of BLEED LEAK, or BUS FAULT alerts, do not reset the associated systems BLEED VALVE pb or GEN pb.

3.5 Circuit Breaker Policy¶

(QRH GEN.3(b)) Flight crew may reengage a tripped CB only if he/she judges it necessary for a safe continuation of the flight or it is part of an approved Emergency or Abnormal checklist. In this case only one re-engagement should be attempted. If the failure alert disappears, continue normal operation and record the event in the maintenance log. If not, apply the associated failure procedure. On the ground a pilot may re-engage a tripped CB provided the action is coordinated with the maintenance team.

WARNING: DO NOT RE-ENGAGE THE C/B OF THE FUEL PUMP(S).

Note: before taking any action on a C/B, the flight crew must crosscheck that the C/B label corresponds to the affected system.

CAUTION: Circuit Breaker (C/B) must not be RESET by the flight crew unless otherwise specified in the operational documentation by ATR. Flight Crew may REENGAGE a tripped circuit breaker ONLY IF HE/SHE JUDGES IT IS NECESSARY FOR A SAFE CONTINUATION OF THE FLIGHT. In this case only ONE re engagement should be attempted. If the failure alert disappears, continue normal operation, if not apply the associated abnormal procedure. Regardless the outcome on system behaviour, when reengaging a tripped C/B, the flight crew must make a Maintenance Action Required entry in the Aircraft Technical Log describing the event.

3.6 Checklist Priority¶

When dealing with a failure the following checklist priority applies: 1. M EMORY ITEMS 2. E MERGENCY CHECKLIST 3. N ORMAL CHECKLIST 4. A BNORMAL CHECKLIST

3.7 Failure Identification¶

All failures must be identified in the following manner:

500-Series On the first indication of a malfunction – normally a Master Warning or Master Caution, PM cancels the warning and calls “Master Warning” or “Master Caution” and identifies the failure on the CAP followed by the local alert. End 500-Series

600-Series On the first indication of a malfunction – normally a Master Warning or Master Caution, PM cancels the warning and calls “Master Warning” or “Master Caution” and identifies the failure on the EWD followed by the local alert. On the 600 Series, system failures will be displayed on the EWD and the corresponding system schematic will automatically be displayed on the PM multifunction display. End 600-Series Failure Identification In case of system failure, information is provided to the crew:

500-Series PM call “MASTER WARNING/ CAUTION” (Continuous repetitive chime) (Single chime) End 500-Series

600-Series PM call “MASTER WARNING/ CAUTION” (Continuous repetitive chime) (Single chime) End 600-Series All actions which require a change in status of an item must be confirmed by the PF before the selection is made. For example, the following procedure would be used for pulling a fire handle: PM – Points to handle 1 and announces “Fire Handle 1” PF – Checks that the correct fire handle is pointed at and announces “Confirm” PM – Pulls the Fire Handle and calls “Pulled” starts the timing and calls “Timing” This philosophy does not apply for the On Ground Engine Fire where actions are completed without confirmation.

3.7.1 Memory Items¶

500-Series ATR 42-500 & 72-500 Memory Item Cards. End 500-Series

600-Series ATR 42-600 & 72-600 Memory Item Cards. End 600-Series They are flow of actions known by heart that must be performed by crew. Memory items are boxed inside relevant checklists. They need to be read back when related checklists are performed. As soon as aircraft and flight path are under control, when emergency and/or abnormal statuses are entailed, PF commands “xxx MEMO ITEMS”. The PM says the memo item, obtaining confirmation if required and completes the drill. Once the memory items are complete, PM announces: “xxxxxxx Memory Items complete” 500-Series Once all Memory Items, Emergency or Following Failures Checklists are complete, PF should review the illuminated items on the CAP and if satisfied, announce “Clear the CAP”. PM then depress the CLR push button. End 500-Series

600-Series Once all Memory Items, Emergency or Following Failures Checklists are complete, PF should review all failed items displayed on the EWD and if satisfied, announce “Clear the EWD”. PM then depress the CLR push button. End 600-Series

600-Series On the Electronic Checklist, memo items are displayed between two white dotted lines. End 600-Series

3.7.2 AFM, FCOM & QRH¶

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

QRH Quick Reference Handbook is used in flight and only deals with procedures and checklists. Preconditions QRH  Preconditions are highlighted through black squares. PM will question “YES or NO?” following related item, to know whether related precondition applies to relevant scenario. If PF answers “YES”, apply following actions. If answer is “NO”, skip the related item.  Black dots are more dealing with “when” do the relevant actions must be applied.

600-Series The same symbology applies to electronic checklists displayed on EWD. End 600-Series

3.8 Decision Making¶

3.8.1 DODAR¶

Pilots should use the DODAR decision-making process to manage abnormal occurrences. It is normal carried out upon completion of the necessary checklists, but is valid for non-technical occurrences as well as technical occurrences. DODAR stands for the following: • Diagnosis – determine the nature of the problem. • Options – consider the alternative courses of action available. • Decision – decide which course of action to take. • Assign/Action Tasks – allocate PF, management, RT, cabin crew tasks (NITS), etc as appropriate.

• Review and Risk Assessment – review the previous stages, especially in light of any change in the situation or new information, so that the decision followed is the most suitable. Tasks should be assigned or reassigned to suit any change of decision. Assess the level of risk of the current situation.

3.8.2 Guidance for Diversion in Case of Technical Failures¶

Definitions In some malfunction checklists there is a recommendation to terminate the flight – “land at the nearest suitable airport” or “land without delay”.

3.8.2.1 Land at Nearest Suitable Airport¶

Land at nearest suitable airport means to land at the nearest suitable airport, depending on circumstances, which has the required weather situation and necessary facilities. Commanders should consider the following when selecting the nearest suitable airport: • If operating One Engine Inoperative the drag is less with one engine in flight idle and one propeller feathered than with two engines at Flight Idle. If the final approach has a glidepath steeper than 3° there may be difficulty reducing speed on final approach increasing the risk of an OEI go-around. • A non – precision approach with One Engine Inoperative has a higher workload than a precision approach. • A circling approach with One Engine Inoperative has a very high workload. • A radar vectored approach can reduce workload considerably compared to a procedural approach. • The wind and weather conditions at altitude en-route to the aerodrome. • The Commander’s familiarity with the aerodrome. Commanders should consider the relative risks of proceeding to a more distant airfield with better facilities, versus the risks associated with landing at a closer airfield with a higher degree of risk in terms of workload and landing performance.

The UK CAA do not consider the following as justifying a decision to continue beyond the nearest suitable aerodrome: • Sufficient fuel remains to fly to a further destination. • Better maintenance/repair facilities are available elsewhere. • More convenient passenger handling is available elsewhere. Nothing in the above guidance is intended to prevent a Commander, in the interests of safety, from landing at an aerodrome which poses the least risk to overall safety of the flight.

3.8.2.2 Land Without Delay¶

Land without delay is used for urgent malfunctions such as fire, smoke etc within the fuselage.

3.9 Crew Communications¶

3.9.1 General¶

The following procedures are a summary of the cabin safety procedures. All flight deck crew must familiarise themselves with all cabin safety procedures outlined in the Cabin Crew Safety Manual. Actions in the event of an Emergency 500-Series In the event of an emergency, the flight deck should alert the cabin crew with six chimes of No Smoking Sign or by use of the PA system using of the phrase “Number one to the flight deck immediately”. End 500-Series

600-Series In the event of an emergency, the flight deck should alert the cabin crew with six chimes of No Devices Sign or by use of the PA system using of the phrase “Number one to the flight deck immediately”. End 600-Series

3.9.2 Cabin Crew Briefing¶

CM1 shall ensure that Cabin Crew are fully briefed in all emergency situations using the N.I.T.S. formula. The N.I.T.S. formula is a two-way communication system to be used between cabin-crew and flight crew in any emergency situation. It should be conducted ‘face to face’ in the flight-deck, however where this is not possible, it may be completed over the interphone. In any case it should be announced to the cabin crew, “This is a NITS brief” N – NATURE of situation I – INTENTIONs – CM1 will brief CCM1 for either a NORMAL or an EMERGENCY landing T – TIME AVAILABLE remaining to landing, this should also include, where possible, the actual expected landing time. S – SPECIAL INSTRUCTIONS Normal Landing The CM1 will brief SCCM for a NORMAL landing if they judge that there is a low risk of significant danger to the Aircraft. Cabin Crew should remain alert to changing circumstances and follow the Captains Instructions. Emergency Landing The Captain will brief for an EMERGENCY landing if he judges that there is high risk to the Aircraft occupants. Cabin Crew must ensure that passengers are briefed as appropriate and that the Cabin is prepared for an emergency landing and a potential evacuation. It should be noted that whilst the NITS formula can be used for any abnormal situation, it must always be clearly communicated to the cabin crew what type of landing to anticipate. Air Traffic Control Time permitting consideration should also be given to giving a NITS brief to ATC.

3.9.3 Landing¶

At approximately 1,000ft AGL, PM should alert the cabin crew prior to landing in emergency situations if cabin crew require notice by use of the PA and the phrase: “Take up landing/ditching positions”

At 200ft AGL PM should alert the cabin crew by use of the PA and the phrase: “BRACE, BRACE”

3.9.4 Evacuation¶

For an unplanned emergency event, CM1 or CM2 will alert the cabin crew of a possible evacuation by use of the PA and the phrase: “ATTENTION, CABIN CREW TO STATION” In the event of an evacuation being required, this will be initiated by one of the flight deck, by use of the PA and the phrase: “EVACUATE, EVACUATE” If the Cabin Crew have been put on alert by a NITS brief for a planned emergency or “Attention Cabin Crew to Station” for an unplanned emergency and the situation has improved to a level whereby the cabin crew are no longer required to be on alert, CM1 shall communicate this as soon as practical. “Cabin Crew resume normal operations”.

3.10 Crew Incapacitation (Pilot Incapacitation Procedure)¶

Incapacitation of a crew member can occur either very obviously and suddenly, or more subtly and gradually over a long period, and possibly without loss of consciousness. It is therefore important that pilots are aware of the symptoms that lead up to this latter type of incapacitation. These include failure to correct sloppy and inaccurate flying and airmanship, failure to respond to calls or checks, slurred speech, or irrational behaviour. If a pilot observes any of these symptoms or becomes otherwise suspicious of their colleague’s actions, they should immediately question them, repeating the question if necessary, and if the answer is not forthcoming or is unsatisfactory, they should assume control and command of the aircraft. The controlling pilot must maintain control of the aircraft whilst a member of cabin crew (or supernumerary crew if available) attends to the incapacitated pilot and secures them in their seat, using and locking the full shoulder harness, and sliding the seat all the way back from the control column and rudder pedals. A member of the cabin crew/supernumerary crew may remain on the flight deck to assist with reading the checklist and to ensure the incapacitated pilot is kept well clear of the controls, however primary Cabin Crew concern is with the passengers.

The following points should be considered: 1. Landing at the nearest suitable airfield to obtain medical assistance for the incapacitated pilot. 2. If the commander is incapacitated the first officer is now the pilot in command. 3. The aircraft is being operated below its minimum crew complement and ATC must be informed through a Pan call. If the weather conditions at the landing airfield necessitate an instrument approach, plan for an ILS approach (if possible), monitored by radar. Avoid hurrying the approach, and allow time to complete the approach and landing checks. If the pilot now handling the aircraft is in the right hand seat he must consider loss of rudder control towards the end of the landing roll, and be prepared to maintain directional control with the foot brakes. In this case do not attempt to taxi beyond runway clearance. Commander Incapacitation During Take-off It is company policy that only the commander will call “STOP, STOP” and that either pilot will call malfunctions as they are detected. When any malfunction arises and is detected or observed by the CM2, they are only to call the generic failure mode and not the side to which it relates; i.e. “ENGINE FAILURE”, not “RIGHT ENGINE FAILURE”. Should CM2 call the nature of the malfunction i.e. “ENGINE FAILURE”, and no decision is made by the CM1, then the CM2 should restate the malfunction. If no response is received after this second challenge then CM2 is to assume commander incapacitation and take control of the aircraft whilst simultaneously calling “I HAVE CONTROL”. The decision to stop or continue is then to be made by CM2, stopping before V and continuing 1 after V . 1

3.11 Fire and Smoke Drills¶

In all cases of smoke or fire onboard an aircraft, it is vital to ensure that the aircraft lands as soon as possible and that when required, passengers are evacuated from the aircraft.

3.11.1 On Ground Engine Fire¶

Refer to: FCOM Chapter Procedures PRO NNO EMR.70 QRH Chapter Emergency E70.03 or EWD

An engine fire can occur at any time that the engine/s are running. In all circumstances, the aircraft must be brought to an immediate stop before CM2 completes the memory items. 500-Series Flight Event CM1 CM2 Calls “ENGINE FIRE” Calls “STOP, STOP” Immediately and simultaneously Actions: PL................................................GROUND IDLE To stop the aircraft and prevent brake overheat, the power levers should be retarded immediately to GI by using the triggers. Control Column..........................................PUSH Keep wings level with aileron Brakes.........................................AS REQUIRED Actions: LO PITCH.......................CHECK & ANNOUNCE Engine Fire Between 70 kts and V 1 Actions: The effect of asymmetrical reverse thrust is not predictable with sufficient accuracy on Reverse........................................IF REQUIRED contaminated runways, it is therefore not recommended to use single engine reverse thrust. Actions: ATC........................................................ADVISE Calls “MAYDAY, MAYDAY, MAYDAY” At a suitable moment Actions: ATC........................................................ADVISE Calls “CABIN CREW TO STATION” Calls “70 kts” Calls “My Steering” Passing Actions: Actions: 70 kts NWS...................................................CONTROL Control Wheel.......................HOLD IN TO WIND Keep wings level with aileron.

Flight Event CM1 CM2 Actions: Actions: Calls “On Ground Engine Fire Memory Items” Memory Items (1) E70.03 Stopped If Fire Persists Agent 1 (affected engine)...............DISCHARGE If Fire Persists after 30 Sec Agent 2 (affected engine)...............DISCHARGE Calls “On Ground Engine Fire Memory Items Complete” Calls “On Ground Engine Fire Checklist” Actions: E70.03 On Ground Engine Fire Checklist.....COMPLETE Memory Read as Read and Do Items Complete Calls “On Ground Engine Fire Checklist Complete, is Emergency Evacuation required YES/NO?” (4) Calls “YES, Emergency Evacuation Checklist” E99.05 Actions: Actions: Fire Not ATC........................................................ADVISE Evacuation Checklist (2)...................COMPLETE Extinguished Read as Challenge, Action, Response Calls “LOG XXX Evacuating Aircraft” After Evacuation...............................................ASSIST 30Seconds Calls “Evacuation Checklist Complete” Calls “Evacuate, Evacuate, Evacuate” Actions: Evacuation...............................................ASSIST Note 1: No confirmation of actions is required on the ground. Note 2: This is the only checklist that is actioned as a Challenge, Action and Response. All other Emergency/Following Failure checklists are to be actioned as Read and Do. Note 3: If fire was extinguished or no fire was present after failure a precautionary deplaning of the aircraft may be considered. Full guidance on deplaning can be found in Section11.3. | Action | Value | | --- | --- | | Parking Brake | SET Memory Items...................................COMPLETE | | CCAS | RCL |

Action	Value
CL 1 & 2	FTR then FUEL S.O
Once Aircraft Fire Handle (affected engine)	PULL

Note 4: Following any on ground command of “Attention Cabin Crew to Station” if the crew decide then an evacuation is not required they should make the following announcement. “Cabin Crew Resume Normal Operations”. End 500-Series

600-Series Flight Event CM1 CM2 Calls “ENGINE FIRE” Calls “STOP, STOP” Immediately and simultaneously Actions: PL...............................................GROUND IDLE To stop the aircraft and prevent brake overheat, the power levers should be retarded immediately to GI by using the triggers. Control Column.........................................PUSH Keep wings level with aileron Brakes.........................................AS REQUIRED Actions: LO PITCH......................CHECK & ANNOUNCE Engine Fire Between 70 kts and V 1 Actions: The effect of asymmetrical reverse thrust is not predictable with sufficient accuracy on Reverse........................................IF REQUIRED contaminated runways, it is therefore not recommended to use single engine reverse thrust. Actions: ATC.........................................................ADVISE Calls “MAYDAY, MAYDAY, MAYDAY” At a suitable moment Actions: ATC.........................................................ADVISE Calls “CABIN CREW TO STATION” Calls “70 kts” Calls “My Steering” Passing Actions: Actions: 70 kts NWS...................................................CONTROL Control Wheel.......................HOLD IN TO WIND Keep wings level with aileron.

Flight Event CM1 CM2 Actions: Actions: FWS.............................................................RCL Calls “On Ground Engine Fire Memory Items” Memory Items (1) EWD Stopped If Fire Persists Agent 1 (affected engine)...............DISCHARGE If Fire Persists after 30 Sec Agent 2 (affected engine)...............DISCHARGE Calls “On Ground Engine Fire Memory Items Complete” Calls “On Ground Engine Fire Checklist” EWD Actions: On Ground Engine Fire Checklist....COMPLETE Memory Read as Read and Do Items Complete Calls “On Ground Engine Fire Checklist Complete, is Emergency Evacuation required YES/NO?” (4) Calls “YES, Emergency Evacuation Checklist” Fire Not EWD Extinguished Actions: Actions: After ATC........................................................ADVISE Evacuation Checklist (2)...................COMPLETE 30Seconds Read as Challenge, Action, Response Calls “LOG XXX Evacuating Aircraft” Evacuation..............................................ASSIST Note 1: No confirmation of actions is required on the ground. Note 2: This is the only checklist that is actioned as a Challenge, Action and Response. All other Emergency/Following Failure checklists are to be actioned as Read and Do. Note 3: If fire was extinguished or no fire was present after failure a precautionary deplaning of the aircraft may be considered. Full guidance on deplaning can be found in Section11.3. Note 4: Following any on ground command of “Attention Cabin Crew to Station” if the crew decide then an evacuation is not required they should make the following announcement. “Cabin Crew Resume Normal Operations”. End 600-Series | Action | Value | | --- | --- | | Parking Brake | SET Memory Items..................................COMPLETE | | FWS | RCL |

Action	Value
CL 1 & 2	FTR then FUEL S.O
Once Aircraft Fire Handle (affected engine)	PULL

3.11.2 Engine Fire after Take-Off¶

Refer to: FCOM Chapter Procedures PRO NNO EMR.70 & QRH Chapter Emergency E70.01/2

3.11.2.1 Engine Fire After Take-Off¶

500-Series Flight Event PM PF Calls “V” 1 Reaching V Actions: CM1 1 PL 1 & 2............................................................................................................................RELEASE Calls “Rotate” Actions: Reaching V R Calls “Positive Climb” Actions: Calls “Gear Up” Positive Calls “Engine Fire” Calls “Check” Engine Fire Actions: Master Warning.....................................CANCEL Calls “Engine Fire at Take-Off Memory Items” All Landing Calls “Gear Up” Gear Lights Extinguished In case of high published Acceleration Altitude, Captain may decide to start memory items before reaching it but never below 400 ft AAL. Calls “Acceleration Altitude” Calls “PL in the Notch, Set MCT” Action: PWR MGT....................................................MCT On Passing Calls “MCT Set” Acceleration Calls “Set IAS V ” FTO Altitude Action: IAS MODE.....................................................SET Calls “IAS V Set” FTO Calls “Set Speed Bug V ” FTO Action: Set speed bug to V FTO Calls “Speed bug set V ” FTO | Action | Value | | --- | --- | | Pitch | ROTATE to 8° | | FD Bars | FOLLOW |

Action	Value
Climb Landing Gear	UP
Yaw Damper	ENGAGE
Taxi & T.O Light	OFF

Flight Event PM PF Calls “V ” FTO Calls “Normal Conditions Flap 0° or Icing Reaching Conditions Flaps 15°” V Calls “Speed checked, Flaps 0° (or 15°)” FTO Action: Flaps...........................................AS REQUIRED Calls “Flap 0°” Flaps 0°/15° Normal Conditions on Indicator or “Maintaining Flap 15°” Icing Conditions Calls “Confirm Engine 1 (or 2) Fire?” Calls “Confirm” Action: Affected PL................................................POINT Calls “PL 1 (or 2)” Visually verifies correct PL. Calls “Confirm” Action: Affected PL..................RETARD GENTLY TO FI Calls “Flight Idle” Action: Affected CL...............................................POINT Calls “CL 1 (or 2)” Visually verifies correct CL. Calls “Confirm” Action: Flight Path Stabilised Affected CL.........................FTR then FUEL S.O Shut-Off step by step. Stay 1 sec in FTR position before setting CL to FUEL S.O. Calls “Feather, Fuel Shut-Off” Action: Fire Handle................................................POINT Calls “Fire Handle 1 (or 2)” Visually verifies correct Fire Handle. Calls “Confirm” Action: Affected Fire Handle...................................PULL Calls “Pulled” Action: Timing......................................................START Calls “Timing”

Flight Event PM PF Action: AGENT 1...................................................POINT 10 Seconds Calls “10 Seconds Agent 1 (or2)?” Visually verifies correct Agent 1. After Fire Calls “Confirm” Handle Pulled Action: AGENT 1........................................DISCHARGE Calls “Discharged” 1st Discharge Action: Amber Light Time.......................................MONITOR 30 Sec on Fire Panel Calls “MAYDAY, MAYDAY, MAYDAY” Action: AGENT 2...................................................POINT If Fire Calls “30 Seconds, Agent 2?” Visually verifies correct Agent 2. Remains Calls “Confirm” After 30 Sec Action: AGENT 2........................................DISCHARGE Calls “Discharged” Calls “Memory Item Complete” Calls “Engine Fire at Take-Off Checklist” Action: 2nd Discharge Engine Fire at Take-Off Checklist....COMPLETE Amber Light Read and Do on Fire Panel Refer to QRH 70.01 Calls “Engine Fire at Take-Off Checklist Complete” Any pilot shall call “Fire Stopped” as soon as the Red light disappears on CAP/FIRE HANDLE. Calls “Clear CAP” Action: CAP..........................................................CLEAR Engine Fire at Calls “CAP Cleared” Take-Off Calls “After Take-Off Checklist” Checklist Action: Complete After Take-Off Checklist...................COMPLETE Calls “After Take-Off Checklist Complete” Calls “Single Engine Operation Checklist” Continue with Single Engine Operation

Note:

End 500-Series

600-Series Flight Event PM PF Calls “V” 1 Reaching V Actions: CM1 1 PL 1 & 2............................................................................................................................RELEASE Calls “Rotate” Actions: Reaching V R Calls “Positive Climb” Actions: Calls “Gear Up” Positive Calls “Engine Fire” Calls “Check” Engine Fire Actions: Master Warning.....................................CANCEL Calls “Engine Fire at Take-Off Memory Items” All Landing Calls “Gear Up” Gear Lights Extinguished In case of high published Acceleration Altitude, Captain may decide to start memory items before reaching it but never below 400 ft AAL. Calls “Acceleration Altitude” Calls “PL in the Notch, Set MCT” Action: On Passing PWR MGT....................................................MCT Acceleration Altitude Calls “MCT Set” Action: FMA mode...............................................CHECK Calls “Speed V Magenta” FTO Calls “Speed V Magenta” FTO Calls “V ” FTO Calls “Normal Conditions Flap 0° or Icing Reaching Conditions Flaps 15°” V Calls “Speed checked, Flaps 0° (or 15°)” FTO Action: Flaps...........................................AS REQUIRED | Action | Value | | --- | --- | | Pitch | ROTATE to 8° | | FD Bars | FOLLOW |

Action	Value
Climb Landing Gear	UP
Yaw Damper	ENGAGE
Taxi & T.O Light	OFF

Flight Event PM PF Calls “Flap 0°” Flaps 0°/15° Normal Conditions on Indicator or “Maintaining Flap 15°” Icing Conditions Calls “Confirm Engine 1 (or 2) Fire?” Calls “Confirm” Action: Affected PL................................................POINT Calls “PL 1 (or 2)” Visually verifies correct PL. Calls “Confirm” Action: Affected PL..................RETARD GENTLY TO FI Calls “Flight Idle” Action: Affected CL...............................................POINT Calls “CL 1 (or 2)” Visually verifies correct CL. Calls “Confirm” Action: Flight Path Stabilised Affected CL.........................FTR then FUEL S.O Shut-Off step by step. Stay 1 sec in FTR position before setting CL to FUEL S.O. Calls “Feather, Fuel Shut-Off” Action: Fire Handle................................................POINT Calls “Fire Handle 1 (or 2)” Visually verifies correct Fire Handle. Calls “Confirm” Action: Affected Fire Handle...................................PULL Calls “Pulled” Action: Timing......................................................START Calls “Timing” Action: AGENT 1...................................................POINT 10 Seconds Calls “10 Seconds Agent 1 (or 2)?” Visually verifies correct Agent 1. After Fire Calls “Confirm” Handle Pulled Action: AGENT 1........................................DISCHARGE

Flight Event PM PF Calls “Discharged” 1st Discharge Action: Amber Light Time.......................................MONITOR 30 Sec on Fire Panel Calls “MAYDAY, MAYDAY, MAYDAY” Action: AGENT 2...................................................POINT If Fire Calls “30 Seconds, Agent 2?” Visually verifies correct Agent 2. Remains Calls “Confirm” After 30 Sec Action: AGENT 2........................................DISCHARGE Calls “Discharged” Calls “Memory Item Complete” Call “Engine Fire at Take-Off Checklist” Action: 2nd Discharge Engine Fire at Take-Off Checklist....COMPLETE Amber Light Read and Do on Fire Panel Refer to EWD Calls “Engine Fire at Take-Off Checklist Complete” Any pilot shall call “Fire Stopped” as soon as the Red light disappears on FWS/FIRE HANDLE. Calls “After Take-Off 1 EO Checklist” Action: Engine Fire at After Take-Off 1 EO Checklist..........COMPLETE Take-Off Refer to EWD Checklist Complete Calls “After Take-Off 1 EO Checklist Complete” Calls “Single Engine Operation Checklist” Continue with Single Engine Operation

Note:

End 600-Series

3.11.3 Smoke Drills¶

Refer to: FCOM Chapter Procedures PRO NNO EMR.26 & QRH Chapter Emergency E26.01 The correct identification of the smoke source is vital to ensure that the correct check list is followed. It should be noted that air conditioning smoke will trigger the ELEC SMK warning once the smoke is drawn from the cockpit by the avionics vent fan over the ELEC SMK detector. An electrical smoke warning will normally trigger the ELEC SMK warning before the smoke becomes apparent. Air conditioning smoke will normally be noticed before the ELEC SMK warning is generated. Whether or not smoke has dissipated, if it cannot be visibly verified that the fire has been extinguished following the fire and/or smoke drills, land immediately at the nearest suitable airport. In the event of smoke or fire, prepare to land without delay while completing the fire and/or smoke drills. The flight crew should always go on 100% oxygen (emergency setting) whenever a hand held fire extinguisher is to be discharged in the cockpit, or when required because of smoke accumulation. Whilst using the oxygen masks the intercom selector on the ACP should be selected to OFF to reduce the noise level caused by the flow of oxygen within the masks. To communicate with other crew member the intercom switch on the control wheel should be used when communication is required. 600-Series The EWD will show FWD SMK/AFT SMK which do not have memory items, however, the first item on each checklist is “Smoke Procedure” which does have memory items. At the first display of any smoke warning the call should be “Smoke Procedure Memory Items”. Bear in mind that donning of masks etc. depends on whether there are smoke/fumes in the cockpit. End 600-Series

Note: AFT SMK smoke to reflect changes embodied in Aeroconseil Bulk Freighter STC 0110-11. Modified pages contain an amended data-block at top of checklist pages.

3.12 Duties in the Event of an Evacuation¶

CM1 duties: Depending on the circumstance, the commander will remain on board to monitor the situation internally and assist with the forward evacuation. On completion of the evacuation, CM1 will check the cabin, and evacuate the aircraft taking the available emergency equipment. For whatever reason, if the commander deems it necessary to action an emergency evacuation, this shall be communicated to ATC as soon as practicable. CM2 duties: Once engine shutdown and radio calls are completed, CM2 will evacuate the aircraft through the nearest usable exit which may be the overhead escape hatch.

CAUTION: Care must be taken when using the overhead escape hatch due to the probes on the aircraft fuselage around the noise area. Once evacuated, CM2 will assist the passenger evacuation, by directing the passengers away from the aircraft, at least 200 metres upwind.

3.13 Engine Failure¶

Refer to: FCOM Chapter Procedures PRO NNO EMR.70/ABN.70. Refer to: QRH Chapter Emergency E70.04/.05 & Chapter Following Failures Powerplant A70.07/.08/.09/.12

3.13.1 No Autofeather¶

The AFM Deviation Guide contains procedures for dispatch with 1 EEC Off, Auto Feather INOP or ATPCS off, dictates that in the event of an Engine Flame Out at Take-Off the power lever should not be reduced below 45° until feathering of the engine is complete. This is due to the fact that an increase in drag occurs with the reduction in power lever angle, thus decreasing the controllability of the aircraft. If no autofeather occurs during a flame out at take-off, the same procedure applies. The failure of autofeather shall be confirmed by PM as per the Engine Flameout at Take-Off memory items. At an appropriate time, PM shall slowly retard the respective Power Lever but not below 45° until the feathering of the failed engine is complete. Before any engine controls are moved, PM must confirm the correct lever with PF. The movement of the power lever before the condition lever acts as a safeguard against shutting down the wrong engine.

3.13.2 Engine Flameout Procedures¶

In accordance with CAT.POL.A.210(c), Loganair has established engine failure procedures following engine failure after take-off to provide a safe route to a holding pattern to enable the aircraft either land at the aerodrome of departure or at a take-off alternate aerodrome. In following such procedures a climb to the applicable MSA shall be executed unless clearance for a lower altitude can be obtained under positive radar control. These procedures shall be briefed prior to each departure and where required shall be complied with.

CAUTION: An engine failure during flight and NOT immediately after take-off is not deemed as emergency situation within the QRH. Care must therefore be taken when selecting the correct engine flameout procedure from the QRH. For engine flameouts NOT occurring at Take-off then Following Failure Procedure A70.07 applies. 500-Series

CAUTION: RTE 2 should be activated by PM when the aircraft is inbound to the engine flamout holding fix. End 500-Series

600-Series CAUTION Care must be taken when activating FPLN2 for an engine flame out. Manually created single engine procedures often have a straight ahead to a defined DME or altitude and a turn left or right to a holding point. The direction of turn cannot be manually programmed and the FMS will automatically turn in the shortest direction. End 600-Series

3.13.3 Engine Flameout After Take-Off¶

500-Series Flight Event PM PF Reaching V Calls “V” 1 1 Actions: CM1 PL 1 & 2............................................................................................................................RELEASE Calls “Rotate” Actions: Reaching V R Calls “Engine Failure” Anticipate unexpected roll and dissymmetric Expect to see abnormal engine parameters (TQ handling. decrease and rapid ITT decrease). Calls “Engine Flameout at Take-Off Memory Actions: Items” Flameout Calls “Uptrimmed, Autofeathered” Actions: Master Warning.....................................CANCEL If no Up-Trim, PF requests PL 1 and 2 to the ramp. If no Autofeather, requests PROP 1 (or 2) manual feathering. Calls “Positive Climb” Actions: Calls “Gear Up” If bleed fault not illuminated, PF requests BLEED 1(or 2) OFF Calls “Mayday, Mayday, Mayday...STANDBY” Suitable TimeInclude emergency turn procedure in MAYDAY call and ask ATC to STANDBY | Action | Value | | --- | --- | | Pitch | ROTATE to 8° | | FD Bars | FOLLOW |

Action	Value
Up-Trim Green Lights 1 (or 2)	CHECK
Engine Autofeather ENG 1 (or 2)	CHECK

Action	Value
Landing Gear	UP
Positive Yaw Damper	ENGAGE
Climb Taxi & T.O Light	OFF
Bleeds Fault	ILLUMINATED

Flight Event PM PF Calls “Acceleration Altitude” Calls “Set ALT” Action: ALT mode.............................................ENGAGE Calls “ALT Set” Acceleration Calls “ALT Green” Altitude Calls “ALT Green” Calls “Set Speed Bug V ” FTO Action: Speed Bug....................................................................................................Set speed bug to V FTO Calls “Speed bug set V ” FTO Calls “V ” FTO Calls “Power Lever in the Notch, set MCT” Actions: V FTO Calls “MCT Set” Calls “Normal Conditions Flaps 0° or Icing Conditions Flaps 15°” Calls “Speed checked” Action: Flaps...........................................AS REQUIRED Calls “Flaps 0°” Normal Conditions or “Maintaining Flaps 15°” Flaps 0°/15° Icing Conditions on Indicator Calls “Set IAS V ” FTO Action: IAS mode......................................................SET Calls “IAS V set” FTO | Action | Value | | --- | --- | | PL 1 & 2 CHECK | IN THE NOTCH | | PWR MGT | MCT | | Reaching TQ/NP | CHECK/ADJUST |

Flight Event PM PF Calls “Confirm Engine 1 (or 2) Flameout?” Action: Affected PL................................................POINT Calls “PL 1 (or 2)” Visually verifies correct PL. Calls “Confirm” Action: Affected PL..................RETARD GENTLY TO FI Calls “Flight Idle” Action: Affected CL...............................................POINT Calls “CL 1 (or 2)” Visually verifies correct CL. Flight Path Calls “Confirm” Stabilised Action: Affected CL.........................FTR then FUEL S.O Shut-Off step by step. Stay 1 sec in FTR position before setting CL to FUEL S.O Calls “Feather, Fuel Shut-Off, Memory Items Complete” Calls “Engine Flameout at Take-Off Checklist” Action: Engine Flameout after Take-Off Checklist............................COMPLETE Read and Do QRH Page E70.04 Once Checklist complete. Calls “Engine Flameout at Take-Off Checklist Complete”

Flight Event PM PF Action: CAP.....................Cross-Check with Local Alerts Calls “Clear CAP” Action: Engine CAP..........................................................CLEAR Flameout at Take-Off Calls “CAP Cleared” Checklist Calls “After Take-off Checklist” Complete Action: After Take-Off Checklist...................COMPLETE Calls “After Take-Off Checklist Complete” Calls “Single Engine Operation Checklist” Continue with Single Engine Operation

Note:

End 500-Series demmirt ylreporp si tfarcria eht nehwnoitercsid ta tes si PA :ETON

600-Series Flight Event PM PF Reaching V Calls “V” 1 1 Actions: CM1 PL 1 & 2............................................................................................................................RELEASE Calls “Rotate” Actions: Reaching V R Calls “Engine Failure” Anticipate unexpected roll and dissymmetric Expect to see abnormal engine parameters (TQ handling. decrease and rapid ITT decrease). Calls “Engine Flameout at Take-Off Memory Actions: Items” Flameout Calls “Uptrimmed, Autofeathered” Actions: Master Warning.....................................CANCEL If no Up-Trim, PF requests PL 1 and 2 to the ramp. If no Autofeather, requests PROP 1 (or 2) manual feathering. Calls “Positive Climb” Actions: Calls “Gear Up” If bleed fault not illuminated, PF requests BLEED 1(or 2) OFF Calls “Mayday, Mayday, Mayday...STANDBY” Suitable TimeInclude emergency turn procedure in MAYDAY call and ask ATC to STANDBY Calls “Acceleration Altitude” Calls “Set ALT” Action: Calls “ALT Set” Acceleration Action: Altitude Calls “ALT Green” Calls “ALT Green” Calls “Speed V Magenta” FTO Calls “Speed V Magenta” FTO | Action | Value | | --- | --- | | Pitch | ROTATE to 8° | | FD Bars | FOLLOW |

Action	Value
Autofeather ENG 1 (or 2)	CHECK
Engine Up-Trim Green Lights 1 (or 2)	CHECK

Action	Value
Landing Gear	UP
Positive Yaw Damper	ENGAGE
Climb Taxi & T.O Light	OFF
Bleeds Fault	ILLUMINATED

Flight Event PM PF Calls “V ” FTO Calls “Power Lever in the Notch, set MCT” Actions: V FTO Calls “MCT Set” Calls “Normal Conditions Flaps 0° or Icing Conditions Flaps 15°” Calls “Speed checked” Action: Flaps...........................................AS REQUIRED Calls “Flaps 0°” Check V Normal Conditions indicated FTO or “Maintaining Flaps 15°” Flaps 0°/15° Check V Flap 15° Icing Conditions FTO on Indicator indicated. Calls “Set IAS” Action: FGCP: IAS mode.................................ENGAGE Calls “IAS set” | Action | Value | | --- | --- | | PL 1 & 2 CHECK | IN THE NOTCH | | PWR MGT | MCT | | Reaching TQ/NP | CHECK/ADJUST |

Flight Event PM PF Calls “Confirm Engine 1 (or2) Flameout?” Checks engine instruments to verify which engine has flamed out and Calls “Confirm” Action: Affected PL...............................................POINT Calls “PL 1 (or 2)” Visually verifies correct PL. Calls “Confirm” Action: Affected PL..................RETARD GENTLY TO FI Calls “Flight Idle” Action: Affected CL..............................................POINT Calls “CL 1 (or 2)” Flight Path Visually verifies correct CL. Stabilised Calls “Confirm” Action: Affected CL.........................FTR then FUEL S.O Shut-Off step by step. Stay 1 sec in FTR position before setting CL to FUEL S.O Calls “Feather, Fuel Shut-Off, Memory Items Complete” Calls “Engine Flameout at Take-Off Checklist” Action: Engine Flameout after Take-Off Checklist............................COMPLETE Read and Do Refer to EWD Once Checklist complete. Calls “Engine Flameout at Take-Off Checklist Complete” Calls “After Take-off 1 EO Checklist” Action: After Take-Off 1 EO Checklist..........COMPLETE Engine Refer to EWD Checklist Flameout at Calls “After Take-Off 1 EO Checklist Complete” Take-Off Action: Calls “Single Engine Operation Checklist” Checklist Complete Single Engine Operation Checklist...COMPLETE Refer to EWD Checklist Calls “Single Engine Operation Checklist Complete”

Note: End 600-Series demmirt ylreporp si tfarcria eht nehwnoitercsid ta tes si PA :ETON

3.13.4 OEI – Landing¶

Landing with one engine inoperative does not normally present any special problems as sufficient power is available and the performance is good so long as the approach and landing is properly executed. • Plan properly. The configuration points to manage speed decay in a timely manner and management of AFCS/FGCP may need to vary slightly depending on various factors utilising TEM, e.g. aircraft weight, low platform altitude, manually flown approaches etc. • BLEED Valve on operating engine is selected OFF. • CL on operating engine is set to 100% OVRD. • Minimise drag. • Use Correct V Speed. APP • For performance reasons delay landing configuration (Flaps 30/35) until start of descent on final glide path. 500-Series • Use the YD until landing is assured. End 500-Series

600-Series • Use the YD until landing is assured. On the ATR-600 this will ensure Auto Rudder trim is active in the event of a go around. End 600-Series • Centre yaw trim (Trim zero) prior to landing flare. • Do not allow the aircraft to get slow or the power corrections necessary to restore speed may de-stabilise the approach.

500-Series

End 500-Series

600-Series

End 600-Series

Aircraft Altitude	Time of Useful Consciousness
FL250/25,000 ft	3–6 minutes
FL220/22,000 ft	5–10 minutes
FL180/18,000 ft	20–30 minutes
FL150/15,000 ft	30+ minutes
FL100/10,000 ft	Indefinite
### 3.14 Emergency Descent
#### 3.14.1 General
An emergency descent may be required primarily due to a sudden, rapid loss of pressurisation at high altitudes. It should be noted that an excess
cabin altitude warning does not necessarily require an emergency descent. Following an excess cabin altitude warning, the aircraft
pressurisation should first be checked to ascertain if an emergency descent is required.
Following a rapid decompression or loss of pressurisation the amount of time an individual is able to perform flying duties efficiently (defined as
dependent on the aircraft altitude and is outlined below:
500-Series
In the event that an Emergency Descent is required, crew must follow the actions as defined in QRH E99.04
End 500-Series

600-Series In the event that an Emergency Descent is required, crew must follow the actions as defined on EWD or QRH E99.04 End 600-Series In order to alert cabin crew of the Emergency Descent, PM shall use the aircraft PA system and announce “EMERGENCY DESCENT, REMAIN SEATED”.

3.14.2 Emergency Descent Procedure¶

500-Series Flight Event PM PF Loss Of Calls “Emergency Decent Memory Items” Pressurisation Autopilot remains engaged Or Structural Damage Actions: Actions: Oxygen Mask...............................................DON Oxygen Mask...............................................DON Breathing 100% oxygen for a long period may Breathing 100% oxygen for a long period may cause communication difficulties. Return to cause communication difficulties. Return to Normal setting if no smoke presence. Normal setting if no smoke presence. Calls “Oxygen ON” Calls “Oxygen ON” Actions: Actions: ICAO Guidance HDG.................................................TURN ± 45° UK Airspace Depending on potential structural damage (1) PA “Emergency Decent, Remain Seated” Calls “Mayday, Mayday, Mayday LOG XXX Emergency Decent, Standby” Calls “HDG Mode, IAS, Speed 180/240 kts, ALT White” Calls “Emergency Decent Checklist” Actions: HDG.......................................................ADJUST Adjust as required for flight path, ATC Actions: Emergency Decent Checklist...........COMPLETE Calls “Emergency Decent Checklist Complete” | Action | Value | | --- | --- | | Goggles (if require) | ON Goggles (if require)........................................ON | | Crew Communication | ESTABLISH Crew Communication.......................ESTABLISH |

Action	Value
Pax Oxygen supply	ON ALT SEL.......................................FL100 or MSA
Seatbelt Signs	ON Whichever is highest
Transponder	7700 IAS Mode......................................................SET
MSA	CHECK HDG Mode...........................................ENGAGE

Action	Value
HDG	MAINTAIN
PL 1&2	FI
CL 1&2	100% OVRD
IAS	170/240 kts

Flight Event	PM	PF
Loss Of Pressurisation Or Structural Damage		Calls “Emergency Decent Memory Items” Autopilot remains engaged
Calls “You can remove oxygen mask” Actions: Actions:
Passing FL100Oxygen 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
Calls “Emergency Descent Complete, SCCM to Unpressurised the Flight Deck”
Rate of Decent Actions:
Reached Situation................................................ASSESS NITS Briefing....................................COMPLETE
Note: If structural damage is suspected set IAS initially to 170kts. At 170kts, lower landing gear and then increase speed to 180 kts. If
no structural damage is suspected set IAS to 240 kts and maintain aircraft in clean configuration.
End 500-Series

600-Series Loss Of Calls “Emergency Decent Memory Items” Pressurisation Autopilot remains engaged Or Structural Damage

Flight Event PM PF Actions: Actions: Oxygen Mask...............................................DON Oxygen Mask...............................................DON Breathing 100% oxygen for a long period may Breathing 100% oxygen for a long period may cause communication difficulties. Return to cause communication difficulties. Return to Normal setting if no smoke presence. Normal setting if no smoke presence. Calls “Oxygen ON” Calls “Oxygen ON” Actions: Actions: ICAO Guidance HDG.................................................TURN ± 45° UK Airspace Depending on potential structural damage (1) PA “Emergency Descent, Remain Seated” Calls “Mayday, Mayday, Mayday LOG XXX Emergency Decent, Standby” Calls “HDG SEL, IAS, Speed 180/240 kts, ALT Blue” Calls “Emergency Decent Checklist” Actions: HDG.......................................................ADJUST Adjust as required for flight path, ATC Actions: Calls “Emergency Decent Checklist Complete” Calls “You can remove oxygen mask” Actions: Actions: Enables normal headset use Enables normal headset use Calls “Emergency Decent Complete, SCCM to Unpressurised the Flight Deck” Rate of Decent Actions: | Action | Value | | --- | --- | | Goggles (if require) | ON Goggles (if require)........................................ON | | Crew Communication | ESTABLISH Crew Communication.......................ESTABLISH |

Action	Value
Pax Oxygen supply	ON ALT SEL.......................................FL100 or MSA
Seatbelt Signs	ON Whichever is highest
Transponder	7700 Speed Man....................................................SET
MSA	CHECK IAS Mode......................................................SET
HDG Mode	ENGAGE

Action	Value
HDG	MAINTAIN
PL 1&2	FI
CL 1&2	100% OVRD
Speed Target	170/240 kts

Action	Value
Passing FL100Oxygen Mask	REMOVE Oxygen Mask.......................................REMOVE
Oxygen Hatch	CLOSE Oxygen Hatch.........................................CLOSE
Oxygen Test pb	DEPRESS Oxygen Test pb..................................DEPRESS

Action	Value
Reached Situation	ASSESS
NITS Briefing	COMPLETE

Note: 170kts, lower landing gear and then increase speed to 180 kts. If no structural damage is suspected set IAS to 240 kts and maintain aircraft in clean configuration. End 600-Series

3.15 TAWS/GPWS¶

Terrain Awareness Warning System Please refer to: FCOM.DSC.34.8 and FCOM.PRO.NOP.NSU 34.5 for ATR TAWS procedures and Loganair Operations Manual Part A 8.3.5 When Ground Proximity Warnings are received by the crew they should recognise; • The need, without delay, to initiate a climb in the manner specified by the AFM and SOPs. • The need, without delay, to maintain the climb until visual verification can be made that the aircraft will clear the terrain or obstacle ahead or until above the appropriate sector safe altitude (if uncertain about the location of the aircraft with respect to terrain) even if the TAWS warning stops. If, subsequently, the aircraft climbs up through the sector safe altitude, but the visibility does not allow the flight crew to confirm that the terrain hazard has ended, checks should be made to verify the location of the aircraft and to confirm that the altimeter subscale settings are correct. • When the workload permits that, the flight crew should notify the air traffic controller of the new position and altitude/flight level, and what the commander intends to do next. TAWS Alert Modes are: Reactive warning modes: Mode 1 – Excessive descent rate. Mode 2 – Excessive terrain closure rate. Mode 3 – Altitude loss after takeoff or go around. Mode 4 – Unsafe terrain clearance not in landing mode. Mode 5 – Excessive descent below glide slope.

Mode 6 – Excessive bank angle and altitude callouts. Predictive warning modes: Terrain Caution and Warning Obstacle Caution and Warning Avoid Terrain Action to be taken on receipt of a TAWS Caution When a TAWS Caution occurs, verify the aircraft flight path and correct it if required. If in doubt, perform a climb until the caution alert ceases. Callout Action “Terrain Ahead or Adjust flight-path to avoid the obstacle until warning ceases. Obstacle Ahead” “Sink Rate” Increase pitch and power until warning ceases. “Dont Sink” Adjust pitch & power to maintain altitude or a positive climb gradient. “Too Low Gear or Change aircraft configuration or perform a go-around. Too Low Flaps” Adjust flight-path to regain glideslope or if the approach is intentionally “Glideslope” performed below the glideslope, depress the GS button to cancel the warning. Action to be taken on receipt of a TAWS Warning

Flight Event PM PF Simultaneously Actions: Actions: Maintain Maximum Climb angle until reaching Power.........................ADJUST ACCORDINGLY MSA. Calls “Calls out Radio Altimeter height until If terrain contact appears imminent increase power terrain clearance is assured” to maximum physically available and increase pitch attitude to stick shaker or stall warning. Safe Flight Call “LOG xxx, resuming …….” Actions: Profile Pitch.....................................................REDUCE Resumed and Speed................................................INCREASE Warning Configure.....................................AS REQUIRED Ceased Note: A technical log entry is to be made for all TAWS Warnings so that the TAWS system memory may be downloaded by Engineering. An ASR or technical log entry is not required for a TAWS Caution. WARNING Limitations of EGPWS System During 3D Barometric & 2D Approach The EGPWS may not generate a “PULL UP” Warning in the Landing Configuration during 3D Barometric and 2D Approach. This is especially critical if the Altimeters are set to the incorrect QNH. The risk of miss setting the QNH may increase considerably in a congested radio environment, during times of high cockpit workload, or when transitioning from Standard Terminal Arrival Route (STAR).

3.16 TCAS Warnings¶

600-Series The TCAS (Traffic Alert and Collision Avoidance System) is integrated in the T2CAS (TAWS TCAS). End 600-Series Traffic alert and Collision Avoidance System is used for detecting and tracking aircraft in the vicinity of the 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 | Action | Value | | --- | --- | | CL’S | 100% OVRD Power............................................GO-AROUND | | PWR MGT | TO AP.................................................DISCONNECT | | TAWS Seat Belt Signs | ON Pitch.................INCREASE TO STICK SHAKER | | Warning FD | STBY |

processor determines that a possible collision hazard exists, it issues visual and aural advisories to the crew for appropriate vertical avoidance manoeuvres. There are two types of cockpit displays: • Traffic Advisory (TA) • Resolution Advisory (RA)

Note: transponder or in case of transponder failure. In case of TCAS resolution, ATC is not responsible for aircraft separation until resuming the initial clearance.

3.16.1 Traffic Advisory¶

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 500ft/ min. 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 proximity. “TRAFFIC, TRAFFIC” Information about intruding aircraft considered potentially hazardous. The crew should attempt to establish visual contact with the intruder and access the potential collision risk.

Flight Event	PM	PF
“Traffic Traffic”	Calls “Traffic in Sight or Not Visual”	Actions: TCAS DISPLAY.......................................CHECK
		e.g. Call “3 o’clock, 500 ft Below”
#### 3.16.2 Traffic Advisory Procedure

Actions “Traffic TCAS DISPLAY.......................................CHECK Traffic” 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 their overall attention to establishing visual contact with the intruder. The crew must prepare for a potential RA.

3.16.3 Resolution Advisory¶

Resolution Advisory warns the pilot on the vertical manoeuvre 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 must 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. TCAS Operating Characteristics and Limitations For a full descrition of TCAS limitations see FCOM LIM 5.34.9

CONFIGURATION	RA CLIMB	RA INCREASE CLIMB
FLAPS 0	AUTHORIZED	AUTHORIZED
FLAPS 15	AUTHORIZED	INHIBITED
FLAPS 25	AUTHORIZED	INHIBITED
FLAPS 35	AUTHORIZED	INHIBITED
CONFIGURATION	RA CLIMB	RA INCREASE CLIMB
---	---	---
FLAPS 0	AUTHORIZED	AUTHORIZED
FLAPS 15	AUTHORIZED	INHIBITED
FLAPS 25	AUTHORIZED	INHIBITED
FLAPS 35	AUTHORIZED	INHIBITED
RA Inhibition in Non Icing Conditions RA Inhibition in Icing Conditions
The “INCREASE CLIMB” RA is inhibited for certain above conditions.
In non altitude crossing encounters for which a “CLIMB” RA is posted, the threat may maneuver or accelerate toward own aircraft and cause a
reduction in vertical separation despite the RA. Since the “INCREASE CLIMB” RA is inhibited, the climb RA remains posted. As soon as the
threat passes through own aircraft’s altitude, the RA sense will be reversed and a “DESCEND” RA will be posted. If the threat never crosses
through, the “CLIMB” RA will remain posted for the duration of the encounter.
“DESCEND” RAs are inhibited:
• Below 1200 ft AGL (during a climb) at takeoff • Below 1000 ft AGL in approach (during a descent)
“INCREASE DESCEND” RAs are inhibited:
• Below 1650 ft AGL during a climb • Below 1450 ft AGL during a descent
All RAs are inhibited:
• Below 1100 ft AGL when aircraft is climbing

Resolution Advisory	Downward	Upward	Vertical Speed Required (V/S)
INITIAL PREVENTATIVE RA	“Monitor Vertical Speed”	“Monitor Vertical Speed”	0
CORRECTIVE RA	“Descend, Descend”	“Climb, Climb”	Monitor
ANY STRENGTHING OF AN RA	“Increase Descent, Increase Descent”	“Increase Climb, Increase Climb”	± 2500ft/Min
ANY WEAKINGING OF AN RA	“Adjust vertical Speed, Adjust”	“Adjust vertical Speed, Adjust”	± 1500ft/Min
OPPOSITE RA	“Descend, Descend Now”	“Climb, Climb Now”	Adjust
CROSSOVER RA	“Descend, Crossing, Descend, Descend Crossing, Descend”	“Climb, Crossing Climb, Climb, Crossing Climb”	± 2500ft/Min
MAINATIN EXISTING SPEED RA	“Maintain Vertical Speed, Maintain”	“Maintain Vertical Speed, Maintain”	± 1500ft/min
MAINTAIN EXISTING VERTICAL SPEED WHILE CROSSING THREATS ALTITUDE	“Maintain Vertical Speed, Crossing Maintain”	“Maintain Vertical Speed, Crossing Maintain”	Maintain ± 4400ft/Min > V/S > ± 1500ft/Min
LEVEL OFF	“Level Off, Level Off”	“Level Off, Level Off”	0
END OF RA	“Clear of Conflict”		0
• Below 900 ft AGL when aircraft is descending There can be a case where the threat aircraft track on altitude information
is lost during an RA. In this case, the RA will terminate without a “CLEAR OF CONFLICT” annunciation.
When a climb or increase climb RA occurs with the aircraft in the landing configuration or in the go-around phase, a normal procedure of go-around
should be followed including the appropriate power increase and configuration changes.
Resolution Vertical Speed Advisory Required (V/S)
INITIAL PREVENTATIVE 0
Speed” Speed” RA
ANY “Increase Descent, “Increase Climb,
Increase Descent” Increase Climb” OF AN RA ANY
AN RA “Descend, Descend “Climb, Climb
Now” Now” “Descend, Crossing, “Climb, Crossing
Crossing, Descend” Crossing Climb” MAINATIN
“Maintain Vertical “Maintain Vertical Speed, Maintain” Speed, Maintain”
SPEED RA MAINTAIN
EXISTING VERTICAL “Maintain Vertical “Maintain Vertical
Maintain ± 4400ft/Min > SPEED WHILE Speed, Crossing Speed, Crossing
CROSSING Maintain” Maintain” THREATS
ALTITUDE “Level Off, Level
Off”

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.

3.16.4 Resolution Advisory Procedure¶

In response to a manoeuvre Resolution Advisory, PF must manoeuvre the aircraft promptly (within 5 seconds) and smoothly. The autopilot MUST be disconnected before responding to a manoeuvre RA. Flight Event PM PF Some TCAS RAs will only advise to “Monitor Vertical Speed” (Preventative RA) or “Maintain Vertical Speed” (Corrective RA). Others will advise to manoeuvre the aircraft. If a “Monitor Vertical Speed” RA or a “Maintain Vertical Speed” RA is received the autopilot can remain On, however crews should anticipate disconnecting the autopilot if the preprogrammed flight guidance is going to contravene the action required by the RA. E.g. if the RA commands “Maintain Vertical Speed” and the flight guidance is about to command a level off, then the autopilot must be disconnected. If a Manoeuvre RA is commanded the following procedures must then be applied. Actions: Actions: ATC...........................................................Inform A/P.....................................................Disconnect RA Command Triggered Call “LOG XXX TCAS RA” Calls “My Controls” Actions: Actions: MCT en route or TO in other phases e.g. Take-off, Approach and Landing and if required set CL to 100% OVRD TCAS Call “CLEAR OF CONFLICT” Actions: Actions: Clear of Flight path resume to initial FL/ALT(1) ATC...........................................................Inform Conflict A/P..................................................................On Call “LOG XXX, Clear of Conflict, resuming FL/ ALT XXX” 1. If initially in level flight, promptly but smoothly return to the previously assigned FL/ALT unless otherwise directed by ATC. If previously climbing or descending resume the planned climb or descent unless otherwise directed by ATC. | Action | Value | | --- | --- | | SEAT BELT SIGNS | On PITCH......................Follow Green sector on VSI | | CL’s | 100 % OVRD Pitch promptly and smoothly | | PWR MGT | MCT PL....................................................As Required | | FLIGHT DIRECTORS | STBY |

CAUTION: Do not follow the Flight Directors and do not change the altitude selected on AFCS. Control the aircraft only with a pitch attitude to obtain the commanded vertical speed. Average pitch attitudes are: • ± 5° for climb or descent orders • ± 8° for increase climb or increase descent orders • ± 1° for adjust vertical speed orders (following climb or descent initial orders) • For all other cases follow Green sector indication. Do not over react to a Resolution Advisory. The aircraft should be pitched promptly and smoothly to the green sector on the VSI. 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.

3.16.5 Reporting¶

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

3.17 Upset Recovery¶

3.17.1 Definition¶

An airplane upset is an undesired airplane state characterised 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.

3.17.2 Monitoring¶

Flight crew engagement combats complacency through active monitoring. Therefore, active monitoring is the critical element to ensure awareness and avoidance of undesired airplane states and provides the strongest countermeasure against startle. An engaged crew is in the best position to cope with undesired airplane states. In the context of undesired airplane states, active monitoring means keeping track of the environment, the airplane’s energy state and flight path trajectory. This creates expectations about future airplane state to detect deviations in order to take timely corrective actions. Effective monitoring of the environment, the airplane energy state and flight path depends very heavily on an accurate and comprehensive understanding of the current airplane’s energy state and flight path trajectory based on the relevant indications of its status. This understanding, or mental model, can then be used to create expectations about future state and deviations from the expected state. These expectations then serve as a baseline for monitoring. Active monitoring is the responsibility of all crew members to ensure the airplane state is understood and correct for the situation. Each pilot should: • Know and understand the expected airplane state for the situation • Communicate expectations • Keep track of current airplane state • Detect and communicate deviations from expectations • Assess risk and decide on a response • Update and communicate understanding • Take timely corrective actions

3.17.3 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: 1. Kinetic energy, which increases with increasing airspeed. 2. Potential energy, which is proportional to altitude. 3. Chemical energy, from the fuel in the tanks which can be converted to thrust. 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.

3.17.4 Monitoring or Aircraft Performance in Icing Conditions¶

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. Active monitoring and of the 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 V icing is limited. mLB0 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. 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 10Kts. For example, if climbing at 400Ft/min the aircraft will accelerate by 40Kts when leveling off. Given the factors that influence the rate of climb (weight, temperature, turbulence, etc.), it may not be easy for the flight crew to detect a climb performance lower than normal. However the operational ceilings are defined when the rate of climb reaches a threshold of: -300 Ft/min in normal condition -100 Ft/min in icing condition Since they are computed with a lower residual rate of climb in icing conditions, the operational ceiling values may be higher than in normal conditions. In such case, the operational ceiling is the lowest of the two. Therefore if the climb rate decreases under 300 ft/min, it means that the aircraft is reaching its operational ceiling and a level off should be considered. At the latest when climb rate reached 100 ft/min or less, a level off will certainly not be enough to regain airspeed and the severe icing procedure has to be applied. Cruise Depending on the altitude and temperature, this power level should bring the aircraft to a specific IAS. 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 stabilises. If the airspeed keeps decreasing, the flight crew should take all necessary actions to maintain airspeed above V icing+10 kt. mLB0 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, …). If the airspeed cannot be maintained above V icing+10 kt, the flight mLB0 crew shall immediately apply the severe icing procedure and initiate a descent.

3.17.5 Causes of Aircraft 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.

3.17.6 Pilot Induced Aircraft 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 Power A satisfactory instrument cross-check is only part of the task because it is necessary for the pilot to ensure the correct adjustments to pitch, bank and power are made in order to control the airplane. Airplane upsets have occurred when the pilot has made incorrect adjustments. This can happen when the pilot is not familiar with the airplane response to power adjustments or control inputs. Pilots are very well experienced in the low altitude environment, but usually only observe the autoflight systems handle the airplane at high altitude. For this reason, they tend to make larger than necessary control inputs (inputs which would be appropriate at low altitude will most likely be too large at higher altitudes). Control inputs are usually based upon understanding what the outcome should be. If the pilot’s control inputs are reactionary, unplanned or excessive, the airplane reaction may be a complete surprise. A continued divergence from what is expected due to excessive control inputs can lead to an upset. There have also been instances when two pilots have applied opposing inputs simultaneously leading to an upset or a failure to recover from an upset.

Inattention and Complacency A review of airplane upsets shows that inattention or neglect of “actively monitoring” can result in upsets. Many events can be traced to inadequate instrument cross-check; for example, neglecting to monitor all the instruments or fixating on certain instrument indications and not detecting changes in others. Although flight path control responsibility is shared while under ATC radar vectoring, situational awareness and vigilance cannot be relaxed and/or delegated to ATC. Distraction from Primary Cockpit Duties Distractions can be external or self-induced. “Control the airplane first” has always been a guiding principle in flying. Cockpit discipline is the principle that must be respected to ensure that at least one pilot is actively monitoring. It is impossible to intervene to stop a divergence if the crew is not actively monitoring the airplane. A pilot who is aware of the energy and flight path is less likely to be startled and therefore more likely to deal with the situation with controlled inputs versus reactive responses.

3.17.7 Miss-use of Aircraft 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 airplanes 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.

3.17.8 Environmentally Induced¶

3.17.8.1 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 500ft/min for about 30sec. The descent rate decreases and eventually approaches zero between 500 and 900ft below the flight path. Flying at or above the flight path provides the best method for avoidance. Maintaining a vertical separation of at least 1000ft 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.

MTOW	Wake Turbulence Category
> 136 tons	Heavy
7 tons < MTOW < 136 tons	Medium
< 7 tons	Light
MTOW	Wake Turbulence Category
---	---
≥ 136 tons	Heavy
> 104 tons & ≤ 136 tons	Upper Medium
> 40 tons & ≤ 104 tons	Lower Medium
> 17 tons & ≤ 40 tons	Small
≤ 17 tons	Light
ICAO Recommendations
For full Wake Turbulence information please refer to OMA Section8.3.10.
ICAO Aircraft Category United Kingdom Aircraft Category

ICAO Landing Separation ICAO Take-Off Separation United Kingdom Landing Separation

United Kingdom Take-Off Separation * Add one minute if departing from an intersection and preceding aircraft used full length.

3.17.8.2 Windshear¶

FLT 3.11.39 Description Windshear is a notable change in wind direction and/or speed over a short distance.

Note: spreads outward in all directions. Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even without thunderstorms), during a frontal passage or on airports situated near large areas of water (sea breeze fronts). Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be negotiated safely. However if it is encountered below 500 feet on take off or approach/landing it is potentially dangerous. If a slow moving airplane passes through windshear, the winds can cause it to lose control and plunge toward the ground.

Here is an example of the windshear effects during approach: Detection The following are indications that the aircraft is encountering windshear conditions. On Ground • Unusual lack of speed acceleration during rolling phase. • Unusual time to reach V1/VR. In Flight Unacceptable flight path deviations recognized as uncontrolled changes from normal steady state flight conditions below 1,000 feet AGL: • Indicated airspeed variations in excess of 15 kts; • Groundspeed variations (decreasing head wind or increasing tail wind, or a shift from head wind to tail wind); • Vertical-speed excursions of 500 ft/mn or more; • Pitch attitude excursions of 5° or more; • Glide slope deviation of one dot or more; • Heading variations of 10° or more; and, • Unusual Power Lever activity or unusual Power Lever position for a significant period of time; • Or a combination of all these effects.

Defence Effective defence against windshear is performed by: • Forecasting, recognizing and avoiding windshear. • Correctly reacting to windshear encountered during the takeoff, initial climb, approach and landing. Take-Off Procedure If windshear is forecast or reported, delay the take-off. If a risk of low-level windshear is expected; • Calculate V ,V for the maximum limiting take-off weight for the day.If R 2 performance allows, speeds for icing conditions can be applied. On the 72-600, this can be achieved by inserting these manual speeds in the FMS. • 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 V the take-off MUST be rejected 1 if unacceptable airpseed variations occur (not exceeding the target V ) 1 and if there is sufficient remaining to stop the aircraft. • On encountering wind-shear, PF shall announce “Windshear, Set Power”. Flight Event PM PF Calls “Windshear, Set Power” Actions: Actions: Take-Off Actions....................................................VERIFY PL......................................ADVANCE TO RAMP Ensure all actions have been completed and call Increase PL to the WALL if required any omissions. Configuration......................................MAINTAIN Maintain current configuration until out of windshear condition (Positive ROC on 2 instruments for 5 seconds) Once Positive Actions: Actions: ROC Profile..................................................MONITOR Normal Climb Profile............................RESUME Established Monitor vertical speed and altitude. | Action | Value | | --- | --- | | FD Bars | STBY Pitch.......................................INCREASE to 10° | | PL’s | RAMP Disregard the FD indications. Increase pitch to |

Approach Procedure If a windshear is forecast or reported, delay the approach. If a windshear is experienced, abort the approach. • On encountering windshear, PF shall announce “Windshear, Go Around”. Flight Event PM PF Calls “Windshear, Go-Around” Actions: Actions: Approach Actions....................................................VERIFY PL......................................ADVANCE TO RAMP Ensure all actions have been completed and call Increase PL to the WALL if required any omissions. Configuration......................................MAINTAIN Maintain current configuration until out of windshear condition (Positive ROC on 2 instruments for 5 seconds) Once Positive Actions: Actions: ROC Profile..................................................MONITOR Normal Go-Around............................PERFORM Established Monitor vertical speed and altitude. • A 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 degrees 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 shacker activation. • Leaving the gear down until the climb is established will allow absorption or some energy on impact, should a microburst exceed the aircrafts ability to climb. • A positive rate of climb must be verified on at least two instruments. | Action | Value | | --- | --- | | FD Bars | STBY Pitch.......................................INCREASE to 10° | | PL’s | RAMP Disregard the FD indications. Increase pitch to |

3.17.9 Approach to Stall and Stall Recovery¶

Refer to: FCOM PRO.NOP.ANOP 1.4. 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, a stick shaker and stick pusher, which alerts the crew to the approaching stall. Detection Natural or artificial clues may be detected as a consequence of an approaching or imminent stall; • Buffeting. • Reduced roll stability and aileron effectiveness. • Low airspeed visual or aural indications. • Reduced elevator (pitch) authority. • Inability to maintain altitude or rate of descent. • Stick shaker that warns the pilot on approaching the stall. • Stick pusher if angle of attack continues increasing despite stick shaker alerts.

Note: there will be no warnings of degraded performance/increase speed etc. Stall Recovery Procedure At the first indication of stall (see detection clues above) or in case of effective stall, during any flight phases (except lift-off), immediately apply the following: Flight Event PM PF Actions: AOA......................................................REDUCE If activated follow stick pusher, Nose down pitch control until stick shaker stops. Nose pitch down trim as needed Power......................INCREASE AS REQUIRED At First If Flaps 0° Calls “Flaps 15°” Indication of Actions: If Flap 0° call for Flaps 15°, otherwise leave current the Stall Flaps setting. Flaps..............................................................15° Actions: Wings............................................BANK LEVEL

WARNING: DO NOT oppose the stick shaker. DO NOT retract the Flaps. Actions: Actions: ATC........................................................NOTIFY Flight Path....................RECOVER SMOOTHLY Recovering abruptly may induce a secondary stall. Out of Stall

CAUTION: The use of the rudder is not recommended during a stall recovery as it can worsen the situation. Stick Pusher Procedure If angle of attack continues increasing up to the stick pusher angle of attack threshold, the control column is suddenly and abruptly pushed forward. This initiates the stall recovery. • Apply the stall recovery procedure above. • 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. • Turbulence. • Windshear. In this case, maintatin 10 degrees pitch and when out of the stall warning, follow FD bars.

3.17.10 Unusual Attitude Recovery¶

An unusual attitude is generally defined as unintentionally exceeding the following conditions: • Pitch attitude greater than 25° nose up, or • Pitch attitude greater than 10° nose down, • Bank angle greater that 45°, • Or within above parameters but flying at airspeeds inappropriate for the conditions, • Or a spatial disorientation. Important:Crew members have to recover from an upset anytime the aircraft is diverging from what it was expected to do. Such situations rarely occur, but may be encountered when flying into a large aircraft wake vortex, a rotor downwind of a mountain, severe turbulence or mechanical failure. The following procedures give a logical process to recover the aircraft. the are guidelines that have to be considered and used depending on the situation. Roll may be controlled through careful use of the rudder only if the wing roll control is inefficient and the aircraft not stalled. Important:Excessive use of rudder may worsen an upset situation or may result in a loss of control and/or high structural loads. If the aircraft is stalled, recovery from the stall must be performed at first. Refer to FCOM PRO.NOP.ANOR 1.4 Stall.

3.17.10.1 Nose Up¶

Detection • Steep nose up and possible high bank. Eyebrow: Guidance to nose down. • Speed reducing rapidly. Procedure Flight Event PM PF Actions: Actions: Profile..................................................MONITOR Control Column.........................................PUSH Initial Monitor attitude, airspeed and altitude throughout Follow eyebrow as it appears. Recovery the recovery. Verify all required actions have been PL’s...................................ADVANCE TO RAMP completed and call any omissions. Actions: When Nose Wings.............................................ROLL LEVEL Below Descent......................................................STOP Horizon PL’s.......................................................ADJUST

3.17.10.2 Nose Down¶

Detection • Steep nose down and possible high bank. Eyebrow: Guidance to nose up. • Speed increasing rapidly. Procedure Flight Event PM PF Actions: Actions: Profile.................................................MONITOR PL’s................................................FLIGHT IDLE Initial Monitor attitude, airspeed and altitude throughout Control Column..................ROLL WINGSLEVEL Recovery the recovery. Verify all required actions have been Pull back smoothly following eyebrow if it appears. completed and call any omissions. When Nose is Actions:

3.17.10.3 ATR UPRT APP¶

ATR has developed and APP that helps pilots train for Upset Recovery Situations. • The UPRT trainer application is available on iTunes for Apple platforms.

3.18 ATC Avoiding Action¶

Expected Response to Avoiding Action When a pilot receives an avoiding action instruction ATC expect that the response will be immediate and executed briskly, but not so abruptly that there is a risk of losing control, of exceeding performance margins, or of exposing occupants to unnecessary hazards. | Action | Value | | --- | --- | | on the Trajectory | STABILISE | | Horizon PL’s | ADJUST |

When an avoiding action instruction is given pilots should initiate their response without delay and maintain the required rate of turn, climb or descent until the requested heading, altitude or flight level has been attained. When initiating a turn in response to an avoiding action instruction it is acceptable to roll the aircraft to a recommended maximum bank angle of 45 degrees in order to ensure an effective manoeuvre is executed if required. Commanders may use their discretion with this manoeuvre and increase the recommended maximum bank angle if they feel it is necessary to avoid an imminent collision. Due to the design of auto flight systems, the turn, climb or descent will be initiated too slowly to meet the required avoiding action. The auto flight system must be disconnected and the avoiding action manoeuvre executed manually. Pilots receiving simultaneous instructions from a controller and a TCAS RA must ensure that the action indicated by the RA is initiated immediately even if this is in conflict with the ATC instruction. Even if an ATC avoiding action manoeuvre has been commenced, the RA supersedes this and takes priority. Pilots in receipt of a radar control service in class A, C and D airspace must comply with avoiding action, which will be issued as a mandatory instruction to aircraft in receipt of a Deconfliction Service in Class F or G airspace, controllers will issue advice on avoiding action. A pilot who does not wish to comply with this advice on avoiding action becomes responsible for his own separation and any avoiding action that may subsequently become necessary. When executing a visual manoeuvre against traffic observed from the flight deck, pilots must be aware that this may not be the aircraft against which the avoiding action was given. Pilots of IFR flights in Class E Airspace must comply with ATC instructions. In Class E airspace VFR flight without an ATC clearance is permitted. VFR pilots are encouraged to contact ATC and comply with instructions.

3.19 Hijacking¶

In the event that a crew member is TOLD to bring a passenger to the flightdeck (under duress), the crew member must advise the passenger that the door to the flightdeck is locked and can only be opened by the flightdeck crew. The crew member should use the interphone system to advise the Commander using the hijack code phrase: “Captain, It is IMPERATIVE that I speak to you”

On hearing this statement from the cabin crew member, the flightdeck crew will automatically assume that a hijack is being attempted and take all appropriate measures to prevent entry to the flight deck.

3.20 Other Abnormal Situations¶

The procedures to follow in the event of a Technical Failure are covered in the ATR QRH and FCOM. In addition, the following should also be noted.

3.20.1 Abnormal Engine Parameters or Engine Over-Limits¶

The first action that should be taken in the event of Abnormal Engine Parameters or Engine over Limits being noted, provided flight conditions permit, is to reduce the affected engine PL towards Flight Idle and attempt to restore normal parameters. Abnormal engine parameters can be either fluctuations or abnormal steady indications. It should be noted that the ATRFCOM PRO.NOP.NSU.70.5 does allow engine parameter fluctuations within certain limits. It should also be noted that when analysing engine parameter fluctuations, the digital gauge will normally provide greater accuracy than the analogue gauge. Care should be taken when analysing abnormal engine parameters to ensure that the correct action is taken and if possible, crew should attempt to positively ascertain that the abnormal parameters are genuine not simply gauge indication faults) before shutting down an engine. Once an engine has been shut down due to Abnormal Parameters or Over Limit, a restart should not be attempted unless this is required for the safe continuation of the flight.

3.20.2 In Flight Vibration¶

ATR have issued an Operations Engineering Bulletin (OEB), informing operators of the ATR 42 and ATR 72 of damage on propeller pitch change mechanisms. Those occurrences were associated with sudden and severe propeller vibrations during the descent performed at a speed close to V with MO power levers in the Flight Idle position, often associated with PEC faults found upon subsequent maintenance troubleshooting.

As preventive measures to limit the risk of occurrence of such phenomenon, the following is recommended: 1. Crews should follow as closely as possible ATRs recommendation for a standard descent speed at maximum 240knots (refer to ATR FCOM Chapter Performance PER.8.1). If, for any reason, during descent the speed becomes close to VMO and the power levers have to be reduced to ‘flight idle’ position, a smooth and progressive reduction of the power levers should be performed. 2. Should a sudden and severe propeller vibration be felt during descent, the crew should try to identify and shut down the affected engine; continuing operations with one engine operative (refer to Operations Engineering Bulletin (OEB) 25). 3. In the event that the affected engine cannot be identified and shut-down, the crew should avoid using ‘reverse’ mode on engines.

Note: during descent or approach by making an entry in the aircraft technical log and filing an occurrence report.

3.20.3 Unsafe Gear Indications after Retraction¶

Following a gear unsafe indication and after completion of the associated procedure, once the landing gear has been successfully selected down, the gear may not be subsequently retracted, except in the case of an emergency. The gear must be left in the “locked down” position and the aircraft should land at the nearest suitable airfield.

3.20.4 High ITT Indications¶

A significantly high engine ITT can cause serious damage to an engine and can lead to engine failure. In the event of a high ITT warning, if flight conditions permit, the power lever on the affected engine should be retarded to try and reduce the ITT to a normal temperature.

3.20.5 Low Fly-by¶

The general philosophy is that, a low fly-by is of limited benefit and may actually provide conflicting information to what is available to the crew from cockpit indication. In addition to receiving conflicting information, a low fly-by can unnecessarily alarm passengers. Whilst a low fly-by should not be ruled out if it is deemed to be beneficial, crews should rely primarily on flap, gear and other indication in the cockpit as their primary source of information.

3.20.6 Excursions from Paved Surfaces¶

The seriousness of an aircraft departing from a paved surface should not be underestimated and can lead to significant abnormal stress and strain on the landing gear. In addition, taxying over an unpaved surface can result in foreign matter being picked up by the aircraft wheels and cause interference with brake units and normal gear operation. In the event that any Loganair aircraft departs from a paved surface the following action must be taken: • Bring the aircraft to a standstill and set the park-brake. • Advise ATC and request assistance from airport operations. • If applicable, shut-down engine No. 1 and engage the propeller brake on engine No. 2. • If possible, CM1 should leave the aircraft to inspect the area of the excursion. • Contact LMC with as much information regarding the incident as possible. • After approval from LMC, the aircraft may be towed or taxied to an appropriate parking area. • Notify Loganair operations. • An entry must be made in the aircraft technical log. • As soon as possible, an occurrence report must be filed. Following an excursion from a paved surface, no matter how minor, the aircraft must be grounded and may not depart until a qualified engineer has inspected and released the aircraft to service.

3.20.7 Bird Strikes¶

Bird Strikes, from the safety point of view, can vary greatly in significance. Approximately 85% of reported bird-strikes occur within the airport environment, 50% occurring during take-off or landing. If required, request bird dispersal before take-off. On short finals, do not go around if birds are encountered, but fly through the bird flock and land. Try to maintain a low TQ setting. After landing, minimise Reverse Thrust usage after a bird strike if not operationally required.

Following a bird strike or suspected bird strike, Loganair engineering must be contacted and the appropriate aircraft technical log entry must be made. Crew authorised by LMC are permitted to carry out the required bird strike inspection and in conjunction with LMC may dispatch the aircraft provided no damage is found.

3.20.8 Flap, Landing Gear or V Over-speed Warnings MO¶

The aircraft over-speed warning system is designed to alert the crew to an impending over-speed situation. It is obviously desirable to avoid the likelihood of an over-speed warning by: • Rigorous compliance with SOPs, including descent and approach profiles. • Ensuring that flap selection is at an appropriate speed. Selecting flaps at a lower speed will reduce the aerodynamic forces which can result in a “balloon” and a destabilised approach. • Ensuring that all approaches are stabilised by the appropriate point. • Maintaining a sterile cockpit and careful monitoring by both PF and PM. • Ensuring that the correct speeds are selected and flown, particularly in icing conditions. • Ensuring that you are 100% familiar with all aircraft technical limitations. Under certain circumstances such as icing conditions, significant gusts and aircraft at or close to maximum weights, the margins between limiting and minimum speeds is obviously reduced and particular vigilance is required to ensure that an over-speed warning does not occur. Crews should also be cognisant of the fact that an over-speed warning may be generated slightly below the limiting speed. In the event that an over-speed warning is generated, crews should attempt to note the maximum indicated airspeed in relation to the warning. In the event that crews can positively ascertain that, despite the warning, the technical limitation was not exceeded, an aircraft technical log entry is not required. However, if the limiting speed is exceeded or may have been exceeded, a tech log entry is required and LMC must be contacted before the aircraft is dispatched. The aircraft is grounded until released for service by a qualified engineer. For further guidance see Section3.22, Overspeed Event.

In all cases, an ASR must be filed at the first opportunity.

3.20.9 Severe Turbulence or Extreme Weather Conditions¶

Any encounter with severe or extreme turbulence or any other weather where it is suspected that the aircraft technical limitations are exceeded require that an aircraft Tech Log entry is made at the first opportunity. In situations where crew encounter or expect to encounter turbulence it is important to give adequate notice to cabin crew. The Captain should decide in good time whether the anticipated turbulence will constitute a safety risk in order to brief cabin crew that they should cease the service immediately and take their crew seats. Cognisance should be given to the time required for cabin crew to secure the cabin in these circumstances. Crew shall ensure that EFBs are stowed in the viewable storage devices when turbulence is expected or encountered. Where turbulence is expected on departure, the Captain may keep the cabin crew seated for a longer period until suitable. On descent, The Captain should consider requesting cabin crew to secure the aircraft sooner. The table below defines and describes the levels of turbulence which may be encountered. Definition Description Light Turbulence: Crew may feel a slight strain against seat Turbulence that momentarily causes slight erratic belts or shoulder straps. changes in altitude and/or attitude (pitch, roll, Unsecured objects may be displaced yaw). slightly. Report as Light Turbulence Moderate Turbulence: Turbulence that is similar to Light Turbulence but of greater intensity. Changes in altitude and/or Crew feel definite strains against seat attitude occur but the aircraft remains in positive belts/shoulder straps. control at all times. It usually causes variations in Unsecured objects are dislodged. IAS. Report as Moderate Turbulence;

Definition Description Severe Turbulence: Turbulence that causes large, abrupt changes in Crew are forced violently against seat altitude and/or attitude. It usually causes large belts/shoulder straps. variations in IAS. Aircraft may be momentarily out Unsecured objects are tossed about. of control. Report as Severe Turbulence. Extreme Turbulence: Turbulence in which the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage. Report as Extreme Turbulence.

3.20.10 Electromagnetic/Radio Interference on the Ground¶

In the event of Electromagnetic or Radio Interference affecting the ability to taxi the aircraft (e.g. B raking or Steering system affected) or affecting satisfactory communications: • The Flight Crew shall stop the aircraft. • Passengers shall be instructed to turn OFF all mobile phones and PEDs. • If necessary, communications shall be established by an alternate means (VHF2). • If affected aircraft control systems have not recovered, consider taxi or tow to gate.

3.20.11 Refuelling using Manual Magnetic Indicators¶

Refuelling operations in the event of a fuel gauge failure or discrepancy should be completed in accordance with FCOM Chapter Procedures PRO NOP NSU.28.3.4. The magnetic dips can be found on the inboard part of the wing, between the fuselage and the engine, and one at the mid-point of the wing. Both are accessible using steps or a refuelling ladder. When using the Manual Magnetic Indicators for refuelling, the following procedure should be applied. 1. Record pitch attitude (from EADI) and the roll attitude (from the Aircraft Clinometer). 2. Calculate the total fuel required (Including additional fuel as required).

Refuel manually.
Perform MLI reading for the unserviceable gauge.
Uplift additional fuel as required. When dealing with an unserviceable fuel gauge, if passenger figures permit, it is recommended that “round trip” fuel is carried.

3.20.12 Hard Landing¶

If the crew suspect the aircraft has suffered a hard landing the Load Factor can be checked on the FMS. In all cases of a suspected hard landing LMC should be contacted. In this example the Load Factors are as follows: Minimum Load Factor during flight +0.78 Maximum Load Factor during flight +1.22 Maximum Load Factor on landing +1.12

Note: display the G-METER page. If this apply s then follow advice given from LMC.

3.20.12.1 ATR 42 Hard Landing Determination Graph¶

Note: This section is presented in the source PDF as a graphical hard-landing determination chart. Consult the original PDF chart on manual page 590 when determining landing zone by aircraft weight and vertical load factor.

3.20.12.2 ATR 72 Hard Landing Determination Graph¶

Note: This section is presented in the source PDF as a graphical hard-landing determination chart. Consult the original PDF chart on manual page 590 when determining landing zone by aircraft weight and vertical load factor.

3.20.13 Operations from and to Airfields with Arrester Cables¶

3.20.13.1 General¶

It is dangerous to trample a raised cable with an ATR at anything above walking pace but it may be necessary from time to time to operate to or from RAF airfields which have arrester cables.

3.20.13.2 Aircraft Arresting Gears¶

Rotary Hydraulic Arresting Gear (RHAG) are arresting cables, which terminate in energy-dissipating devices, and are designed to bring military Fast-Jet aircraft quickly to a halt in emergency situations. With some types of arresting gear the cables can be engaged at either the approach or overrun ends of the runway. Runways at major UK military airfields possess 2 cables positioned about 500 m from each threshold. Typically, airfields that operate Fast-Jet aircraft will have a standard configuration of approach cable down and overrun up. Other airfields operating larger types usually have the cables de-rigged and clear of the runway. Precise locations are published in the appropriate airfield data documents shown as “STOP” info and cable configuration in the Remarks section under Runway Characteristics. See example extracts below with distance from threshold measured in feet: RAF Lossiemouth STOP Rwy 05 RHAG (1,300ft) RHAG (7,635ft) Rwy 10 RHAG (530ft) RHAG (4,666ft) Rwy 23 RHAG (1,400ft) RHAG (8,635ft) Rwy 28 RHAG (1,400ft) RHAG (5,536ft) RMKs Arresting Systems – Normal operations: App cable down, overrun cable up. RAF Brize Norton STOP Rwy 07 RHAG (1,837ft) RHAG (8,166ft) Rwy 25 RHAG (1,837ft) RHAG (8,166ft) RMKs For normal ops, both cables de-rigged minimum 20 mins PNR. Visually, the cable position on the runway can be identified by vertical arrester gear markers on each side of the runway along. The markers are usually sited between 15m and 23m (50ft and 75ft) from the runway edges comprising a yellow disc of 1m (3ft 3in) diameter on a black background. In conditions of poor visibility, or at night, the disc is illuminated when the cable is in the UP position. Sometimes, arresting cable location warning marks are painted on the surface indicated by yellow circles in a string across the runway.

3.20.13.3 Cable Readiness States¶

ATIS will only broadcast information on cable states if different from published. ATC can report cable readiness in any of the following three ways for each cable. 1. Up: When ‘up’, the cable is stretched across the runway and raised three inches above it by means of doughnuts or bow-springs, and is ready for engagement. 2. Down: When ‘down’, either the doughnuts are slid clear of the runway or the bow-springs are retracted, leaving the cable stretched across the runway but lying on the surface under tension. 3. De-rigged or Standby: When ‘de-rigged’ or ‘standby’, the cable is removed altogether from the runway.

3.20.13.4 Trample Clearance¶

Up Cables Cable bounce may occur caused by the nose or main wheels crossing an ‘up’ cable at high speed. Aircraft should only ‘trample’ these cables at a slow walking pace to prevent damage to the airframe and cable system, except in emergency. Do not brake going over cables. The doughnuts should be avoided when taxiing over the cable, where possible. Down Cables Whilst the risk of damage is greatly reduced, there is still potential to damage the aircraft or cable system. It is recommended that the maximum speed to cross a down cable is 40kts ground speed. Of note when trampling cables, a small bump will be felt through the airframe as the wheels cross. This is normal. De-rigged or Standby No restrictions, normal runway.

3.20.13.5 Take off/Landing Considerations¶

Crews may start the take-off over a “down” approach cable but should plan to be less than 40kts anticipated ground speed when crossing. This may necessitate pulling forward on runway, prior to commencing take off roll. ATC should be notified of this intention and performance calculations adjusted accordingly. If the overrun cable is in the “Up” position, a take may be commenced as long as airborne prior to this point. If runway available is affected by presence of either a “down or up” cable at either end, operations must be contacted for a TODC. Details of shortening should be provided. For example, for case of Rwy 23 at RAF Lossiemouth with standard cable configuration of approach end “down” and overrun “up”. If the takeoff was started from the approach cable, then the takeoff run should be reduced by 1400ft and lift off end by 1300ft giving total runway shortening of 2700ft. Thus Rwy 23 TORA of 9039ft reduced by 2700ft leaving 6339ft. Alternatively, if insufficient performance, prior to start it may be requested to de-rig the approach cable and place the overrun in “down” position or de-rig both cables adjusting TODC as required. This may involve a delay to departure. In the event of a rejected take-off, an “up” cable may be trampled at higher speeds in an emergency situation with priority given to carrying out a safe abort. During landing for a scheduled arrival, normally the approach cable will be de-rigged and this request should be passed by Operations as part of the Airfield Booking Request. Crews should establish the cable state on first contact with ATC. If approach cable either “down” or “up” request the cable be de-rigged. Normally this takes approximately 10 mins but potentially up to 20 mins subject to other traffic. Landing roll out should be planned on crossing an “up” overrun cable at slow walking pace as above, for a “down” overrun cable, maximum ground speed of 40kts. This should not normally be a problem with length of most military runways. In the event of an unplanned or emergency divert, time may not be available to remove the approach cable. If possible and only if safe to do so, a landing/touch down should be carried out just beyond the cable. Typically, the cable (yellow circles) is located just beyond the instrument touch down point as per photograph below:

However, in an emergency situation, the overall main consideration should be a safe landing and if the cable cannot be positively identified, the landing should be carried out in the normal place. Cable System Landing direction Cable Location

3.20.14 Volcanic Ash¶

3.20.14.1 Description¶

Volcanic ash is, essentially, extremely fine particles of glass shards and pulverized rock, the composition of which reflects the composition of the magma inside the volcano. It is composed predominantly of siliceous materials (> 50%) that are both very hard and very abrasive. The melting point of glassy silicates is around 1 100°C that is close to the operating temperature of the engine at cruise thrust. The ash is accompanied by gaseous solutions of sulphur dioxide (sulfuric acid) and chlorine (hydrochloric acid).

3.20.14.2 Avoidance¶

Flight operations in volcanic ash are extremely hazardous and must be avoided. Flights in areas of known volcanic activity must be avoided. When a flight is planned into an area with known potential for volcanic activity: • All NOTAMS and air traffic advisories have to be checked for current status of volcanic activity.

• The planned route has to avoid significantly the area of volcanic activity • If possible, stay upwind of volcanic ash. The first two or three days following an explosive eruption are especially critical because high hazardous concentration of gas could be encountered at cruise levels some considerable distance from the volcano. Beyond three days, it is assume

3.20.14.3 Detection¶

Volcanic ash cloud does not produce “return” or “echoes” on the airborne weather radar. Volcanic ash may be difficult to detect visually, especially at night or on instrumental meteorological conditions. However, the following have been reported by flight crew: • Acrid odor, similar to electrical smell, burned dust or sulfur • Smoke or dust appearing in the cabin and cockpit, leaving a coating on cabin and cockpit surfaces • Multiple engine malfunctions, such as stall, increase ITT, flameout • Airspeed fluctuating not regularly • At night, static electric discharges (St. Elmo’s fire) visible around the cockpit windshields • At night, landing lights cast sharp, distinct shadows on the volcanic ash clouds as opposed to the normally fuzzy, indistinct shadows cast on water/ice clouds.

3.20.14.4 Effects on Powerplant¶

The melting point of volcanic ash is close to the operating temperature of the engine at cruise power. This can cause serious damage in hot section of the engine that may result in engine thrust loss and possible flame out. Flight crew is therefore asked to reduce engine power settings to flight idle when possible to lower the engine operating temperature below the melting point of volcanic ash. The volcanic ash, being abrasive, also damage engine components causing loss of engine thrust. The erosion also results in a decrease in the engine stall margin. Although this abrasion effect takes longer than the melting fusion of volcanic ash to shut down the engine, the abrasion damage is permanent and irreversible. Reduction of engine thrust to idle

slows the rate of erosion by the compressor blades but can not eliminate it entirely while the engine is still ingesting air contaminated by volcanic ash. Propeller blades may also be degraded by erosion inducing loss of traction efficiency. Oil cooler efficiency may also be decreased either due to excessive erosion of the cooler or due to blockage of the air intake by ashes.

3.20.14.5 Effects on Airframe and Equipment¶

Volcanic ash abrades cockpit windows, airframe, and flight surfaces. Any parts protruding from airframe such as antennas, probes, ice detectors can be damaged and made inoperable. • The abrasion of the cockpit window reduces the flight crew forward visibility. This can cause serious problems during landing phase • The abrasion damage of the wing or horizontal stabilizer leading edges can either prevent the correct operation of the deicing boots or even detached parts of the boots with subsequent drag increase • The abrasion damage of the landing lights can significantly reduce landing light effectiveness • Damage to the antennas can cause a complete loss of HF communications and a degradation of VHF communications • Damage to the various sensors can seriously degrade the information available to the flight crew through the instruments • Pitot probe can be blocked by volcanic ash resulting in unreliable airspeed indications or complete loss of airspeed indication in the cockpit. Volcanic ash can obstruct probes and penetrate into air conditioning and equipment cooling system. It can contaminates electrical and avionic units, fuel, and hydraulic system and smoke detection system. Volcanic ash columns are highly charged electrically. The static charge on the aircraft creates a “cocoon” effect which may cause a temporary defection, or even complete loss of VHF or HF communication with ground stations.

3.20.14.6 Volcanic Ash Encounter Procedure¶

Refer to QRH A99.06 Volcanic Ash Encounter.

3.21 Unpressurised and Partially Pressurised Flight¶

Whilst unpressurised or partially pressurised flights are permitted under the MEL, cognisance should be taken of the fact that flight conducted at lower altitudes or partially pressurised can cause significant passenger discomfort. Particular attention must be paid to en-route planning, including Minimum En-Route Altitudes and the effect that operating at a lower than normal altitude will have on fuel burn. When operating unpressurised due to a pressurisation or other defect in accordance with the MEL, the following limits should be adhered to for reasons of passenger and crew comfort: Climb – Max climb rate 1000ft per minute (Terrain clearance requirements considered.) Descent – Ideally 500ft per minute with a maximum of 1000ft per minute.

3.22 Overspeed Event¶

Exceeding aircraft limitations must be avoided in all circumstances. Any suspected exceedance must be recorded in the aircraft technical log at the first opportunity following the exceedance. Commanders should record details of the event including: • Speed attained during the overspeed Event • Aircraft Configuration • G-Meter Report from HT1000/FMS

Note: to display the G-METER page. If this apply s then follow advice given from LMC.

LMC should then be consulted to ascertain if any further action is required using thee Flow Procedures below. If LMC confirms that no action is required and the aircraft can return to service, LMC will issue the Commander with a maintenance manual reference. The Commander will then enter (under the Action Taken) the following: “LMC consulted and confirmed that no further action required as over-speed is within limits Reference AMM………” The Commander can then sign off the tech log in accordance with their authority. If LMC advise the over-speed is not within limits, Engineering action will be required prior to flight.

3.22.1 Overspeed Event Flow Procedure Diagram¶

EXTENDED ?NOITA S R PA U L G F IFNOC ON NOI L T A A R R E E T L A E L CCA ON ? OMV > V *?G4.0 > NAELC SEY SEY ON RO G2

GTRV RO G5,2 GTRV ON ON ?TK 01 + OMV > V ?G0 < GTRV ?G1- < GTRV SEY SEY SEY NOITAMROFNI ROF RTA OT TROPER A DNES DNA NOITAMROFNI ROF RTA OT TROPER A DNES NOITAMROFNI ROF RTA OT TROPER A DNES SNOITCEPSNI 2 LEVEL + 1 LEVEL OD DNA DNA SNOITCEPSNI 1 LEVEL OD SNOITCEPSNI 1 LEVEL OD ON DN ? I E F G U A O M Y A D D ID ON DN ? I E F G U A O M Y A D D ID ON DN ? I E F G U A O M Y A D D ID SEY SEY SNOITCEPSNI 3 LEVEL OD SEY SNOITCEPSNI 3 LEVEL OD DIA ROF RTA OT ETIRW ON DNIF UOY DID ? EGAMAD ON DNIF UOY DID ? EGAMAD SEY DIA ROF RTA OT ETIRW SEY DIA ROF RTA OT ETIRW OT TFARCRIA EHT ESAELER ECIVRES NEDDUS LACITREV NEDDUS LARETAL RO/DNA REVUENAM RO/DNA REVUENAM DEDEECXE OMV ECNELUBRUT ECNELUBRUT :ETON REVUENAM NEDDUS RO/DNA ECNELUBRUT FO ESUACEB = * DEEPS TFARCRIA = V DEEPS GNITAREPO MUMIXAM = OMV NOITARELECCA LACITREV = GTRV

3.22.2 Flap Overspeed Event Flow Procedure Diagram¶

AIRCRAFT SPEED MORE THAN THE NO VFO/VFE LIMIT? YES V > VFO/VFE + 5 kt CAS NO RELEASE THE AIRCRAFT YES EXAMINE THE AIRCRAFT FLAPS AND STRUCTURE

3.23 Lightning Strikes¶

Lightning can occur both within and away from cumulonimbus clouds, with discharges taking place either within the cloud or between neighbouring clouds. They commonly occur between a cloud and the ground and less commonly from the top of a cloud upwards. No physical danger exists to the occupants of a correctly bonded metal aircraft, but there is a danger that the disconcerting effects, particularly of dazzle, may lead to loss of control unless the pilots are fully prepared. If flying at night when lightning occurs, all cockpit and instrument lighting should be turned on and the intensity turned up to max. One of the pilots should wear dark glasses. Direct reading magnetic compasses and magnetically slaved compasses can be severely affected by lightning strikes. Magnetic compasses should not be relied upon after an aircraft strike and should be checked as soon as possible against a runway QDM, remembering to satisfy the requirements of use of the standby compass on the deviation card. More information regarding weather associated with Thunder cells can be found in Loganair Operations Manual Part A 8.3.9, Adverse and Potentially Hazardous Atmospheric Conditions.

3.24 Distress Communications and Alerting ATC¶

In Flight Radio Failure In the event of in-flight radio failure, follow the procedures detailed in the NavBlue Flight Guide. • International Emergency Transponder Codes:

• Distress 7700 • Radio Failure 7600 • Hijack 7500

3.24.1 Distress¶

Definition A condition of the aircraft or person(s) on board the aircraft being threatened by serious and/or imminent danger and or requiring immediate assistance. Distress Message A Distress Message shall be sent on the air-ground frequency in use or any other appropriate frequency. MAYDAY, MAYDAY, MAYDAY and as many as possible of the following elements. NAME OF STATION ADDRESSED (time and circumstances permitting), AIRCRAFT IDENTIFICATION, NATURE OF THE DISTRESS, INTENTION OF THE CAPTAIN, PRESENT POSITION, FLIGHT LEVEL (or altitude) and HEADING. On departure the MAYDAY call should include the emergency turn procedure as ATC will be unaware of what our specific turn is. The call should also be ended with STANDBY to prevent ATC asking further questions about the nature of the problem or persons onboard. These requirements are not intended to prevent: 1. Distress Signal MAYDAY being used if necessary at the commencement of any subsequent communication; 2. Distress Message being broadcast if time circumstances make this course preferable; 3. Use by an aircraft in distress of any means at its disposal to attract attention, make known its position and obtain help.

Note: immediate “Mayday” call to be issued. Urgency Definition A condition concerning the safety of an aircraft or of some person on board or within sight, but which does not require immediate assistance.

Urgency Message An Urgency Message shall be sent on the air-ground frequency in use but does not prevent an Urgency Message being broadcast if this course of action is considered preferable. PAN PAN, PAN PAN, PAN PAN and as many as possible of the following elements: NAME OF THE STATION ADDRESSED. AIRCRAFT IDENTIFICATION. NATURE OF THE URGENCY. INTENTION OF THE CAPTAIN. PRESENT POSITION, FLIGHT LEVEL (or altitude) and HEADING. ANY OTHER USEFUL INFORMATION. Cancellation of Distress or Urgency If after initiating Distress or Urgency communication procedures, the emergency conditions cease to exist and no further assistance is required, the aircraft must cancel the Distress or Urgency. This should normally be done by transmitting a cancellation message giving the necessary information to the station controlling the Distress traffic, who will then be responsible for advising all stations on the frequency in use that the Distress traffic has ended. Alternatively, if circumstances require it, the aircraft may cancel the Distress by a message to “all stations”. It is important that the Distress should be cancelled on all frequencies used during the Distress traffic. A “MAYDAY” may be downgraded to a “PAN” once an Emergency has been brought under control e.g. an Engine Fire may be downgraded to PAN once the fire is out.

3.24.2 Interception by Military Aircraft¶

A military interception will normally occur if communications fail between a civilian aircraft and ATC. The cause of this could be technical failure or human error. If it is a technical failure, the radio failure procedure published in the Charts +/Guide/Communication/Radio Communication Failure section should be followed. SSR code must be changed to 7600. To guard against human error, ensure that positive communications have been established on hand over from one agency to another. RT function should be checked after a prolonged period of radio silence. If a military aircraft intercepts its intention will be to lead you to a suitable airfield to land. Guidance on the standard ICAO signals are found in the Charts +/Guide Emergency/Interception Proc & Signals section. Even if

radio communication is re-established the military aircraft’s instructions must be followed. If the radio is working attempt to make contact with the military aircraft on the emergency frequency 121.5.

3.25 Departure Contingency Procedure¶

Every take-off must include a contingency plan in the event of a serious malfunction requiring an immediate return for landing. Particular attention should be given to departures from short, limiting or remote airfields with limited services. In these cases, if conditions allow, it may be prudent to divert to the nearest suitable airfield. In the event that weather at the departure airfield is below minimums for a landing a take-off alternate must be nominated. This must be within 1 hours flying time on one engine in still air, ISA conditions at FL 100. • ATR 42 – 218nm (1) • ATR 72 – 199nm (1)

Note: Normal Conditions, ISA FL100.

Section 4: Performance¶

4.1 Performance — General¶

4.1.1 Performance Classes¶

ATR operations conducted under Performance Class A (multi-engine, >9 pax or MCTOM >5,700 kg).

4.1.2 General Requirements¶

Performance data from AFM and RPM. Compliance with UK Regulation (EU) No. 965/2012, CAT.POL requirements.

4.1.3 Performance Data¶

Take-off, en-route, and landing performance calculated per RPM. Factors for temperature, pressure altitude, wind, runway slope, and surface condition.

4.1.4 Water on Runways¶

Effect of standing water on take-off and landing performance.

4.2 Procedures¶

4.2.1 General¶

Standard performance calculation procedures. Pre-flight, in-flight, and landing assessments.

4.3 Performance — Take-off¶

4.3.1 Take-off¶

TOD, ASDR (Accelerate-Stop Distance Required), and climb gradient requirements per regulations.

4.3.2 En-route – One-engine-inoperative (OEI)¶

En-route OEI One-engine-inoperative en-route climb capability. Net flight path must clear obstacles by required margin.

4.3.3 Climb Gradient Requirements¶

Required gradients: 1st segment, 2nd segment, final take-off, and en-route.

4.3.4 Take-Off Obstacle Clearance¶

Obstacle Clearance Take-off flight path obstacle clearance per CAT.POL. Obstacle accountability area and clearance margins.

4.3.5 Icing Conditions¶

Performance penalty for atmospheric icing. Use icing speed bugs where applicable.

4.3.6 Take-Off – Use of Performance Charts¶

Use of Performance Charts RPM charts for take-off, climb, cruise, landing. Use correct weight, altitude, temperature, wind entries.

4.3.7 Dry Runway Standard dry runway performance data. Full TORA/ASDA available.¶

4.3.8 Wet Runway Distance increase factors per regulations for wet runway conditions.¶

4.3.9 Take-Off – Contaminated Runway¶

Contaminated Runway Additional factors per contaminant type and depth. See Section 2.11 and RPM.

4.3.10 Performance Data¶

4.3.10.1 Take-off Per weight/altitude/temperature combinations.¶

4.3.10.2 Limiting Runways¶

Max take-off weight limited by runway available, obstacle clearance, or climb gradient.

4.4 Performance – Landing¶

Approach & Landing Performance Landing distance required ≤ LDA × applicable factor. Factors: dry 1.67, wet/contaminated per regulations. LDTA applies (see Section 2.11.13).

Section 5: Flight Planning / PPS Auto Flight Plan¶

5.1 PPS Auto Flight Plan¶

5.1.1 Introduction¶

PPS provides automated flight plan generation and management. OFP is the primary flight documentation.

Access PPS via company systems. Crew login with credentials.

5.1.3 Recalculate¶

Recalculate flight plan if parameters change (fuel, load, weather, routing).

5.1.4 Grouping Selected Flights¶

Multi-sector flights can be grouped for planning efficiency.

5.1.5 Flight Plan Print¶

Print OFP and associated documentation.

5.1.6 Auto Flight Plan Log¶

Digital log of flight plan changes and recalculations.

5.1.7 Flight Details¶

Flight number, date, aircraft registration, crew, departure/destination.

5.1.11 Frequencies/Handling Information¶

Handling agent details, frequencies, NOTAMs, operational information.

5.1.12 Route and Alternatives¶

CIFP routing, SID/STAR, waypoints, and alternate airports.

5.1.13 Future Flights¶

Link forward flight planning for crew remaining on duty.

5.1.14 Corrections¶

Manual corrections to auto-generated plans if required.

5.1.15 Miscellaneous¶

Additional notes, crew comments.

5.1.16 Summary of Procedures¶

Step-by-step: login → select flights → verify → handle deviations → recalculate if needed → print/save.

5.1.17 Example 1 Blank Auto Flight Plan (Front of PLOG)¶

-5.1.18 PLOG Examples Standard PLOG layout: flight details, routing, wind/temp/altitude, fuel (taxi/trip/cont/alternate/final/reserve), time en-route, ZFW/TOW/LW.

5.1.19 Fuel Management¶

5.1.19.1 Introduction¶

Fuel management per UK regulations: trip fuel, contingency (5% or specific), alternate fuel, final reserve (30 min hold at 1,500 ft AAL), additional fuel, taxi fuel.

5.1.23 Taxi and Trip Fuel¶

5.1.23.1 Hotel Mode¶

Hotel mode fuel consumption accounted for in planning.

5.2 Flight Plan Verification¶

Both crew cross-check OFP. Verify routing, altitude, fuel, alternates, NOTAMs, ATC restrictions.

5.3 Selection of Aerodromes¶

Fuel Policy Compliance with UK Regulation (EU) No. 965/2012, CAT.OP.MPA.180. Minimum fuel at departure: taxi + trip + contingency + alternate + final reserve. Additional fuel per commander's discretion.

5.4 MSA En-route¶

Operational Flight Plan Completion Crew completes OFP with actual weights, speeds, and fuel. Sign-off per company procedures.

5.5 Single Engine Considerations¶

NOTAM Procedures NOTAMs checked at start of duty and before each sector. Significant NOTAMs briefed.

5.6 Twin Engine Operational Ceiling¶

Maximum altitude for twin-engine operations based on OEI drift-down capability. See FCOM LIM.1.

5.7 Cruise¶

Optimum altitude, step climb considerations, wind/temperature optimisation.

5.8 Maximum Recommended Icing Flight Level¶

Per FCOM LIM.5 — flight level above which icing conditions are unlikely.

Section 6: Loading¶

6.1 General¶

Loading per AFM LIM.2 weight and balance limitations. Refer to FCOM for essential loading data.

6.2 Passenger Headcount Form¶

Automated and manual loadsheets must be accompanied by a passenger headcount form.

6.3 EFBOne Application¶

Electronic loadsheet and W&B calculation via EFBOne. Both crew cross-check.

6.4 Load Instruction Report Form (LIRF)¶

Required for all flights except those without loadable cargo or baggage. Documents cargo/pax/baggage distribution.

Section 7: Weight & Balance¶

7.1 General¶

The ATR in passenger configuration can carry cargo in the forward/rear holds. Freighter uses 9G nets.

7.1.1 Ambulift¶

Procedures for loading/unloading PRMs via Ambulift.

7.1.2 AviRamp Lite¶

AviRamp Lite system for ramp operations and briefing.

7.1.3 Extension Seat Belts¶

Extension seat belts available for passenger use.

7.2 Load Planning Aid¶

Electronic (EFBOne) or manual calculation of CG. Pre-calculation to avoid manual errors.

7.3 Loadsheet Introduction¶

Loadsheets via EFB or manual. Both crew must verify.

7.3.1 Loadsheet Requirements¶

Required by regulation. Commander signs for final loadsheet.

7.4 Company Gross Error Check¶

Cross-check by second crew member to catch data entry errors.

7.5 Loadsheet Definitions¶

7.5.1 Dry Operating Mass¶

(DOM) Basic empty mass + crew + catering + supplies.

7.5.2 Operating Mass DOM + fuel + payload.¶

7.5.3 Zero Fuel Mass (ZFM)¶

Operating mass minus fuel. Must not exceed max ZFW.

7.5.4 Ramp Mass (Ramp)¶

ZFM + fuel at ramp. Must not exceed max ramp weight.

7.5.5 Take-Off Mass (TOM)¶

Ramp mass minus taxi fuel. Must not exceed max TOW.

7.5.6 Landing Mass (LM)¶

TOM minus trip fuel. Must not exceed max LW.

7.6 Aeroplane Loading¶

CG calculation applies to each compartment. Ensure CG within limits for all phases (TO, cruise, landing).

7.7 Manual Loadsheets¶

Manual loadsheet completion procedures. Used when EFB unavailable. Both crew verify and sign.

Section 10: Emergency Equipment¶

10.1 Aircraft Emergency Equipment Location Diagrams¶

500-Series CCSM Section5B.1.21.1 – G-LMRA, G-LMRB, G-LMRC, G-LMRD, G-LMRE & G-LMSA CCSM Section5B.1.21.2 – G-LMSB End 500-Series

600-Series CCSM Section5B.1.21.3 – G-LMSB CCSM Section5B.1.21.2 – G-LMTA, G-LMTC, G-LMTD, G-LMTE End 600-Series

Equipment	Quantity
Torch	2
Crew Life Jacket	3
Flight Deck Oxygen Masks	3

Equipment	Quantity
Smoke Goggles	3
Fire Gloves	1
PBE	1
Crash Axe	1
Escape Hatch	1
Escape Rope	1
Emergency Light Switch (ELS)	1
Exits	2
Fixed ELT	1
First Aid Kit	1
Fire Sack	1
Fire Gloves	1
BCF	1
Water Fire Extinguisher	1
PBE	1
BCF	1
End 500-Series

Section 11: Evacuation and Ditching¶

11.1 Evacuation and Deplaning¶

The aircraft Commander has various options as to how to ensure the safety of passengers during or following an Emergency or Abnormal situation. An Emergency Evacuation is very likely to result in a considerable number of injuries to the passengers due to the height of the exits above ground level. Furthermore passengers who are injured jumping from the forward and service door exits may impede the evacuation, if they are unable to vacate the area immediately outside the door. Emergency situations can develop rapidly and there may be only minimal amount of time in which to make a decision regarding Evacuation. Commanders should endeavour to obtain information from all available sources to assist in this decision, including observations from: • Cabin Crew. • Airport Fire Service. • ATC. • Ground Crew. The following should be considered as guidance only and the Commander will need to apply the most suitable procedure for the situation.

11.2 Evacuation¶

The aircraft should be evacuated using the Command “Evacuate, Evacuate” over the PA when there is an imminent threat to life to the occupants of the aircraft; such examples are: • A Visible Engine Fire which does not extinguish immediately by use of the aircraft extinguishers. • The presence of fire inside or outside the aircraft. • Dense smoke in the cabin. • Whenever the aircraft has left the paved surface and the integrity of the aircraft is uncertain. The call over the PA “Evacuate, Evacuate” should not be made until the CM1 has ensured that CM2 has completed the Evacuation Checklist.

The CM1 should not state which side to evacuate as in an unplanned Emergency situation as there can be confusion over Left and Right. The Cabin Crew are generally in a better situation to decide which exits to open as they can check the conditions immediately outside the exit prior to opening. Normally CM1 will order an evacuation, but in the event of a forced landing or the aircraft leaving the paved surface during take-off or landing, the Flight Crew may be incapacitated or the Communication System may fail. In these circumstances the Cabin Crew may need to initiate an Evacuation without any communication from the Flight Deck.

11.3 Precautionary Evacuation – Deplaning¶

The aircraft should be deplaned when there is no immediate threat of death or injury to the passengers or crew, but there is a considerable risk to the aircraft occupants if the situation deteriorates, or if the situation is uncertain. Such examples are (but not limited to): • The presence of smoke without fire outside the aircraft. • GPU fire. • Fuel leak or spillage. • Cargo Smoke Warning. • Engine Fire indication on the Ground that has extinguished immediately the First Fire Bottle discharged. • A Category Red Bomb threat.

Note: baggage with them).

Considerations Prior to Deplaning/Evacuation – Decision Tree EMERGENCY/ABNORMAL SITUATION Isthecabin environment NO YES safeand stable? EVACUATE Couldthecabin environment YES NO become unstable? DEPLANE NORMAL DISEMBARKATION

11.3.1 Deplaning Procedure¶

CM1 CM2 Cabin Crew Check Park Brake Set. Order “Shut down engines, De-plane the aircraft”. Select Condition Levers to FUEL SO. Select Emergency Lights to ON. Inform Tower and Ground Crew.

CM1 CM2 Cabin Crew Check Engines are shut Take Hi Viz jacket, enter the down. cabin and collect megaphone from Cabin Crew. Once Order over PA “Cabin Crew On hearing Command outside guide passengers to a de-plane the aircraft “Cabin Crew deplane the safe place away from the immediately, Cabin Crew aircraft immediately, Cabin aircraft using megaphone as de-plane the aircraft Crew deplane the aircraft required. If smoke is present immediately” followed by the immediately”. consider moving passengers PA, upwind of the aircraft. “Ladies and Gentlemen, Open main door and lower this is the Captain, for your aircraft steps. safety I need you to leave the aircraft immediately. If practical, pass megaphone Please leave the aircraft to First Officer.Using immediately by the door assertive and directive you came in. Leave all commands, instruct personal possessions passengers to: “Unfasten behind and move a safe your seat belts and leave distance away from the the aircraft immediately. aircraft.”. (Repeat at least Leave all personal once). belongings onboard”. Switch off aircraft batteries. Assist Cabin Crew in deplaning the passengers. Once all able bodied passengers and crew have After last able bodied disembarked. passenger disembarks assist First Officer in keeping passengers together. • Liaise with Emergency Services. • Advise of any PRMs left on Organise headcount with Assist First Officer in board. Cabin Crew and liaise with organising headcount and • Confirm headcount with handling agent to get liaising with handling agent. First Officer and Cabin passengers into terminal. Crew. • Advise Operations.

Deplaning Duties CM1 CM2 Once Deplaning Procedure Complete 5. ENG START Selector.OFF/START ABORT Before leaving aircraft. 6. BAT Switch...............................OFF 7. EMER EXIT lights......................ON Proceed to Cabin and assist deplaning, Leave Aircraft through main exit taking Hi taking Hi Viz vest. Viz vest. Check all occupants are deplaned. Check around aircraft for possible fire. Lead passengers away from aircraft.

11.4 Evacuation/Deplaning Not Required¶

Following an in-flight Abnormal or Emergency situation the aircraft may be taxied on to Stand providing the situation has been contained by the Emergency/Following Failure Procedures and Checklists. Examples of situations where taxying on to Stand may be accomplished without deplaning the passengers on the Runway or Taxyway are: • Engine Fire Warning during flight which extinguished immediately with application of the appropriate drills and no indication of recurrence. • Cargo Smoke warning during flight which extinguished immediately with application of the appropriate drills and no indication or recurrence. • Engine failure. • A Category Amber Bomb threat. If the CM1 does not wish the aircraft to be Evacuated or Deplaned after landing, CM1 shall make the PA “Remain seated, remain seated”. Cabin Crew will not initiate an evacuation or deplane the aircraft if: 1. Flames and sparks come out of an engine exhaust on start up followed by stopping of the engine. This is a “wet start” and is a build up of fuel that burns out. | Action | Value | | --- | --- | | 1. Parking Brake | SET 1. Auto Press Dump......................ON | | 2. Deplaning Procedure | ORDER 2. Min CAB LT................................ON | | 3. Cabin Crew (PA) | TO STATION 3. Condition Levers 1+2......FUEL SO | | 4. TWR/Ground Crew | NOTIFY 4. Fire Handles 1+2...................PULL |

Action	Value
5. Deplaning (PA)	INITIATE
6. FUEL Pumps 1+2	OFF

A rapid deceleration on take-off or landing – take-off may have to be abandoned as a precautionary measure or landing run shortened due to airfield limitations.
If the Flight Deck command “Remain seated, remain seated”.

11.5 Crew Duties and Drills – Forced Landing/Ditching¶

11.5.1 Commanders Duties at Onset of Emergency¶

The CM1 is to call the Cabin Crew to the flight deck or interphone using the Emergency Signal and cycling the No Smoking sign OFF then ON 6 times, followed by, if necessary, the PA call “No.1 to the Flight Deck immediately”. CM1 should then brief the CM2 and Cabin Crew for an Emergency Landing or Ditching, including the NITS Brief. On aircraft with portable ELTs fitted 600 Series, the Commander may consider asking the Cabin Crew to activate the ELT as the aircraft position may be tracked below radar cover by satellite. If time is available CM1 should explain the nature of the Emergency to the passengers using the guidance given at the back of the Emergency Checklist. If necessary this may need to be delegated to the Cabin Crew. CM1 should: 1. Send distress message; select 7700 on Transponder. 2. Select landing area and direction. 3. Stow loose objects and prepare emergency equipment. 4. Activation of Flight Deck ELT switch (if fitted)*. 5. Remove sharp objects and obtain torch. 6. If ditching put on life jackets. 7. Check altimeter setting – Local or Regional QNH. 8. Give the PA “Take up Landing positions” at 1,000ft and “BRACE, BRACE” at 200 ft.

11.5.2 Evacuation Duties¶

In the event of an evacuation CM1 will call for the Evacuation Checklist. The Evacuation checklist is read by CM2 as a Challenge, Action and Response Checklist i.e. CM2 will call the challenge and CM1 will action and repsond to CM2 challenge.

11.6 Ditching¶

11.6.1 Ditching Procedure (Ditching Attitude and Technique, General)¶

If possible, the gross weight should be reduced. If a pronounced sea is running, the landing should be made parallel to the line of the wave crests with the touchdown point on the back of the wave. Landings should be made with landing gear up and maximum available flaps. At touchdown, the aircraft should be in a nose up attitude with minimum speed and a rate of descent of not more than 300 ft/min. Landings should be made with wings level and no yaw.

Note: accuracy of touchdown at the correct speed at an appropriate spot is facilitated by a power-assisted approach.

11.6.2 Ditching Course Selection¶

11.6.2.1 Sea Conditions¶

In order to select a proper ditching course, correct evaluation of wind and sea conditions is required. Selection of the ditching heading may well determine the difference between survival and disaster.

WARNING: It is extremely dangerous to land into the wind without regard to sea conditions. The swell system or systems must be taken into account. The distinction between waves and swells must be understood: 1. A swell is the condition of the surface caused by a distant disturbance. The face of the swell is towards the observer, the backside is away from the observer. The primary swell is the swell in the system with the greatest height from trough to crest. Secondary swells are of lesser height than the primary swell. Swells can be large even in calm wind conditions. They do not necessarily indicate surface wind direction. 2. A wave is the condition of the surface caused by local winds. Waves move downwind and spray from their crests is also blown downwind. 3. A sea is a condition of the surface that is the result of both swells and waves.

When ditching parallel to a swell, touchdown should be on the top or backside of the swell if possible. When forced to ditch into a swell, touchdown should be made just after passage of a crest. If contact is made on the face of a swell the aircraft may be swamped or thrown violently into the air and drop heavily into the next swell.

WARNING: Always avoid touchdown in the face of a swell.

11.6.2.2 Estimating Wind Direction and Velocity¶

Wind direction and velocity can be estimated by observation of the wind streaks on the water. These streaks appear up and downwind. Wind direction is determined by the whitecaps, which fall forward with the wind but are overrun by the waves. This creates the illusion that the foam is sliding backwards. With this in mind and by observing the direction of the streaks the wind direction is easily determined. Wind velocity can be accurately estimated by noting the appearance of the whitecaps, foam and streaks. The following guidelines can be used to evaluate wind speed: • A few white crests: 8–17 kt • Many white crests: 17–26 kt • Streaks of foam along the water: 23–35 kt • Spray from the waves: 35–43 kt

11.6.3 Preparation for Ditching¶

11.6.3.1 Ditching and Survival Equipment¶

Each flight over water requires all necessary equipment to be aboard, serviceable and correctly stowed. Prior to ditching, the position of all equipment will be reviewed and if necessary moved to an appropriate position for rapid retrieval during the abandonment phase. Particular consideration will be made of emergency equipment normally stowed or located in the aft of the aircraft, i.e. first aid kits and fire extinguishers.

11.6.3.2 Aircraft Attitude In Case of Ditching (Ditching Procedure)¶

Note: wing which is down in case of ditching. WATER LEVEL AT SUNK WING SIDE WATER LEVEL AT UP WING SIDE

11.6.3.3 Ditching Exits¶

Forward Exits – Passenger Configuration Only Service Door Passenger Door

11.6.4 Abandoning the Aircraft¶

Evacuation of the aircraft will be accomplished in an orderly manner in the shortest time possible. Practice drills for emergency ditching evacuation will be completed periodically to enhance the successful outcome of aircraft ditching. When the aircraft has come to a complete stop, evacuation will commence immediately in accordance with the crew member duties specified. After the aircraft has come to a full stop, crew members will check personnel for injuries and assist where necessary. Additional equipment may be collected and distributed to personnel.

WARNING: Do not inflate life vests until clear of the aircraft. An inflated life vest may impede egress.

11.6.5 Ditching Instructions – Summary¶

Table11.6.5(1) Ditching Instructions First Action Ditching Imminent Provide After Ditching CM1 1. Establish location. 1. Direct CM2 to Ensure all personnel 2. Brief Passengers. transmit final and necessary distress signal. emergency supplies 3. Burn fuel if time and conditions 2. Ensure that all and equipment are allow. personnel are evacuated. prepared for 4. Don life jacket. ditching. 3. Fasten and lock safety belt and shoulder harness.

First Action Ditching Imminent Provide After Ditching CM2 1. Acknowledge 1. Transmit final Flashlight, First Aid Check all passengers CM1 order to distress signal. Kit. have left the prepare for 2. Fasten and lock aeroplane and then ditching. safety belt and advise the 2. Confirm with shoulder harness. Commander Cabin Crew that 3. On CM1 accordingly. passengers life instruction, call jackets fitted and “BRACE seat belts securely BRACE” on the fastened. PA. 3. Obtain D/F service, bearings, fixes, etc. 4. Don life jacket.

Note: crew members will check persons near them for injury and assist as needed.

11.7 Emergency Evacuation Procedures Freighter Operations¶

11.7.1 Basic Evacuation Procedures¶

In the freighter configuration there are ONLY 3 exists available to the operating crew, these are the overhead escape hatch, main entrance door and rear service door.

WARNING: When the aircraft is loaded with freight the sole means of escape is via the overhead escape hatch as the cargo door cannot be opened from the inside.

Section 12: Glass Cockpit (600-Series)¶

12.1 Glass Cockpit¶

ATR 600-Series Flight Deck EADI, EHSI, EWD, IESI flight deck layout. Differences from 500-Series: FGCP, FMA, MCDU, EFIS control panel.

12.1.1 ATR 600 Series Flight Deck¶

600 Series System Differences Dual FMS, autopilot/flight director integration, EFIS symbology.

12.1.2 600 Series System Differences¶

Procedural Differences 600-Series procedures for ADU/FGCP differ from 500-Series. Refer to FCOM for type-specific flows.

12.1.3 Trim and Speed Indication Digital trim indicators, speed indication (IAS/mach).¶

12.1.4 600 Series Trim¶

Auto Speed Function 600-Series auto speed selection per flight phase.

12.2 Aircraft Performance Monitor System (APM)¶

12.2.1 General¶

APM monitors aircraft performance trends. Engine health monitoring.

12.2.2 Aircraft Performance Interface Unit¶

APM data interface with FMS and EWD.

12.2.4 Operations Out of the Notch¶

APM guidance for operation outside normal flap/speed schedule.

12.3 Aircraft Fuelling¶

Refuelling Procedures Ground refuelling procedures for ATR: refuelling panel operation, pipe draining (ATR 72 only), gravity refuelling, close-up procedures.

Section 13: Freighter Operations / Special Systems¶

13.1 Introduction¶

Freighter conversion per Aeroconseil STC 0110-11. Applicable to G-LMRV/W/X/Y/Z.

13.1.1 Dimensions ATR42-500/600¶

13.1.2 Dimensions ATR72-500/600¶

Cargo compartment dimensions. ATR72: 8,900 kg max payload.

13.2 Systems¶

Freighter-specific systems including 9G vertical nets, smoke detection, fire suppression.

13.3 Procedures¶

Pre-flight freighter checks. Smoke detection test. Cargo restraint verification.

13.4 Smoke Detection and Control System¶

13.4.3 ATR 72-500F¶

Cargo compartment smoke detection. EWD indications.

13.5 9G Vertical Nets¶

13.5.1 Before-Use Checks Net integrity, buckle inspection, strap tension.¶

13.6 LPV/SBAS ILS Lookalike System¶

(500-Series)

13.6.1 LPV/SBAS Function (ILS Look-alike)¶

Function LPV (Localiser Performance with Vertical guidance) provides ILS-like approach capability using SBAS. Primary means of guidance for approaches to minima.

13.6.2 System Operation¶

Activation via FMS. LPV approach selection. Standard approach procedure.

13.6.3 Caution and Advisory Messages¶

"SLS FAULT" or FMA warnings.

13.6.5 SLS Operation¶

SBAS Landing System operation. NAV source selection for LPV.

13.6.6 Alerts Warnings, cautions, advisories for LPV approach.¶

13.7 Cargo Door Operation¶

Cargo door (large aft cargo door for 500F). Opening/closing procedures. Safety interlocks.

13.8 Aeroconseil ADS-B Out System¶

13.8.1 Transponder Control Unit¶

ADS-B Out integration. Transponder mode selection for ADS-B compliance.

13.9 ATR 72-500F Memo Panel¶

Freighter-specific memo panel indications.

Section 14: Operating Minima & Low Visibility Operations¶

14.1 General¶

EASA-SPA.LVO 100 Refer to ATR All Weather Operations.

14.1.1 Introduction¶

ATR 42 and 72 aircraft are equipped with the required airborne equipment and certified to operate to CAT II limits by qualified and authorised crew members. Loganair is approved to operate the ATR 42 and 72 aircraft to a minimum RVR of 300 m and a Decision Height of 100 ft.

14.1.2 Safety Levels¶

The object of the procedures and practices in this Section is to ensure that All Weather Operations do not increase the overall risk to commercial aircraft operations.

14.1.3 Operating Minima Criteria¶

The aerodrome operating minima for CAT II operations will be dependent on the following criteria: 1. The type, performance and handling characteristics of the aeroplane. 2. The composition of the flight crew, their competence and experience. 3. The dimensions and characteristics of the runways selected for use. 4. The adequacy and performance of the available visual and non-visual ground aids. 5. The equipment available on the aeroplane for the purpose of navigation and/or control of the flight path, as appropriate, during the take-off, the approach, the flare, then landing, roll-out and the missed approach. 6. The obstacles in the approach, missed approach and climb-out areas required for the execution of contingency procedures and necessary clearance. 7. The obstacle clearance altitude/height for the instrument approach procedures.

The means to determine and report meteorological conditions.

14.1.4 Applicability¶

The criteria above apply to United Kingdom aerodromes and to aeroplanes registered in the United Kingdom flying for commercial air transport in UK and internationally. They also apply to United Kingdom aerodromes, to operations by foreign registered aeroplanes engaged in International Air Transport if the state of registry has not promulgated equivalent requirements. The method of determination of such minima must be acceptable to the authority. Such minima shall not be lower than any that may be established for such aerodromes by the state in which the aerodrome is located, except when specifically approved by that state.

14.2 Definitions¶

Aeroplane Categories for Aerodrome Operating Minima: The criteria taken into consideration for the classification of aeroplane by categories is the indicated airspeed at threshold (VAT). The ATR 42 and 72 are both Category B. Alert Height: A specified radio altimeter height, based on the characteristics of the aeroplane and its fail-operational landing system. In operational use, if a failure occurs above the alert height in one of the required redundant operational systems the approach will be discontinued and a go-around executed unless reversion to a higher decision height is possible. If a failure on one of the required redundant operational systems occurs below the alert height the approach will be continued. Approach Ban: The criteria for the existence of an approach ban are specified in Loganair Operations Manual Part A Chapter8. Cloud Ceiling (ceiling): The height of the base of the cloud that is sufficient to obscure more than half of the sky. CAT II Approach: A 3D approach and landing using an ILS with a decision height below 200 ft but not lower than 100 ft and a minimum RVR of 300m. CAT II approaches require continuous use of the Automatic Flight Guidance System down to a height not greater than 80% of the applicable DH.

Note:

CAT II Decision Height (DH): Decision height for a CAT II approach is not lower than: 1. 100 ft measured by the radio altimeter; or 2. The DH to which the flight crew is authorised to operate if above (1).

Note: to terrain. In all cases the actual DH above runway threshold will never be less than 100 ft. CAT II Minima: The lowest minima to be used by Loganair for CAT II operations are Decision Height 100 ft and RVR 300 meters. Loganair is approved by the CAA to use CAT II minima published in company approved approach charts. In the absence of such minima CAT II approaches must not be flown. Commencement and Continuation of Approach: An approach may be started irrespective of the RVR, but must not be continued below an altitude of 1000 feet above aerodrome elevation unless the reported controlling RVR is equal to or better than the specified minimum. Once below an altitude of 1000 feet above aerodrome elevation, the approach may be continued to the landing irrespective of the reported RVR provided that the required visual reference has been established at DH and is maintained until touchdown. ILS Critical Area: An ILS Critical Area is an area of defined dimensions about the localiser and glide path antennae where vehicles including aircraft, are excluded during all ILS operations. The critical area is protected because the presence of vehicles inside its boundaries will cause unacceptable disturbance to the ILS signal. ILS Sensitive Area: An ILS Sensitive Area is an area extending beyond the Critical Area where the parking or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. The sensitive area is protected to provide protection against interference caused by large moving objects outside the critical area but still normally within the airfield boundary. Instrument Runway Visual Range: RVR measured by transmissometer at the Touchdown, Mid-point, and Stop-end of the runway.

Abbreviation	Meaning
ADF	Automatic Direction Finder
AFCS	Automatic Flight Control System
Low Visibility Procedures: Ground procedures at an aerodrome designed to prevent the entry of ground vehicles and taxiing aircraft into
areas protected for take-off and landing. In addition they protect the sensitive areas of the aerodrome and regulate the flow of air traffic on the
approach.
ATC at the aerodrome will ensure these procedures have been implemented by the time:
1. The cloud ceiling is 200 ft or less.
2. The RVR has dropped to 600 m or less.
3. When rapidly deteriorating weather conditions dictate.
Low Visibility Take-off (LVTO): A take-off with RVR of less than 400 m.
Obstacle Free Zone: The OFZ is a volume of airspace extending outwards and upwards from an inner portion of the runway strip to
specified upper limits which is kept clear of all obstacles except for minor specified items.
Runway Visual Range: RVR is the maximum visibility in the direction of take-off or landing from a specific point on the axis of the runway at a
height corresponding to the average eye level of the pilot at touchdown.
In practice the minimum RVR value for each landing category is determined in such a way that the probability of obtaining adequate visual
reference for the end of the approach is high.
Touchdown Zone: The TDZ is the portion of a runway, beyond the threshold, where it is intended that landing aeroplanes first contact the
runway.
Visual Reference: The required visual reference for CAT II approach is a visual segment containing at least three consecutive lights, either the
centreline of the approach lights or touchdown zone lights or runway centre line lights or runway edge lights or a combination of these. This
visual reference must include a lateral element of the ground pattern, i.e.
an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting.

Abbreviation	Meaning
AHRS	Attitude Heading Reference System
AIC	Aeronautical Information Circular
AIP	Aeronautical Information Publication
AIS	Air Information Service
AP	Autopilot
ARTA	Above Runway Threshold Altitude
ATC	Air Traffic Control
ATIS	Automatic Terminal Information Service
ATR	Avions de transport régional
ATS	Air Traffic Service
AWOPS	All Weather Operations
CCAS	Centralised Crew Alerting System
CM1	Left Pilot
CM2	Right Pilot
DA	Decision Altitude
DH	Decision Height
DME	Distance Measuring Equipment
EADI	Electronic Attitude Display Indicator
EASA	European Aviation Safety Agency
ECAC	European Civil Aviation Conference
EFIS	Electronic Flight Instrument System
EHSI	Electronic Horizontal Situation Indicator
FCS	Flight Control System
FD	Flight Director
FGCP	Flight Guidance Control Panel
FMA	Flight Mode Annunciator
GA	Go Around
HDG	Heading
HI	High Intensity
HW	Headwind

Abbreviation	Meaning
IAS	Indicated Airspeed
ILS	Instrument landing System
IRVR	Instrument Runway Visual Range
KTS	Knots
LI	Low Intensity
LOC/LLZ	Localiser
LSA	Localiser Sensitive Area
LVP	Low Visibility Procedures
LVTO	Low Visibility Take Off
M	Metres
MEL	Minimum Equipment List
MM	Middle Marker
MUH	Minimum Use Height
OCH	Obstacle Clearance Height
OCL	Obstacle Clearance Limit
OFZ	Obstacle Free Zone
OM	Outer Marker
PFD	Primary Flight Display
RA	Radio Altimeter
RVR	Runway Visual Range
RX	Receiver
SG	Signal Generator
SVR	Slant Visual Range
TDZ	Tough Down Zone
THR	Threshold
TW	Tailwind
TX	Transmitter
YD	Yaw Damper

14.4 Low Visibility Cause and Effects¶

14.4.1 Causes of Low Visibility¶

Reduction in visibility along the runway in use is caused by the presence of opaque or translucent particles in suspension in or falling through the atmosphere. These particles consist of either solids derived from industrial or domestic pollution and naturally occurring dust and sand or water droplets and crystals.

14.4.2 Solid Particles¶

Solid particles originating from industrial or domestic pollution tend to be small and provided they do not combine with water droplets usually only give rise to haze. The resultant reduction in visibility by these particles is only moderate, giving visibility in excess of 1 km. Solid particles consisting of dust and sand when lifted or transported by wind can reduce visibility to very low values, i.e. less than 550 metres and are of significance to low visibility operations. However, these conditions are usually only experienced in arid areas.

14.4.3 Rain and Snow¶

Precipitation in the form of heavy rain and snow can significantly reduce visibility particularly with a low cloud ceiling. The visibility varies in relation to the intensity of precipitation.

14.4.4 Fog¶

The most common cause of low visibility is fog which consists of water droplets in atmospheric suspension and can be complex in structure and very dense. Visibility can be reduced to just a few metres in extreme cases. Fog is formed when moist air is cooled below its dew point causing water droplets to condense into the atmosphere. It will only form and persist if particular values of temperature, humidity and wind all exist simultaneously. Small changes in any one of these parameters will result in variations in the extent, density and depth of the fog and it is this sensitivity that is responsible for its extreme and continuous variability. Even under stable conditions a large variation in he vertical plane of the concentration and size of water droplets is known to occur. The most significant features of fog from the pilot’s viewpoint are: 1. Density can vary considerably throughout the depth of the layer. 2. SVR can be considerably less than the measured RVR. 3. Shallow fog layers can appear almost transparent from above whilst low values of RVR are being measured. 4. Visibility in fog will vary with approach and runway lighting intensity and with day or night conditions.

14.4.5 Characteristics of Fog¶

Although visibility may be reduced by the presence in the air of solid particles such as smoke, dust or sand, most of the time low visibility conditions are caused by fog. There is fog if the visibility is less than 1000m and the obscuring agent is water droplets. Fog differs from rain or mist in that its water particles are more minute and suspended and do not fall earthward. The droplets of water suspended in the air near the earth’s surface act on scattering the light and thus reduce the visibility near the ground. The formation of a fog layer occurs when a moist air mass is cooled to its saturation point (dew point): the water vapor within the air mass condenses on small particles in the air to form liquid cloud droplets. There are various types of fog depending on how it is produced. Radiation Fog Radiation fog is caused by the radiation cooling of earth’s surface.

Advection Fog Advection fogs are formed when air moves either over a cooler surface or over a warmer moist surface and, as a result, the air mass reaches saturation.

Frontal/Precipitation Fog This fog type is due to the evaporation of falling rain and occurs under the frontal surface in the cold air mass. Upslope and Valley Fogs Upslope fog is caused by adiabatic cooling of rising air. When moist, warm air is forced to move over a terrain obstacle, it cools to some degree as it rises, the degree of cooling depending on the amount of rise.

FOGDENSITY
		INCREASING
		WITHHEIGHT
SVR
RVR	SLANT ANGLE
GROUND LEVEL
#### 14.4.6 Effects of Low Visibility

Slant Visual Range In general the density of fog tends to increase with height. Consequently the SVR decreases with increasing height relative to the measured RVR as shown below: SVR With shallow fog the value of SVR remains constant so long as the aeroplane is descending above the top of the fog. Due to geometrical effects this will cause the visual segment to decrease with descent until the aeroplane enters the fog. Whilst descending through the fog the visual segment should increase. It can be deduced from the above that all possible variables in fog density and depth will have an effect on the visual segment available to the pilot. Visual Segment An important factor to pilots attempting a landing in low visibility is the visual segment available to them as they look out of the cockpit. The optimum position is attained by adjusting the seat position to align the red and white guidance balls on the screen centre post. The eye position and the angle that the cockpit coaming cuts off the view down over the nose of the aircraft affect the visual segment available to the pilots. The far end of the visual segment is determined by the SVR. In general, when the aircraft is descending within the fog the visual segment should increase with decreasing height but this is not guaranteed if fog density increases as the aircraft descends. Variations in the amount and intensity of ground lighting will vary the perceived visual segment. An example of this is when the far point passes the end of the approach lighting towards the less dense and less bright runway threshold, centreline and edge lighting. This causes the perceived

visual segment to reduce giving rise to the illusion of a wall of fog at the runway threshold. The perceived visual segment will appear to increase again when the far point reaches the end of the TDZ. At night, lights tend to provide more easily discernible visual information than during daylight; consequently, for the same density of fog the visual segment will appear to be less during the day. This effect is offset to a degree in that during daylight hours the runway markings and texture are more visible to the pilot, thus providing additional visual information. Heavy rain, sleet or snow can also significantly reduce visibility. In these conditions the visual segment characteristics previously described apply but variations with height are less predictable. The use of aeroplane landing or Taxi lights is not recommended when the RVR is less than 400 metres because the aeroplane lights illuminate the particles in suspension causing a dazzle effect, reducing the perceived visual segment.

14.5 Aerodrome¶

SPA.LVO.115 Aerodrome Related Requirements An aerodrome shall not be used for LVO’s below a visibility of 800 m unless: 1. The aerodrome has been approved for such operations by the State of the aerodrome; and 2. Low visibility procedures (LVP) have been established. General The aerodrome operator should consider the following factors before a runway can be considered satisfactory for Category II/III operations and approved as such by the authority.

14.5.1 Obstacle Clearance, Including the Obstacle Free Zone (OFZ)¶

Obstacle clearance criteria for Cat II operations are laid out in ICAO PANS.OPS.Doc. 8168 and is obviously more restrictive than for normal operations. An OFZ must be established around the runway to keep it clear of vehicles etc. during Cat II operations. Only essential equipment may protrude into the OFZ.

14.5.2 Glide Path Angle¶

The normal glide path angle is 3°. ICAO Annex 1 – allows a maximum of 4° and a minimum of 2°. In practice 3° is often the maximum for an approval to Cat II operations.

14.5.3 Characteristics of Terrain on Approach¶

The Radio Altimeter (RA) will be adversely affected by sloping or uneven terrain on the approach and since it makes an input to the AP controller this may prevent a runway being approved. The published DH takes into account the terrain irregularities below the aircraft when it is at the point on the approach when the decision to land should be taken.

14.5.4 Instrument Landing System¶

The ILS installation must conform to the specifications, and be designed and operated in accordance with ICAO Annex 10 for Cat II. The integrity, site and continuity of service must also satisfy the Authority whose guidance should be sought before approval is given. Critical and sensitive areas for the ILS should be established. Aircraft and vehicles, which could cause deviations of the signal, should be kept clear of these areas during Cat II or LVTO operations. The authority will require the ILS to be flight checked in accordance with laid down instructions.

14.5.5 Low Visibility Procedures¶

LVP’s should be applied at the aerodrome for the purpose of ensuring safe operations when required for Cat II or LVTO operations. Special procedures for the control of the air and ground traffic are required when LVP’s are in force. They are designed to satisfy the requirements for Cat II operations and would normally be implemented when RVR falls to below 600 m or the ceiling falls below 200 ft. The runway operator must

provide a system to ensure that the aerodrome movement area is safe and that unwanted vehicles and personnel are excluded during LVP operations.

14.5.6 Approach and Runway Lighting and Markings¶

Cat II operations require enhanced aerodrome visual aids, these are laid down in ICAO Annex 14 and are briefly summarised as follows:

14.5.7 Low Visibility Procedures¶

LVP’s should be applied at the aerodrome for the purpose of ensuring safe operations when required for Cat II or LVTO operations. Special procedures for the control of the air and ground traffic are required when LVP’s are in force. They are designed to satisfy the requirements for Cat II operations and would normally be implemented when RVR falls to below 600 m or the ceiling falls below 200 ft. The runway operator must provide a system to ensure that the aerodrome movement area is safe and that unwanted vehicles and personnel are excluded during LVP operations.

14.5.8 Runway Markings¶

There is a no specific CAT II or CAT Ill requirement concerning runway markings except for the runway centreline that must have a width not less than 0.9 m. The touchdown zone markings are mandatory for all runways supporting precision approaches, but CAT 11/111 runways usually have a distance coding.

14.5.9 Holding Points¶

CAT II and CAT Ill specific holding positions are normally located upstream of the standard holding position to avoid aircraft entering into the obstacle free zone or the ILS sensitive area. The markings used are also specific. They are associated with CAT II or CAT Ill signs placed on either edge of the taxiway. The sign CAT Ill must be accompanied with flashing lights.

Touchdown Zone Marking for runways with a length of 2400 m or more.

Taxiway Lights	Colours	Spacing	Special Features
Centre Line	Green	15 m on a straight section 7.5 m on curves	Requested for operations with RVR <350 m
Edge Lights	Blue	60 m on a straight section <60 m on curves	Not requested for Taxiways with centre lights
#### 14.5.10 Taxiway Lighting and Markings

The preceding table captures the core taxiway-lighting data:

Centre line lights: green, 15 m spacing on straight sections and 7.5 m on curves; requested for operations with RVR below 350 m.
Edge lights: blue, 60 m spacing on straight sections and less than 60 m on curves; not normally required where taxiway centre line lights are provided.

Stop bars consist of red lights spaced at intervals of 3 m across the taxiway. In conditions with less than 350 m RVR a stop bar shall be provided at every runway-holding position, except where appropriate aids and/or procedures (for example surface movement radar) are available to prevent inadvertent runway incursions. Stop bars are controlled by Air Traffic Services; the switching is made in conjunction with at least three taxiway centre line lights.

Runway guard lights consist of two pairs of flashing yellow lights located at each side of the taxiway. Runway guard lights are provided at each taxiway/runway intersection where a stop bar is not installed.

14.5.11 CAT I Approach Lighting Systems¶

Class of Lighting Facility Length, Configuration and Intensity of Approach Lights FALS CAT I lighting system (HIALS ≥720 m) distance coded centreline, Barrette centreline IALS Simple approach lighting system (HIALS 420–719 m) single source, Barrette BALS Any other approach lighting system (HIALS, MALS or ALS 210–419 m) NALS Any other approach lighting system (HIALS, MALS or ALS <210m) or no approach lights

Note: MALS: Medium Intensity Approach Lighting System.

14.5.12 CAT II Runway Lighting¶

Cat II operations require enhanced aerodrome visual aids, these are laid down in ICAO Annex 14 and are briefly summarised as follows: 1. Green Bar for runway threshold lights. 2. White High Intensity (HI) runway edge lights. 3. White Centre Line (CL) lights along full length with coding red for distance markers at the stop end. 4. White Touch Down Zone (TDZ) lights. 5. PAPI’s. 6. White Centre Barrette Lighting on at least 300 m of Approach Lights.

Red Side Barrette Lighting on at least 300 m of Approach lights.
TDZ and Centre Line Markings.
HI Approach Lights for a minimum of 420 m. Runway Lights Colours Spacing Special Features Threshold Green – 3 m unidirectional Runway end Red – unidirectional 6 m At least 6 lights Edge • Variable white 60 m May be omitted at the • May be yellow intersection from 600 m to the runway end (limited to 1/3 of the runway) Centre line • Variable white 15 m – may be reduced • Alternate red and to 7.5 m white from 900 m (or runway mid point if RWY length <1800 m) to 300m from the runway end • Red from 300 m to the runway end Touchdown zone Barrette of variable • Barrettes – • A barrette is composed of white longitudinal spacing: at least 3 lights. Its length • Unidirectional 60 or 30 m is between 3 and 4.5 m • Barrettes – lateral • TDZ extends from spacing: 18 to 22.5 m threshold to 900 m from threshold (or to runway mid point if RWY length <1800 m)

14.5.13 Approach Lighting System¶

The approach lighting system consists of a row of lights on the extended centreline of the runway, extending, wherever possible, over a distance of 900 m from the threshold. In addition, the system has two side rows of red lights, extending 270 m from the threshold, and crossbars located at 150 m, 300 m, 450 m, 600 m and 750 m from the threshold. Such approach lighting intends to support all low visibility approaches. Depending on the operational regulations, reduced lengths may be acceptable for CAT II or CAT Ill operations (please refer to Section14.12,

Effect on Landing Minima of Failed Ground Equipment. For CAT I approaches a reduced approach lighting system causes an increase in operating minima.

14.5.14 CAT II Approach Lighting System¶

Approach Lights Colours Spacing Special Features Extended centre Barrettes of variable 30 m Minimum barrette length: line for the first white 4m. 300 m from the Maximum spacing between threshold barrettes’ lights: 1.5 m Extended centre Variable white 30 m Consists of either: line beyond 300m • Barrettes, as used on the from the inner 300 m threshold • 2 lights in the central 300m and 3 lights in the outer 300 m Side row Red • Barrettes – Length of barrettes and Longitudinal spacing: spacing of its lights equal to 30m those of the TDZ • Barrettes – lateral spacing: equal to that of the TDZ Crossbar located Variable white Lights’ lateral spacing: Fills the gap between the at 150m from ≤2.7m centre line and the side row threshold barrettes Crossbar located Variable white Lights’ lateral spacing: Extends to 15m on both at 300m from ≤2.7m side of the center line threshold

CAT II/III Approach Lighting System

14.5.15 Lighting System Condition¶

For a runway meant for use in low visibility conditions, the electrical systems for the power supply, lighting and control of the lighting are designed so that an equipment failure will not leave the pilot with inadequate visual guidance or misleading information. To achieve the required level of availability a secondary power supply must be able to switch over within one second (time extended to 15s for taxiway lights, edge lights and approach lights beyond 300 m from the threshold). The maintenance services must ensure that, during any period of Category II or Ill operations, all approach and runway lights are serviceable, and that in any event at least 95% of the lights are serviceable except for runway end lights (75%), approach lights beyond 450 m (85%) and TDZ lights (90%). In addition two adjacent lights should not remain unserviceable except for lights in a barrette or a crossbar.

14.5.16 Control of Air and Ground Traffic¶

During LVPs the OFZ must remain free of obstacles and the LSA must be protected to preserve the integrity of the ILS signals. In practice the LSA encompasses the OFZ for ground movements and thus one set of procedures will normally satisfy both requirements. Protection of the ILS signal requires that no vehicle or taxying aircraft should be in the LSA when: • There is an aircraft inbound at less than 1 nm until it has completed its landing run, or • An outbound aircraft has completed its take-off run and is airborne. These procedures ensure that an approaching aircraft has adequate obstacle clearance even if it performs a go-around and that the ILS signal is not distorted by interference. The GS sensitive area will have its own area if not within the LSA. Flight crews must establish LVP are in force and will remain so. They may then assume that all promulgated services are available and any deficiencies notified by RT, ATIS, or NOTAM. Spacing between aircraft on final approach may have to be greater than normal to allow landing or departing aircraft to clear the LSA before the following aircraft reaches 1 nm from touchdown. To achieve this, an initial spacing of at least 10nm may be necessary. If landing clearance is not given by 2nm then pilots will be told to expect late landing clearance. Clearance to land or go-around should be given by 1 nm. Landing traffic should clear the LSA as soon as possible, exiting the runway at the designated LV runway exit point.

14.5.17 Meteorological Requirements¶

Runway Visual Range RVR reports for Touchdown Zone (TDZ), Midpoint (MID) and Stopend (STP) must be available and passed to the pilot within 15 seconds of any change. TDZ should always be passed, but values for other positions should normally only be passed either on request or when either or both values are: 1. Less than TDZ and less than 800 m; or, 2. Less than 400 m. The TDZ RVR is the governing value to be compared to the company minimum RVR.

RVR Measuring Devices An RVR assessment system must be provided for all CAT II runways. Two methods of RVR assessment are available: 1. Human observer method. 2. Instrumented Runway Visual Range method (IRVR), using electronic equipment. IRVR is the more common system. The RVR measuring devices are be installed at three positions along the runway. Touchdown Zone (TDZ), Midpoint (MID) and Stopend (STP). Exceptionally, where the Human Observer Method is permitted for CAT II runways, observations are made in the vicinity of the touchdown point and at a second point representative of the RVR at the midpoint. RVR Reporting The standard for reporting RVR extends from zero to either 1100 metres or 1500 metres in the following increments: 0 to 200 m 25 m increments 200 to 800 m 50 m increments 800 to 1500 m 100 m increments IRVR reporting to aircraft is started: 1. Whenever the aerodrome meteorological report shows the visibility to be less than 1500 metres. 2. Whenever the IRVR display is indicating an RVR value equal to or less than the maximum for the system. 3. Whenever shallow fog is reported, and during the period for which it is forecast. RVR values are passed to the aircraft at the beginning of each approach for landing and thereafter, whenever there is a significant change in the RVR, until the aircraft has landed. The ‘Touchdown’ RVR will always be passed to the aircraft but with some installations the ‘Midpoint’ and ‘Stopend’ RVR’s will only be passed when they are less than 400 metres or when they are less than the ‘Touchdown’ RVR and less than 800metres.

14.5.18 Control of Air and Ground Traffic¶

Low Visibility Procedures will be implemented when the RVR reduces to 600 m and cloud ceiling is lower than 200 feet. Ground Traffic will be strictly controlled and Air Traffic suitably spaced to prevent ILS interference. Radiated signals may be produced for practice CAT II approaches in CAT I conditions. Air Traffic should be advised of a practice CAT II approach.

14.5.19 Runway Characteristics¶

Runway width is normally 45 metres, but narrower runways may be used provided they are load bearing out to 7.5 metres each side. The runway surface profile should conform to CAP 168.

14.5.20 Visual Aids¶

Visual aids are designed to increase the conspicuity of the runway, provide visual reference in the final stages of the approach and landing, and expedite ground movement. Their importance increases, as visibility becomes limited. Approach lighting, runway centre line and runway edge lighting are markings providing a reference for the pilot to assess lateral position and cross track velocity. The approach lighting and threshold lighting and markings provide a roll reference. Touchdown zone (TDZ) lighting and markings indicate the plan of the runway surface and show the touchdown area providing vertical and longitudinal reference. The visual guidance derived from runway lights and/or markings should be sufficient to ensure adequate take-off alignment and directional control for take-off and stopping after landing or in an emergency. Although additional instruments, such as head-up displays, may enhance the safety of the operation, reference to visual aids is a primary requirement. Reference to visual aids is a primary requirement even when some form of ground monitor and displays based on the use of external non-visual guidance are being used. Visual aids are also important for the safe, expeditious guidance and control of taxiing aeroplanes. Requirements may vary, but they may for example consist of markings and signs supplemented by tagging holding position lights to denote holding positions, taxiing guidance signs and markings on the centrelines and edges of taxiways. Centreline lights and stop bars may be selectively operated to indicate the assigned routing as well as for the control of aeroplanes. The Manual of Surface Movements Guidance and Control Systems (SMGCS) (ICAO Doc 9476) contains guidance for the selection of SMGCS aids and procedures.

14.5.21 Non Visual Aids¶

The standard ICAO non-visual precision approach aid is ILS. PAR is also recognised as a precision approach aid. ILS ground equipment comprises a localiser, glide path and at least two marker beacons, or when the siting of marker beacons is impracticable, a suitably sited DME, provided that the distance information so obtained is operationally equivalent to that furnished by marker beacons. ILS may be used for all categories of operations, but the beam structure specifications, monitoring requirements and continuity of service requirements, are more stringent for CAT II Operations. The weather conditions experienced at some airports may be such that low minima may not be required. In some cases relatively high OCA/H minima preclude low decision altitudes/heights. Notwithstanding these considerations it is desirable to provide for coupled approaches to low heights, with provision for automatic landing and roll-out, thus ensuring that ILS installations meet the applicable ICAO standards referred to above. It is essential that all ILS installations be ground and flight checked at the time of commissioning and at regular intervals, to ensure an adequate and uniform standard of non-visual guidance. In the event that a facility fails to meet the requirements for which it was commissioned, or if a routine flight test cannot be completed within the appropriate time interval, its status must be reviewed and the facility downgraded as necessary. Users will be advised of changes in ILS status through the AIS. To ensure that the integrity of the guidance signal radiated by the ILS is maintained during aeroplane approaches, all vehicles and aircraft on the ground must remain outside the ILS critical areas. If a vehicle or aircraft is within the critical area it will cause reflection and/or diffraction of the ILS signals which may result in significant disturbances to the guidance signals on the approach path. Diffraction or reflection may also be caused by one or more large aeroplanes or vehicles in the vicinity of the runway that may affect both glide path elevation and localiser azimuth signals. This additional area outside the critical area is called the sensitive area. The extent of sensitive areas will vary with the characteristics of the ILS and the category of operations. It is essential to establish the level of interference caused by aeroplanes and vehicles at various positions in the aerodrome so that the boundaries of the sensitive areas may be determined.

Critical areas must be protected if the weather conditions are less than 250 m (800 ft) cloud base or 3000 m visibility when instrument approach operations are being carried out. ILS critical and sensitive areas must always be protected if the weather conditions are lower than 60 m (200 ft) cloud base or 600 m RVR when instrument approach operations are being carried out. In the latter case, aircraft which will overfly the localiser transmitter antenna after take-off should be past the antenna before an aircraft making an approach has descended to a height of 60 m (200 ft) above the runway. Similarly, an aircraft manoeuvring on the ground, for example when vacating the runway after landing, should be clear of the critical and sensitive areas before an aircraft approaching to land has descended to a height of 60 m (200 ft) above the runway. The protection of these areas when the weather conditions are better than the minimum specified above will facilitate the use of automatic approach and landings systems and will provide a safeguard in deteriorating weather conditions and when actual weather conditions are lower than reported. Various ILS ground installations of suitable quality are routinely used to gain automatic approach and landing experience in visibility conditions permitting visual monitoring of the operations by the pilot. They should therefore be protected by interlocks from interference due to the simultaneous radiation of opposite direction localiser beams. Where this is impracticable for technical or operational reasons and both localisers radiate simultaneously, pilots should be notified by the appropriate ATS unit by ATIS broadcast, by NOTAM or in the relevant part of the AIP. Similarly harmful interference can occur if aircraft, in the final phase of approach or roll out pass closely in front of the ILS localiser

antenna serving another runway. The provisions listed above should therefore be applied to any such installations where experience shows this to be necessary. It is possible for ILS signals in space to be affected by the presence of signals from radio and television transmitters, citizen band radios, industrial welders, etc. Periodic measurements should be made and the level of signals detected, then compared with an acceptable maximum. Complaints by flight crews of signal disturbances will be investigated and special flight checks will be made when there is reason to believe that serious interference is occurring. Every effort will be made to identify and eliminate the cause of the interference. Terminology used and protection criteria for ILS critical and sensitive areas may vary between states. For example, some states use the term “Critical area” to refer to both ICAO critical and sensitive areas as specified in Annex 10. Thus, when terms used or protection provided require clarification or explanation, such clarifying information should be made available to relevant operators or states.

14.5.22 Secondary Power Supplies¶

Requirements for the provision of secondary power supplies for visual and non-visual aids are specified in ICAO Doc Annex 14, Volume 1, and Annex 10. Volume 1, part 1, respectively. Guidance material in the Aerodrome Design Manual (doc 9157), Part 5, and in Annex 10, Volume 1, Attachment C to Part 1 describes how to achieve the changeover times for these latter facilities.

14.5.23 Control of Air and Ground Traffic¶

14.5.24 Movement Area Safety¶

For low visibility operations additional precautions are usually needed to assure safety of aircraft operations, vehicle movement, and personnel. The aerodrome authority will need to complete a comprehensive safety assessment of the aerodrome movement area and its operations to facilitate the development of procedures to enable unwanted vehicles and personnel to be excluded from the movement area. Guidance material is contained in the Manual of Surface Movement Guidance and Control Systems (SMGCS – Doc 9476).

14.5.25 Low Visibility Procedures¶

Special procedures for the control of air and ground traffic in low visibility are required. They are additional to and dependent on normal ATC procedures and are designed to satisfy the requirements of CAT II operations. LVP will normally be implemented when the cloud base reduces to less than 200 ft & RVR reduces to 600 m. However, in rapidly deteriorating conditions an earlier decision to implement LVP may be made. Responsibility for the initiation of LVP will be clearly allocated. LVPs are based on the principles that the OFZ must remain free of obstacles during a CAT II operation and that the Localiser Sensitive Area (LSA) must be protected to ensure the integrity of ILS signals. In practice, the LSA encompasses the OFZ with respect to ground movements and so one set of procedures normally satisfies both requirements. Protection of the ILS signal requires that no vehicle or taxiing aeroplane should be within the LSA from the time when: 1. An arriving aeroplane is within 1 NM from touchdown until it has completed its landing run; or, 2. A departing aeroplane has commenced its take-off run until it is airborne. These procedures are designed first, to ensure that an aeroplane making a missed approach from a low height has adequate clearance from obstacles and second, that distortion of localiser signals by multi-path interference do not occur at a critical point in the approach. When LVP are implemented all relevant aerodrome services are to be informed. When the RVR or cloud ceiling requires the application of LVP, flight crews may assume that all promulgated aerodrome facilities are available and that safeguarding checks are complete. Any deficiencies will be notified to crews as soon as possible either by R/T or by arrival/ departure terminal broadcast (ATIS) and, if necessary, by NOTAM. The spacing between aeroplanes on final approach may have to be greater than normal to allow landed aeroplanes to clear the LSA before approach aeroplanes reach 1 NM; an initial spacing of about 10 NM may be necessary to achieve this. If landing clearance cannot be given by 2NM, pilots will be warned to expect ‘late landing clearance’ and the clearance to land or instruction to initiate a missed approach will be given by 1 NM. Landed crossing traffic should clear the LSA without delay. Traffic should exit at runway designated points.

System	Number Installed
Autopilot	1
Independent ILS Receivers	2
VOR Installations	2
Marker Receivers	2
Audio Annunciators	2
Visual Signal Display’s	2
DME Transmitter/Receiver	2
ADF System	2
Radio Altimeters	1
Weather Radar	1
### 14.6 The Aircraft

General The ATR 42 and ATR 72 meets the criteria for operations to Cat II minima and conforms to the requirements laid down by the CAA airworthiness division and are certified for Cat II operations. Category II operations are based on a 2-engine, flap 30/35°, CAT II Auto-pilot coupled mode approach to a Radio Altimeter (RA) DH of not less than 100 ft/RVR 300 m followed by a visual manual landing. Note: Only runways specifically promulgated by European State operations instructions are approved for CAT II approaches.

14.6.1 Aircraft Equipment¶

The ATR has the following equipment: 500-Series components: • One Computer • One Control Panel • One Advisory Control Panel • Three Servo Actuators (one for each axis)

The computer receives data from several sensors and generates commands to the flight control actuators and to the FD bars. Dual microprocessor architecture and digital servo-monitoring techniques are used to provide an adequate safety level. In ILS approach mode, LOC and GS are displayed both on ADU and on EADI: In white during the arm phase In green with a star during the capture phase In green without star when in track phase

Track phase, for both LOC and G/S, can only take place below 1500 ft RA, but must be achieved before 800 ft RA. End 500-Series

600-Series The Automatic Flight Control System (AFCS) is made up of the following components: • Two Core Avionics Cabinet (CAC 1 which controls the autopilot functions, and CAC 2 which monitors the autopilots functions) • Three control panel: one Flight Guidance and Control Panel (FGCP) and two Integrated Control Panel (ICP) • Two Flight Mode Annunciator (FMA), one on each PFD upper part • Three identical servo actuators on the three axes (pitch, roll, yaw) • One Power Trim Box (to interface with the pitch trim actuator). The computers (CAC 1/2) receive data from the Air Data Computers (ADC), the Attitude and Heading Reference Systems (AHRS), the radio-altimeter, the NAV 1/2, the FMS, and from some sensors. The CAC 1 generates commands to the flight control actuator and CAC 2 monitors the system.

In ILS approach mode, LOC and GS are displayed both the FMA’s and on PFD’s: In blue during the arm phase In green with a star during the capture phase In green without star when in track phase Track phase, for both LOC and G/S, can only take place below 1500 ft RA, but must be achieved before 800 ft RA. End 600-Series

14.6.3 CAT II Capability¶

500-Series As soon as APP mode is armed, the approach capability (as seen by the AFCS computer), will be displayed on the first line of the ADU (CAT 1 or CAT 2). CAT 2 message means that CAT II conditions are met; it replaces the CAT 1 message on ADU as and when all the following requirements are satisfied: • CM1 and CM2 AHAS valid. • CM1 and CM2 EFIS valid. • CM1 or CM2 DADC valid. • Radio Altitude 1 or Radio Altitude 2 valid. • Pilot and Copilot displaying an ILS source. • Radio altitude greater than 800 feet AGL. • Comparison monitor annunciator is non-active. The CAT2 message remains displayed for the duration of the approach if all the above stated conditions remain satisfied. If any of those requirements for the CAT2 message are lost, a CAT2 INVALID message flashes on the ADU. In addition a triple click aural warning is generated. End 500-Series

600-Series As soon as APP mode is armed, the approach capability (as seen by the AFCS computer), will be displayed on the FMA’s (CAT 1 or CAT 2). CAT 2 message means that CAT II conditions are met; it replaces the CAT 1 message on FMA’s as and when all the following requirements are satisfied: • CM1 and CM2 AHAS valid. • CM1 and CM2 EFIS valid. • CM1 or CM2 DADC valid.

Deviation	Calls
IAS – 0 kts/+10 kts	“Speed”
Bank Angle > 10°	“Bank Angle”
Pitch Attitude ± 4°	“Pitch”
	Excessive Deviation Threshold
---	---
Localiser	1/3 DOT
Glideslope	3/4 DOT
• Radio Altitude 1 or Radio Altitude 2 valid.
• Pilot and Copilot displaying an ILS source.
• Radio altitude greater than 800 feet AGL.
• Comparison monitor annunciator is non-active.
The CAT2 message remains displayed for the duration of the approach if all the above stated conditions remain satisfied. If any of those
requirements for the CAT2 message are lost, a CAT2 INVALID message flashes on the FMA’s. In addition a triple click aural warning is generated.
End 600-Series

500-Series enabled when CAT II conditions are met. The excess ILS deviation monitor is active during dual coupled CAT II AGL, localiser deviation is monitored between 500 ft and 0 ft AGL.

Deviation	Calls
IAS – 0 kts/+10 kts	“Speed”
Bank Angle > 10°	“Bank Angle”
Pitch Attitude ± 4°	“Pitch”
	Excessive Deviation Threshold
---	---
Localiser	1/3 DOT
Glideslope	3/4 DOT
If excessive is detected the associated scale and pointer turn AMBER and flash EXCESS DEV is displayed on the ADU. If Installed the Guidance
warning light located in the primary field of view of the pilot is also triggered.
End 500-Series

600-Series The excess ILS deviation monitor is active during dual coupled CAT II AGL, localiser deviation is monitored between 500 ft and 0 ft AGL. Excessive deviation on the GS or the LOC. The message on the FMA is associated with the GS or the LOC deviation scale flashing amber to indicate a flight path excusion. Red message, reverse video flashing for 7 seconds, then steady amber. End 600-Series

14.6.5 Dual Coupling¶

500-Series During ILS approach, DUAL coupling automatically occurs after LOC and GS track phase has begun, only if both NAV receivers are tuned to ILS. In dual CPL both arrows are illuminated and both NAV receivers are coupled to the AFCS computer which utilises average data for guidance computation.

Dual coupling requires that all of the following conditions are met. • The EHSls are displaying different ILS navigation sources tuned to the same frequency. • Both the localiser and glideslope are in track mode. • Radio altitude is below 1200 feet AGL. • Both navigation receivers are operative. End 500-Series

600-Series During ILS approach, DUAL coupling automatically occurs after LOC and GS track phase has begun, only if both NAV receivers are tuned to ILS. In dual CPL both arrows are illuminated and both NAV receivers are coupled to the AFCS computer which utilises average data for guidance computation. Dual coupling requires that all of the following conditions are met. • The PFD’s are displaying different ILS navigation sources tuned to the same frequency. • Both the localiser and glideslope are in track mode. • Radio altitude is below 1200 feet AGL. • Both navigation receivers are operative.

End 600-Series

14.6.6 Minimum Equipment Required¶

500-Series The equipment which must be serviceable at the beginning of the approach is established during the certification process and included in the AFM. This list should be used to amend the airline Minimum Equipment List (MEL). The dispatch conditions for relevant equipment should clearly indicate that CAT II operations are not authorised. This list should also be included in the airline operating manual and/or QRH to be used by the crew mainly in case of in flight failure. Before commencing a low visibility approach the crew has to check that all relevant equipment is operative. Below is the minimum equipment required on 500 series to meet CAT II approach criteria refer to AFM PRO.SPO CAT II Approach. End 500-Series

600-Series The equipment which must be serviceable at the beginning of the approach is established during the certification process and included in the AFM. This list should be used to amend the airline Minimum Equipment List (MEL). The dispatch conditions for relevant equipment should clearly indicate that CAT II operations are not authorised. This list should also be included in the airline operating manual and/or QRH to be used by the crew mainly in case of in flight failure. Before commencing a low visibility approach the crew has to check that all relevant equipment is operative.

Below is the minimum equipment required on 600 series to meet CAT II approach criteria refer to AFM PRO.SPO CAT II Approach. End 600-Series

14.6.7 CAT II Minimum Equipment¶

500-Series Approach with AP Autopilot 1 FD bars 1 (PF side) AP quick disconnect 1 (PF side) AP OFF warning (light and aural) 1 ADU 1 ILS receiver 2 AHRS 2 Standby Horizon 1 CRT 3 (2 PF side) SGU 2 Radio altimeter 1 (with 2 displays) DH indicator 2 GA pb 1 (PF side) Windshield wipers 1 (PF side) Yaw damper 1 Airspeed indicators 2: • F/O side must be operativea • If CAPT is PF, CAPT side must be operative Altimeters 3 Hydraulic system Blue + Green Electrical system DC: BUS1/BUS2/EMER/STBY/ESS AC: BUS1/BUS2/STBY ACW: BUS1/BUS2 MFC modules 3 a. The standby airspeed instrument can be easily monitored only from the CAPT position (Captain position). End 500-Series

	Approach with AP
Autopilot	1
COURSE rotary switch	2
AP quick disconnect	1 (PF side)
AP OFF warning (light and aural)	1
ILS receiver	2
AHRS	2
IESI	1
PFD	2
Radio altimeter	1 (with 2 displays)
DH indicator	2
GA pb	1 (PF side)
Windshield wipers	1 (PF side)
Yaw damper	1
ADC	2
Hydraulic system	Blue + Green
Electrical system	DC: BUS1/BUS2/EMER/STBY/ESS AC: BUS1/BUS2/STBY ACW: BUS1/BUS2
MFC modules	3
600-Series
PFD 2
ADC 2 AC: BUS1/BUS2/STBY
ACW: BUS1/BUS2
End 600-Series
### 14.7 Failures and Associated Actions During Approach

500-Series Any failure that is not completely treated before 1000 ft RAD ALT, or that occurs below 1000 ft RAD ALT, must always lead to a missed approach. 1. Engine Failure Provided lateral trimming is properly achieved before 1000 ft RAD ALT, single engine approach may be performed with autopilot engaged, but must be restricted to CAT I.

Warnings	Actions at the Time of Failure Detection		Complementary Actions
	> 1000 RAD ALT	< 1000 RAD ALT
Flap failure, jammed between 0 and 25 positions	Revert to Cat I minima	Not applicable
Flap failure, jammed above 25 position	Continue increase V (flaps 35) by APP 10kt		Multiply landing distance flaps 35 by 1.13
Engine failure	Revert to Cat I minima	Discontinue the approach
Hydraulic failure (without fluid loss)	Transfer No capability loss
2. AFCS Failure and Trajectory Deviation
In case of CAT II INVALID, excess deviations and AFCS failure, go around must be performed with STBY HORIZON: initial missed
approach attitude: 10°.
End 500-Series

600-Series Any failure that is not completely treated before 1000 ft RAD ALT, or that occurs below 1000 ft RAD ALT, must always lead to a missed approach. 1. Engine Failure Provided lateral trimming is properly achieved before 1000 ft RAD ALT, single engine approach may be performed with autopilot engaged, but must be restricted to CAT I. 2. AFCS Failure and Trajectory Deviation In case of CAT II INVALID, EXCESS DEVIATION or AFCS failure, Go Around must be performed. If no discrepancy is detected on PFD (CHECK ATT messages) PFD can be used with IESI monitoring to set the initial missed approach attitude. End 600-Series

14.7.1 A-C Systems¶

500-Series Actions Flap failure, jammed Revert to Cat I between 0 and 25 minima positions Continue increase Multiply landing Flap failure, jammed V (flaps 35) by distance flaps 35 by above 25 position APP 10kt 1.13 Revert to Cat I minima Discontinue the Hydraulic failure Transfer No capability approach (without fluid loss) loss

Warnings	Actions at the Time of Failure Detection		Complementary Actions
	> 1000 RAD ALT	< 1000 RAD ALT
First MFC module failure	Apply associated procedure continue the approach	Discontinue the approach
Second MFC module failure	Apply associated procedure Revert to CAT 1 minima	Discontinue the approach
Warnings	Actions at the Time of Failure Detection		Complementary Actions
---	---	---	---
	> 1000 RAD ALT	< 1000 RAD ALT
Flap failure, jammed between 0 and 25 positions	Revert to Cat I minima	Not applicable
Flap failure, jammed above 15 position	Continue increase V (flaps 30) by APP 10kt		Multiply landing distance flaps 30 by 1.13
Engine failure	Revert to Cat I minima	Discontinue the approach
Hydraulic failure (without fluid loss)	Transfer No capability loss
First MFC module failure	Apply associated procedure continue the approach	Discontinue the approach
Second MFC module failure	Apply associated procedure Revert to CAT 1 minima	Discontinue the approach
Actions Apply associated
First MFC module Discontinue the procedure continue
failure approach the approach
Apply associated Second MFC module Discontinue the
procedure Revert to failure approach
CAT 1 minima
End 500-Series

600-Series Actions Flap failure, jammed Revert to Cat I between 0 and 25 minima positions Continue increase Multiply landing Flap failure, jammed V (flaps 30) by distance flaps 30 by above 15 position APP 10kt 1.13 Revert to Cat I minima Discontinue the Hydraulic failure Transfer No capability approach (without fluid loss) loss Apply associated First MFC module Discontinue the procedure continue failure approach the approach Apply associated Second MFC module Discontinue the procedure Revert to failure approach CAT 1 minima End 600-Series

14.7.2 Flight Instruments¶

500-Series Actions at the Time of Failure Detection Complementary Warnings Actions

1000 RAD ALT < 1000 RAD ALT Revert to CAT I Standby horizon flag minima Radio altimeter Revert to CAT I warning on PM EFIS minima Switch to valid AHRS ATT/PIT/ROLL Reengage AP Revert First action before warning on any EFIS to CAT I minima switching AHRS is to refer to standby HDG warning on any Switch to valid AHRS horizon to determine EFIS Revert to CAT I the wrong AHRS minima LOC/GS/ILS warning Revert to CAT I on any EFIS minima Loss of one CRT on CAPT side or loss of Switch affected CRT Discontinue the EHSI CRT on F/O OFF approach side Switch affected CRT OFF Continue for an Loss of EADI CRT on AP approach Revert F/O side to CAT I minima for a FD approach Switch to valid SGU. Loss of both CRT on Revert to CAT I one side minima Loss of F/O airspeed Revert to CAT I indicator and CAPT minima side if PF Loss of F/O altimeter Revert to CAT I and CAPT side if PF minima End 500-Series

600-Series Actions at the Time of Failure Detection Complementary Warnings Actions

1000 RAD ALT < 1000 RAD ALT Revert to CAT I IESI minima Radio altimeter Revert to CAT I warning on PM EFIS minima AP single source Mismatch flag limited to 1000 ft “CHECK ATT” on or PFD Revert to CAT I First action before minima without AP switching AHRS is to refer to standby AP single source horizon to determine Mismatch flag limited to 1000 ft the wrong AHRS “CHECK HOG” on or PFD Revert to CAT I Discontinue the minima without AP approach LOC/GS/ILS warning Revert to CAT I on any DU minima Switch affected DU Loss of one DU OFF Loss of both DU on Revert to CAT I one side minima AP single source CHECK IAS flag or, limited to 1000 ft CHECK ALT flag or, or IAS FAIL flag or, Revert to CAT I ALT FAIL flag minima without AP End 600-Series

Warnings	Actions at the Time of Failure Detection		Complementary Actions
	ZRA: 1000 RAD ALT	500 FT
AP disengage	Try to recover If impossible revert to Cat I FD approach	Discontinue the approach
LOC or G/S excess deviation	Not applicable	Discontinue the approach
Loss of ADU	Perform a Cat I minima manual approach	Discontinue the approach
Loss of Cat II capability (Triple click)	Try to recover If impossible revert to Cat I minima	Discontinue the approach
Warnings	Actions at the Time of Failure Detection		Complementary Actions
---	---	---	---
	ZRA: 1000 RAD ALT	500 FT
AP disengage	Try to recover If impossible revert to Cat I FD approach	Discontinue the approach
LOC or G/S excess deviation	Not applicable	Discontinue the approach
Loss of Cat II capability (Triple click)	Try to recover If impossible revert to Cat I minima	Discontinue the approach
#### 14.7.3 AFCS and ADU

500-Series Actions Try to recover If Discontinue the approach Cat I FD approach LOC or G/S excess Discontinue the deviation approach Perform a Cat I Discontinue the approach approach Loss of Cat II Try to recover If Discontinue the capability (Triple impossible revert to approach click) Cat I minima End 500-Series

600-Series Actions Try to recover If Discontinue the approach Cat I FD approach LOC or G/S excess Discontinue the deviation approach Loss of Cat II Try to recover If Discontinue the capability (Triple impossible revert to approach click) Cat I minima End 600-Series

14.8 Maintenance and Engineering Procedures¶

14.8.1 Aircraft Equipment Status¶

The aircraft equipment status (Cat II or Not Cat II) will be controlled and recorded in the Technical Log. In order for a Cat II approach to be conducted, the aircraft must be serviceable to Cat II status. Where Cat II approaches have been abandoned or not been possible due to technical reasons, a suitable entry must be made in the aircraft technical log and the aircraft status downgraded as required.

14.8.2 System Downgrading¶

The Commander or a Certifying Engineer holding full approval in any trade category in the aircraft type may downgrade the aircraft to Category I. Downgrading is achieved by raising an Acceptable Deferred Defect (ADD). The Category Status of the aircraft will be controlled by the Technical Log ADD system. A separate ADD is to be raised for the component or system to differentiate the defect from the Category Status of the aircraft. Loganair Technical Control Centre will inform Operations of any changes in the Category Status of the aircraft.

14.8.3 System Upgrading¶

Upgrading can only be considered after the following criteria have been satisfied: 1. Positive identification and rectification of the defect that caused the downgrade have been carried out in accordance with the Aircraft Maintenance Manual (AMM). 2. Line Replaceable Units (LRU) removed for a defect must have passed a full bench test prior to installation. 3. Relevant LRU interface verification test must be satisfied as applicable and as detailed in the AMM. 4. The associated BITE checks must be satisfied. 5. A satisfactory operational test of Integrated Computers. 6. Whenever there is any doubt about the integrity of the system, a flight crew qualified to carry out CAT II approaches should be requested to carry out an UPGRADE ASSESSMENT approach. The request must be documented in the Technical Log. In this case an upgrade can only be considered when the operating crew has reported no adverse comment on the system performance, in the Technical Log.

Note: made by a CAT II approved flight crew and no engineer is available to clear the ADD, the Commander may, at his discretion, operate the aircraft to CAT II minima. Under these circumstances the Tech Log statement should be made on completion of the first sector where an engineer is available to clear the ADD.

14.8.4 Upgrade Assessment Approach¶

An Upgrade Assessment Approach must be carried out in CAT I meteorological conditions or better.
An Upgrade Assessment Approach may be made using a CAT II ILS with or without CAT II protection.
An Upgrade Assessment Approach may be made using a CAT 1 ILS.
When CAT II protection is not in place or when using a CAT I ILS the autopilot minimum use height of 160 ft must be observed. In this case system performance below 160 ft must be assessed while flying the remainder of the approach manually.
System performance should be assessed as PASS or FAIL as described in Section14.14 unless it is believed that signal interference was responsible for out of limits performance. If signal interference was believed to be responsible for out of limits performance the system should be reported as Not Assessed.

14.8.5 Robbery or Interchange of Units¶

Robbery or interchange of critical units is not recommended, as this will require both aircraft to be downgraded to CAT I and necessitate a subsequent upgrade to CAT II.

Note: released. The removed LRU must be sent for repair, as a very minimum, a bench check.

14.9 Low Visibility Operations¶

FLT 3.11.9

14.9.1 Decision Height and Visual Reference¶

14.9.2 Decision Height¶

Most pilots will have carried out several approaches to CAT I minima in weather conditions close to the relevant limits, and will be familiar with the visual segment available at a DA of the order of 200 ft. The required specified visual reference includes 6 lights (approach and/or runway), which is a sufficiently large segment to constitute a relatively ‘normal’ view of the environment providing enough visual cues to allow the pilot to make an instantaneous decision as to whether the approach may be safely continued. There is also normally sufficient time and distance available before flare initiation to allow some correction of alignment and tracking errors. Little specific training is therefore required for instrument to visual transition for CAT I approaches, except to emphasise the need for accurate flying on the ILS to minimise corrections after visual transition and the need for close monitoring by the PM. Crews must also be aware of the possibility of the illusion of pitch up when entering shallow fog, etc. However, when considering CAT II conditions, the picture is very different. The significantly reduced visual segment in minimum RVR associated with a DH of the order of 100 ft provides visual cues and environmental information which may only barely exceed the minimum required to assess the aircraft’s situation. Crews will be shown diagrams and simulator visual sequences in weather conditions close to and at CAT II minima. There is also very little time available to correct any alignment or tracking errors prior to flare initiation. The DH for a particular approach is determined by the accuracy, integrity and reliability of the ground and airborne equipment, and the maintenance of an OFZ to ensure adequate obstacle clearance in the missed approach case. The absolute minimum RVR assigned to a particular DH is chosen to provide a high probability that the required visual reference will be available at the DH. The visual reference required by a pilot at and below DH depends on the task that he has to carry out, and the visual segment available to him depends on the obscuring medium and its structure, the general rule in fog being that it becomes more dense with an increase in height. Research in the UK shows that, in deep, stable fog, there is a 90% probability that the

SVR from eye height greater than 25 ft above the ground will be less than the reported RVR. There is no similar data for blowing snow or heavy rain, but pilot reports suggest an SVR/RVR relationship similar to that for fog. Research using flight simulators and flight trials has shown that visual contact needs to be established about 3 seconds above DH to allow assessment of the external references and the evaluation of the flight path relative to those references. The duration of this decision process reduces to about 1 second when a fail-operational automatic landing system is being used. (The Embraer ATR 42/72 does not have such an automatic landing system).

14.9.3 Visual Reference¶

To establish lateral position and cross-track velocity, not less than one axial light segment of the approach lights or runway centreline or runway edge lights should be visible. To make accurate adjustments to the flight path in the vertical plane including the flare, using purely external cues, a point on the ground which has a low or zero rate of apparent movement relative to the aircraft (i.e. the aiming point) should be visible. Therefore, the requirement is that the pilot who is landing the aircraft arrives at DH having spent the previous 3 seconds assessing the visual cues available and the aircraft’s position. The CAT I concept of DH is modified to the concept of the Decision Zone which extends from 40 ft (3 seconds) above and in which the decision is made according the quality of the approach and the way the visual references develop as DH is approached. The crew enter the decision zone prepared for a go-around but as far as possible without any preconception as to the outcome. The pilot who is not carrying out the landing is not involved in the decision process and must not seek visual cues, but must closely monitor the A/C performance. The conditions required at DH to continue the approach and landing are: 1. The visual reference should be adequate to monitor the continued approach to minimum AP engagement height then complete and manually flare and land, The visual reference is a segment of at least 3 (three) consecutive lights, being the centreline of the approach lights or touchdown zone lights or runway centre line lights or runway edge lights or a combination of these which can be maintained. This visual reference must include a lateral element of the ground pattern i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting. 2. The flight-path should be acceptable. If these conditions are not satisfied it is mandatory to initiate a go-around.

If the decision to land has been made at DH and the visual references subsequently become insufficient, or the flight path deviates unacceptably below DH, a go-around must be carried out. The minimum visual segments required for CAT II approaches and landing are: 1. A visual segment of not less than 120 metres is required for a pilot to be able to maintain roll attitude manually at and below DH. 2. For a manual landing using only external visual cues, a visual segment of at least 225 metres will be required at the flare initiation height in order to provide the pilot with sight of the aiming point. Since SVR should increase with decreasing height, these requirements should normally be compatible.

14.9.4 Visual Acquisition¶

In CAT II conditions there are adequate visual cues to establish position and aircraft altitude in relation to the approach lights. However, PM must monitor instruments to determine immediately any tendency to deviate from the final approach path and airspeed. It is particularly important that PF appreciates the visual illusions created by shallow fog patches and continues to fly a correct approach path after AP disconnect. PM will be monitoring this phase continuously. The geometry of the ATR average approach attitude is such that at 100 ft RA, a visual segment of 174 m is obtained when the forward visibility from the cockpit to ground is 300 m (See below). Pitch attitude at DH is approximately 2.3° nose up.

14.9.5 Visual Segment at DH and Minimum Visual References¶

The minimum visual references allowing at the decision height to continue the approach and landing must be clearly defined in the Operations Manual and be in accordance with the applicable operational regulation.

Visual segment approaching CAT II Visual segment at 80 ft Minima In CAT II conditions, the visual cues must be sufficient to enable the pilots to judge the aircraft’s orientation to the run-way and to perform a manual landing. For roll guidance, most pilots need to see a lateral element of the ground pattern (e.g an approach lighting cross bar, the landing threshold, or a barrette of the TDZ). To make an accurate adjustment to the flight path in the vertical plane, such as a flare, most pilots need to see a point on the ground which has a low or a zero rate of apparent movement relative to the aircraft. On the basis of those findings, the European regulation states that a pilot may not continue an approach below DH unless visual references In accordance with the table hereunder are obtained and maintained. Use of landing lights at night In low visibility conditions can be detrimental to the acquisition of visual references. Reflected lights from water droplets or snow may actually reduce visibility. Landing lights would therefore not normally be used in CAT II weather conditions.

Visual References CAT II 3 consecutive lights of: • The centre line of the approach lights or; • The touchdown zone lights or; • The runway centreline lights or; • The runway edge lights or; • A combination of the above. A lateral element of the ground pattern: • Approach lighting crossbars or; • Threshold or; • Barrettes of the TDZ. If the RVR is at the minimum value of the approach category (300 m for CAT II) the visual segment at the decision height should be as shown on the drawings below: Visual references at 100 ft with 300 m RVR

14.10 Low Visibility Take-off Approach & Landing Operations¶

AMC1 SPA.LVO.100 Low Visibility Operations defines specific ranges of weather minima for Take-Off with LVTO approval.

14.10.1 LVTO – Aeroplanes RVR vs. Facilities¶

Facilities RVR (m) 1, 2 Day: runway edge lights and runway centre line 300 markings Night: runway edge lights and runway end lights or runway centre line lights and runway end lights Runway edge lights and runway centre line lights 200 Runway edge lights and runway centre line lights TDZ, MID, rollout 1503 High intensity runway centre line lights spaced 15 m or TDZ, MID, rollout 1253 less and high intensity edge lights spaced 60 m or less are in operation Runway protection and facilities equivalent to CAT III TDZ, MID, rollout 75 landing operations are available and the aircraft is equipped either with an approved lateral guidance system or an approved HUD/HUDLS for take-off. Note 1: The reported RVR value representative of the initial part of the take-off run can be replaced by pilot assessment. Note 2: Multi-engined aeroplanes that in the event of an engine failure at any point during take-off can either stop or continue the take-off to a height of 1500 ft above the aerodrome while clearing obstacles by the required margins. Note 3: The required RVR value to be achieved for all relevant RVRs TDZ: touchdown zone, equivalent to the initial part of the take-off run MID: midpoint AMC5 CAT.OP.MPA.110 defines specific ranges of weather minima for precision approaches for CAT I & CAT II in the following tables:

14.10.2 Altimeter Bug Take-Off¶

• All bugs set to the acceleration altitude.

DH or MDH			Class of Lighting Facility
			FALS	IALS	BALS	NALS
			See (a)(4), (5), (8) above for RVR <750/800 m
ft			RVR/CMV (m)
200	–	210	550	750	1000	1200
211	–	220	550	800	1000	1200
221	–	230	550	800	1000	1200
231	–	240	550	800	1000	1200
241	–	250	550	800	1000	1300
251	–	260	600	800	1100	1300
261	–	280	600	900	1100	1300
281	–	300	650	900	1200	1400
301	–	320	700	1000	1200	1400
321	–	340	800	1100	1300	1500
341	–	360	900	1200	1400	1600
361	–	380	1000	1300	1500	1700
381	–	400	1100	1400	1600	1800
401	–	420	1200	1500	1700	1900
421	–	440	1300	1600	1800	2000
441	–	460	1400	1700	1900	2100
461	–	480	1500	1800	2000	2200
481		500	1500	1800	2100	2300
501	–	520	1600	1900	2100	2400
521	–	540	1700	2000	2200	2400
541	–	560	1800	2100	2300	2500
561	–	580	1900	2200	2400	2600
581	–	600	2000	2300	2500	2700
601	–	620	2100	2400	2600	2800
621	–	640	2200	2500	2700	2900
641	–	660	2300	2600	2800	3000
#### 14.10.3 CAT I RVR/CMV vs DH/MDH

DH or MDH			Class of Lighting Facility
			FALS	IALS	BALS	NALS
			See (a)(4), (5), (8) above for RVR <750/800 m
ft			RVR/CMV (m)
661	–	680	2400	2700	2900	3100
681	–	700	2500	2800	3000	3200
701	–	720	2600	2900	3100	3300
721	–	740	2700	3000	3200	3400
741	–	760	2700	3000	3300	3500
761	–	800	2900	3200	3400	3600
801	–	850	3100	3400	3600	3800
851	–	900	3300	3600	3800	4000
901	–	950	3600	3900	4100	4300
951	–	1000	3800	4100	4300	4500
1001	–	1100	4100	4400	4600	4900
1101	–	1200	4600	4900	5000	5000
1201 and above			5000	5000	5000	5000
DH (ft)	Auto-coupled or Approved HUDLS to Below DH 1
---	---	---
	Aircraft Categories A, B, C RVR (m)	Aircraft Category D RVR (m)
100–120	300	300/350 2
121–140	400	400
141–199	450	450
#### 14.10.4 CAT II Operation Minima RVR vs. DH

RVR (m) (m) Note 1: This means continued use of the automatic flight control system or the HUDLS down to a height of 80% of the DH. The AFCS may be engaged to a minimum height of 80 feet. Note 2: An RVR of 300 m may be used for a category D aircraft conducting an auto-land.

14.11 Low Visibility Operating Procedures¶

The Commander shall satisfy themselves that: 1. The status of the visual/non-visual facilities is sufficient prior to commencing an LVTO or CAT II approach. 2. Appropriate LVPs are in force according to information received from ATC before commencing an LVTO or CAT II approach. 3. The flight crew are properly qualified prior to commencing an LVTO. 4. Company aircraft will not commence an LVTO in less than 125 m RVR at all of the relevant RVR reporting points. 5. Commanders are not authorised to determine CAT II minima. 6. Low visibility take-offs (visibilty less than 400 m) must be performed by CM1.

14.12 Effect on Landing Minima of Failed Ground Equipment¶

AMC7 SPA.LVO.100

14.12.1 General¶

These instructions are intended for use both pre-flight and in-flight. It is however not expected that the pilot-in-command/commander would consult such instructions after passing 1000 ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach could be continued at the pilot-in-command/commander’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in the table below, and the approach may have to be abandoned. The following conditions should be applicable to the tables below: 1. Multiple failures of runway/FATO lights other than indicated in Table 7 are not acceptable; 2. Deficiencies of approach and runway/FATO lights are treated separately; 3. For CAT II and CAT III operations, a combination of deficiencies in runway/FATO lights and RVR assessment equipment are not permitted; and 4. Failures other than ILS and MLS affect RVR only and not DH.

Failed or Effect on Landing Minima Downgraded CAT IIIB (no Equipment CAT IIIB CAT IIIA CAT II DH) ILS/MLS stand-by Not allowed RVR 200 m No effect transmitter Outer marker No effect if replaced by height check at 1000 ft Middle marker No effect At least one RVR assessment RVR value to On runways equipped with two or more RVR systems be available on assessment units, one may be inoperative the aerodrome Not allowed for operations with Approach lights No effect Not allowed DH >50 ft Approach lights No effect Not allowed except the last 210 m Approach lights No effect except the last 420 m Standby power for No effect approach lights Day: no effect Day: no effect Edge lights, threshold lights and runway end No effect Night: RVR Night: not lights 550m allowed Day: RVR Day: RVR Day: RVR 200m 300m 350m Centre line lights Not allowed Night: RVR Night: not Night: RVR 550m (400 m allowed 400m with HUDLS or auto-land) Centre line lights spacing increased to RVR 150 m No effect 30 m Day: RVR Day: RVR 300 m 200m Touchdown zone No effect lights Night: RVR Night: RVR 550 m, 350 m with 300m HUDLS or auto-land Taxiway light system No effect

14.13 Limitations¶

14.13.1 Autopilot and Yaw Damper¶

Select a FD mode before AP engagement. Minimum height for AP engagement after takeoff...........................100 ft NAV mode for VOR approach with either AP or FD is authorized only if: • A collocated DME is available • DME HOLD is not selected. Minimum height for use of either AP or FD: CAT II Miniumum height for use of Autopilot in approach mode..................80 ft

14.13.2 CAT I ILS Approach and Landing¶

The aircraft is permitted to make a CAT I ILS approach with, or without, the flight director followed by a manual landing, or an automatic coupled approach followed by a manual landing or a manual or go-around. The minimum decision height for a CAT I ILS coupled approach is 200 ft. The autopilot must be disengaged at a height above the runway threshold

14.13.3 CAT II ILS Coupled Approach and Landing¶

The ILS installation must be approved for CAT II operation. The aircraft is permitted to make a CAT II ILS coupled approach followed by a manual landing or a manual go-around. The radio altimeter must be tested before every CAT II ILS coupled approach. | Action | Value | | --- | --- | | • Except during takeoff or approach | 1000 ft | | • VS or IAS mode during approach | 160 ft | | • V-FP mode during LNAV/VNAV approach | 160 ft | | • L-GS mode during LPV approach | 160 ft | | • CAT I APP mode | 160 ft |

Radio altimeter indications must be available on both EADI’s/PFDs before, and during, every CAT II ILS coupled approach. The autopilot must be engaged during a CAT II ILS coupled approach. The flaps must be set to 30/35° for a CAT II ILS coupled approach. The landing flap selection must be made at a height greater than 1000 ft AGL indicated on the radio altimeter. 500-Series The CAT II system requires the white CAT II advisory be displayed on the ADU and the RA display to be operational. End 500-Series

600-Series The CAT II system requires both of the green CAT II annunciators on the FMA and the RA display to be operational. End 600-Series The autopilot must be disengaged after an engine failure during a CAT II ILS coupled approach, and the aircraft manually re-trimmed in all axes. The minimum decision height for a CAT II ILS coupled approach is 100 ft.

Note: this case, the actual decision height will not be less than 100 ft. The autopilot must be disengaged at a height above the runway threshold of not lower than 80 ft.

14.13.4 Approved Configurations¶

• Approach AP and FD are approved with use of approach mode for CAT II precision approaches. The CAT II capability must be displayed on the ADU. • Go-Around FD is approved with use of GA mode.

CAT II Wind Limitations (AFM PRO.SPO CAT 2 APPROACH)
	ATR 42	ATR 72
Headwind	15 kts	29 kts
Crosswind	15 kts	15 kts
Tailwind	10 kts	10 kts
Aircraft	Category
---	---
ATR 42/72	B
#### 14.13.5 Wind Speed Limitations
#### 14.13.6 Turbulence Limitations

Turbulence not greater than light to moderate.

14.13.7 Precipitation Limitations¶

Precipitation not greater than moderate.

14.13.8 Braking Action¶

Medium or better.

14.13.9 Minima¶

Company or approved chart minima, whichever is more restrictive.

14.13.10 Aeroplane Categories for Aerodrome Operating Minima¶

The criteria taken into consideration for the classification of aeroplanes by categories is the indicated airspeed at threshold (VAT). Note: Loganair use CAT C minima for circling approaches until established on final approach thereafter CAT B minima applies.

14.14 Monitoring of CAT II Approaches¶

EASA-SPA.LVO 105 AMC 3 A system of monitoring is to be used to detect any undesirable trends. This will highlight any trends toward the unsuitability of particular runways or aircraft for Cat II operations. When carrying out a Cat II approach, crews will record the following information using the AWOPS Performance Report – Evaluation of CAT II Approach on DocuNet. This information must be recorded and retained for 12 months.

CAT II Pass/Fail Criteria In order to achieve acceptable CAT II performance the autopilot must position the aeroplane at DH with the following limits: 1. Lateral The main gear shall remain within the extended runway edges, and the flight deck line within the lateral confines of the red approach barrettes (27 m/90 ft), with the aeroplane tracking in, parallel to or towards the centre-line. The maximum allowed deviation is 1/3 LOC dot. 2. Vertical Within 3/4 dot on the glide slope at 100 ft RA. Green CAT II Green must remain green until touchdown.

Note: protection in place. An aircraft that meets the above criteria using an unprotected CAT II signal or a CAT I signal for an Upgrade Assessment Approach can be assessed as acceptable for upgrade.

CAUTION: CAT II approaches may only be carried out using ILS systems that are approved for CAT II operations as terrain below the final approach may be unsuitable for CAT II RA minima.

14.15 Engineering, Maintenance & Technical Integrity¶

Instructions for the maintenance of Cat II and LVTO equipment have been established by Loganair Engineering. Loganair Engineering will monitor aircraft technical integrity. When a Cat II approach has been abandoned or not commenced due to technical reasons, an entry must be made in the aircraft tech log and the aircraft status downgraded as required. Downgrading of the aircraft from Cat II can be authorised by either the flight crew or a licensed engineer holding the appropriate approval and endorsement. However, the upgrade of an aircraft to Cat II status may only be carried out by a licensed engineer, holding the appropriate approval and endorsement.

14.16 Performance¶

14.16.1 Performance Envelope in Approach¶

• LLZ Capture: ≥6 nm • LLZ Capture angle: ≤90°

• GS Capture ≥1500 ft • Capture Speed: Max ≤180 kt at 1500 ft • Approach Speed Vapp = VmHB + Wind Correction Wind Correction = 1/3 the headwind or gust in full whichever is greater. Max correction 15 kts

14.16.2 Approach Climb Limits¶

At scheduled Company airports (<2,000 ft AMSL) the approach climb limit for CAT II approach with Anti-ice On is always above the MLW of 18,300kg (ATR42) or 22,350kg (ATR72).

14.16.3 Discontinued Approach¶

In view of the low decision height associated with CAT II operations, the approach mass of the aircraft, taking into account the take-off weight and the fuel expected to be consumed in flight, allows for a missed approach climb gradient with an engine failed, at the speed and configuration used for go-around to be at least 2.5% or the published gradient, whichever is the greater.

14.16.4 Landing Field Lengths¶

The landing distance required is the factored gross distance from a height of 50 ft to rest. At airfields where CAT II facilities exist, Flap 30/35° Landing Performance is promulgated in the Route Performance Manual. Associated Conditions: Engines All operating Anti-Icing As required Flaps 30/35° Landing gear Extended Airspeed Appropriate CAT II landing approach speed Runway Hard paved runway

14.16.5 Contaminated Runways¶

CAT II Approaches are not permitted on Contaminated or Slippery runways.

14.17 Training and Recency¶

Training and Recency Requirements Initial and recurrent training requirements for Low Visibility Operations are laid down in OM D Section2.5.9. (SPO.LVO.120) The Company will ensure that, in conjunction with the normal recurrent training and operator proficiency checks, a pilot’s knowledge and ability to perform the tasks associated with the particular category of operation for which he is authorised, is checked. The required number of approaches to be undertaken in a flight simulator within the validity period of the operator proficiency check is to be a minimum of two, one of which may be substituted by an approach and landing in the aeroplane using Category 2 procedures. One missed approach must be flown during the conduct of the operator proficiency check. As the Company is authorised to conduct take-offs when the RVR is less than 150 m, at least one LVTO must be flown with RVR of 125 m during the conduct of the operator proficiency check. One landing must be completed at the lowest approved RVR.

14.18 Crew Qualifications¶

For crew qualifications, please refer to Loganair OM A Section8.4.2, Low Visibility Operations.

14.19 Planning Considerations¶

14.19.1 Freezing Rain and Drizzle¶

Neither a take-off, nor an approach and landing, is to be carried out in actual freezing rain or freezing drizzle conditions: 1. Before departure if the actual or forecast weather at the destination is freezing rain or freezing drizzle, then two alternates must available above landing minima and with no actual or forecast freezing rain or freezing drizzle. 2. If upon arrival at a destination the actual weather is freezing rain or freezing drizzle, then no approach can be made to that airport until the condition has cleared. 3. A take-off is not permitted during reported or observed freezing rain or freezing drizzle.

Approach Type	Minimum DH	Minimum Runway Visual Range
		TDZ	MID	STP
CAT 2	100 ft	300 m	125 m	75 m (If required)
CAT 1	200 ft	550 m	125 m	75 m (If required)
#### 14.19.2 Departure Airfield

Minimum RVR and lighting requirements for take-off Crew RVR Requirement Airfield and Lighting Requirements In all 3 zones High intensity CL at 15 m intervals. Edge lighting at 60 m intervals. 90 m visual segment. 150 m–199 m None Runway edge and CL lights. In all 3 zones 200 m–249 m None Runway edge and CL lights. 250 m–499 m None Runway edge lighting and/or CL markings. Runway end lights required at night. Greater than None No lighting required. (Daylight Only) 500m Note 1: The reported RVR for the initial part of the take-off run can be replaced by pilot assessment. When there is no reported RVR, the take-off can only be commenced if the commander can determine that the RVR along the runway is equal to or better than the required minimum. Note 2: There must be a suitable airfield within 60 minutes still air flying time on 1 engine, ISA conditions at FL 100, with TAFS at Cat I conditions or better if the take-off RVR precludes a landing at the point of departure. • ATR 42 : 218 nm • ATR 72 : 199 nm

14.19.3 Destination Airfield¶

Weather conditions must be at or above the appropriate landing minima Type TDZ MID STP

14.19.4 Alternate Airfield¶

The alternate weather must be, or forecast to be, at or above the relevant minima for the ETA at the destination and possible diversion.

14.19.5 Crew Qualifications¶

The commander must verify that both pilots are qualified and meet recency requirements for the intended operation.

14.19.6 AIS¶

The destination airfield must be Cat II approved and all relevant radio aids must be serviceable.

14.19.7 Fuel Planning¶

In addition to normal requirements, consideration should be given to carrying extra fuel to cover delays. While LVPs are in force separation is increased causing possible delays. Additionally delays can be expected when weather conditions improve due to a backlog of traffic. An extra 30 minutes of holding time equates to approximately 300kgs of fuel. Particular attention should also be paid to minimum fuel requirements for designated alternate airfields, bearing in mind that wide-spread low visibility conditions may lead to limited options for alternate airfields.

14.19.8 Pre-Flight¶

Check the autopilot status page in the aircraft technical log. Crew briefing for low visibility take-offs must include Cat II procedures, holding points and other relevant information.

14.19.9 Taxiing¶

Allow extra time for ground operations to achieve ATC slots when LVPs are in force. Make use of taxiway charts and keep taxi speed as low as necessary for safe progress. Both pilots should devote their full attention to taxiing. Specific taxi routes for LVP’s as stipulated in the Navigation charts must be adhered to unless superseded by ATC instructions. Allow extra margins during taxiing.If unsure, ask for assistance from radar or a follow-me car. Single Engine Taxi is not permitted when LVP are in force.

14.20 Procedures¶

EASA-SPA.LVO 125 AMC 1

Both pilots must be CAT II Qualified. For the approach the First Officer (CM2) will be the pilot flying (PF) and as such will call for configuration changes, checklists, etc. as for a normal approach. CM1 will permanently monitor flight and engine instruments and aircraft systems. The captains (CM1) primary task is decision making with particular emphasis on acquisition of visual references at decision height. If by decision height, CM1 obtains and is able to maintain adequate visual references, takes control and continues the approach, disconnecting the autopilot and YD at 80 ft RA and manually lands the aircraft. Both CM1 and CM2 cross check any selections made on the AFCS/FGCP and announce the selection made from the EADI/FMA. To avoid any confusion during a CATII approach, Pilots shall complete the approach as briefed to CATII minima regardless of becoming visual at an earlier stage. Use of Checklists Checklists are to be used at all times on a challenge and response basis where shown. CM1 will call for the relevant checklist which is then read by CM2 as a challenge and response. When taxiing when LVOPS are in force, checklists and checklist items should only be accomplished when the aircraft is stationary.

14.20.2 Altimeter Bugs¶

Landing 500-Series 1 Bug set to DA/CDA for the relevant approach. 1 Bug set to DA/CDA plus 100 ft. 1 Bug set to DA/CDA plus 500 ft End 500-Series

600-Series CAT I Minima set via the ICP as the active selection. End 600-Series

14.20.3 Radio Altimeter¶

The decision height is referenced to the Radio Altimeter. 500-Series Set CAT I/II DH using the inner knob of the EFIS control panel. End 500-Series

600-Series • CAT I Minima set via the ICP (background selection) • CAT II Minima set via the ICP as the active selection End 600-Series

14.20.4 Low Visibility Take-Off¶

When visibility is less than 400m CM1 will perform the take-off. The minimum RVR for take-off is 125 m in all 3 zones. On completion of the before take-off checklist, the RVR can be cross-checked with the runway lights. The requirement for take-off is a 90 m visual segment from the flight deck. This is equal to seeing 7 centreline lights spaced at 15 m intervals. Check the runway centreline with the ILS localiser. The runway centreline lights should be used as directional guidance. Advancing the power with brakes on will assist streaming effect with the increasing speed and will assist in directional control.

14.20.5 Rejected Take-off¶

Normal SOPs must be applied. CM2 will make additional speed calls during the deceleration indicating runway length remaining. Centreline lights alternate red and white at 900 m remaining and are all red at 300 m from runway end. As a rule of thumb: Speed < 90 kts with 900 m remaining and < 30 kts with 300 m remaining.

14.20.6 After Take-off¶

If required, it may be necessary to advise ATC once airborne.

14.20.7 Descent and Approach¶

Monitor the destination and alternate weather, and monitor the fuel status and holding time available. Prior to commencing the descent, the CAT II checklist in the Normal Procedures section of the QRH must be completed. Cabin crew shall be reminded to ensure that all PED are switched off prior to giving the “Cabin secure” call. The standard approach brief is to be conducted by CM2 when Cat II procedures are to be used, in addition the briefing must include the following: • All standard Cat II calls • Stabilisation Criteria • Approach ban point • A review of crew actions in the event of a go-around at and below decision height • The Cat I reversion procedure • Expected runway exit points and low visibility taxi routes and procedures • Radio Altimeter Setting • Seat Position The visual segment of runway or approach visible from the cockpit is very dependent on the pilot having the correct eye position in the cockpit. The optimum position is attained by adjusting the seat position to align the red and white guidance balls on the screen centre-post.

14.20.8 Initial Approach¶

Once the descent checks are completed CM2 must be the PF. Check LVP’s in force with ATC or ATIS and if required, inform ATC of your Cat II capability.

14.20.9 Final Cleared Altitude¶

The aircraft should be configured for the approach with both ILS receivers tuned to the ILS for the runway in use and the runway HDG set on both course selectors. FD bars must be active.

14.20.10 Final Approach¶

When cleared to establish on the localiser, arm the APPmode. The approach capability will be displayed on the ADU/FMA. (Cat 1 or Cat 2) CM2 will request configuration changes. As the aircraft speed approaches Vapp it must be configured for landing. The aircraft must be stabilised with all checks complete by 1000 ft AAL. Either pilot should call any abnormalities should they occur.

Note: reported RVR is less than the applicable minima. If, after passing 1000 ft AAL, the reported RVR falls below the applicable minimum, the approach may be continued to DH. The approach may be continued below DH and the landing may be completed provided that the visual reference adequate is established at DH or and is maintained. If not, a go-around must be executed. The touchdown zone RVR shall always be controlling.

14.20.11 Landing¶

A lateral element of the ground lighting system (approach crossbar or landing threshold bar) and at least three consecutive lights of the following must be seen and maintained to positively align the aircraft: • Centre-line of the approach light, or • Touch-down zone lights, or • Runway centre-line lights, or • Runway edge lights, or • Any combination of the above If adequate visual references are obtained at minimums, continues the approach, disengages the AP at 80 ft RA and manually lands. Touchdown must occur in the designated Touch Down Zone (TDZ) Missed Approach If adequate visual references are not obtained at minimums, CM1 announces “Go Around”. CM2 immediately initiate a normal missed approach. A missed approach must be initiated for any of the following: • Inadequate visual references at DH

• No response from CM1 at DH • A safe landing is uncertain • A failure not fully dealt with above 800 ft RA • ILS deviation more than ± 3/4 dot GS or 1/3 dot LOC • Aircraft too far out of trim at DH • A sudden change of rate of descent or altitude below 500 ft RA • Either pilot becomes incapacitated, unless continuation is the only safe option

14.20.12 CAT II Approach Calls¶

Refer to Section2.5.3.16, CAT II Approach.

14.20.13 Loss of Visual Reference After Decision to Land¶

Should CM1 lose visual references after the decision to land was made they shall execute a go around. After Touch Down It is essential that CM2 keep his eyes inside the cockpit, monitoring the approach and landing on instruments until the landing run is complete. CM1 will seek the Cat II runway exit point and when clear CM2 will inform ATC that they have vacated the runway.

14.21 Failures and Associated Actions¶

Either pilot is to call on recognition of failures or deviation from a safe flight path. Failures during approach should lead to a missed approach unless: Visual references have been achieved, or The relevant checklists and procedure have been fully applied above 800ft RA.

14.21.1 Engine Failure¶

Except in an emergency situation, Single Engine CAT II approaches are not permitted and the flight should be diverted to an airfield with CAT I conditions or better.

14.21.2 Pilot Incapacitation¶

Pilot incapacitation is detectable in the usual way, by one pilot not responding to a command or request in the appropriate manner. If a pilot becomes incapacitated the other pilot should discontinue the CAT 2 approach, unless they consider that continuing the approach and landing is the safest option available.

14.21.3 System Failures¶

Please refer to Section14.7. Note 1: If a failure, downgrading the aircraft’s CAT II capability occurs, the approach cannot be continued below the approach ban point unless the revised RVR applicable to the downgraded aircraft status exists. Note 2: Any CAT II equipment failure requires positive crew actions. Corrective actions must include the use of company and/or aircraft manufacturers checklists as promulgated in the company SOPs. While not always required, in the event of an equipment failure during a Cat II approach a go around is recommended.

FMS Procedures 15 FMS Procedures

Section 15: FMS / GNSS Operating Procedures¶

15.1 General¶

FMS is the primary navigation system. 500-Series: Honeywell HT-1000. 600-Series: Thales FMS.

PF programs FMS. PM cross-checks entries and monitors FMS performance.

15.3 Verifying Flight Plans¶

Cross-check FMS waypoints against CIFP and OFP. Confirm route, altitudes, performance.

15.4 Thales FMS Operating Procedures 600 Series¶

Thales FMS (600-Series)

15.4.1 Departure Initialisation¶

FMS power-up, database selection, flight plan entry, performance initialisation.

15.4.2 Cruise Configuration¶

Fuel prediction, ETA, altitude constraints.

15.4.3 Arrival Configuration¶

STAR selection, approach selection, missed approach programming.

15.5 Honeywell GNSS Operating Procedures ATR 42/72-500¶

Honeywell GNSS (500-Series)

15.5.1 Departure Initialisation¶

FMS initialisation via MCDU. Waypoint entry, route building.

Section 16: RNP & RNAV Procedures¶

16.1 RNP and RNAV Principles¶

Performance-based navigation. RNP includes on-board performance monitoring and alerting.

On-Board Navigation System FMS with GPS/IRU/radio nav inputs. Multi-sensor position determination.

GNSS, VOR/DME, IRS blended solution. Auto/manual selection.

16.1.4 Accuracy Requirements¶

95% containment. Loss of RNP capability requires reverting to conventional navigation.

16.1.5 Integrity Requirements¶

Integrity RAIM/FDE availability check required before RNP operations. Outage periods checked via NOTAMs.

16.1.6 Continuity System redundancy — dual FMS installations.¶

16.1.7 RAIM¶

RAIM prediction for departure, en-route, approach phases. RAIM must be available for RNP APCH.

16.2 PBN Operational Procedures¶

16.2.1 PBN Requirements¶

Navigation specification per airspace: RNAV 5, RNAV 2, RNAV 1, RNP 4, RNP 2, RNP 1, RNP APCH.

16.2.2 Required Navigational Performance¶

Required Navigation Performance Accuracy — 95%: RNP 0.3 (approach), RNP 1 (departure/arrival), RNAV 2 (en-route).

16.2.3 RAIM Prediction for each RNP value. RAIM failure → do not commence RNP approach.¶

16.2.4 Pre-Flight Preparation¶

Pre-flight Preparation Database currency, RAIM check, NOTAMs, aircraft certification, crew qualification.

16.2.5 RNP Departures¶

16.2.5.1 General¶

RNP SID requires RNP 1. DFU not required if departure can revert to conventional SID.

16.2.5.2 16.2.5.2 Engine Failure Routing¶

Engine Failure Routing Engine failure contingency on RNP departure — may revert to conventional routing or fly runway heading.

16.2.5.3 Route Modification¶

Lateral route changes require recalculated RNP. Check FMS annunciation.

16.2.5.4 Loss of RNP Capability¶

If RNP cannot be maintained on departure: advise ATC, revert to conventional guidance.

16.2.5.5 Selection of LNAV¶

LNAV engaged before departure. Verify FMS mode.

16.2.5.6 NAV Source Annunciation¶

Check FMA for "NAV" mode. FM selected on FGCP.

16.2.5.7 Waypoint Annunciation¶

Sequencing monitored. Cross-track error checked.

16.2.5.8 Use of Autopilot¶

Autopilot recommended for RNP departures. Manual flight requires higher alertness and cross-monitoring.

16.3 Enroute RNAV 2 and RNAV 5¶

En-route RNAV 2 and RNAV 5 En-route RNAV requirements. RAIM prediction, position cross-check at waypoints.

16.4 RNAV1 and RNP1 Arrivals¶

RNAV 1 and RNP 1 Arrivals STAR with RNP 1. Approach transition. Speed and altitude constraints managed via FMS.

16.5 RNP APCH¶

16.5.1 Magnetic Variation Error (MAGVAR)¶

Database must apply correct MAGVAR. Check at approach validation.

16.5.2 RNP APCH (LNAV)¶

LNAV approach to MDA. Standard missed approach.

16.5.2.1 Arrival¶

RNP transition to IAF.

16.5.2.2 Approach LNAV approach. DA/MDA per approach plate. Standard callouts.¶

16.5.3 RNP APCH (LNAV/VNAV) and 3D Overlay¶

Baro-VNAV or SBAS vertical guidance. Temperature limitations apply.

16.5.4 LPV Approach¶

SBAS approach with vertical guidance to LPV minima. ILS-like operation.

16.5.4.1 Vectored LPV Approach¶

Vectored LPV ATC vectors to final approach course. Vectors must not violate RNP containment.

16.5.4.2 Procedural LPV Full procedure from IAF. FMS sequencing through approach.¶

16.5.5 LPV System Failures Loss of LPV capability → revert to LNAV minima or go-around.¶

16.6 2D Overlay Approaches¶

NDB/VOR approaches with GPS overlay. Lateral guidance only. MDA applies.

16.7 Missed Approach RNP1¶

Missed Approach RNP 1 Missed approach procedure followed via FMS. RNP 1 applies. ATC coordination.

Section 17: Normal Checklists¶

17.1 ATR 42-500 Normal Checklist¶

600-Series Not Applicable End 600-Series

500-Series AATR 42-500 NORMAL CHECKLIST PRELIMINARY COCKPIT PREPARATION BEFORE TAXI * SHORT TRANSIT CHECKS PROP BRAKE OFF ♦ GEAR PINS & COVERS ON BOARD COCKPIT COM HATCH CLOSED ♦ APM TEST PERFORMED CL 1 + 2 AUTO ♦ STICK PUSHER - PERFORMED ANTI-ICING AS REQUIRED SHAKER TEST ANTI-SKID TEST PERFORMED ♦ ENGINE FIRE TEST * PERFORMED FLAPS 15° ♦ TRIMS TEST * PERFORMED APM SET ♦ ATPCS STATIC TEST * PERFORMED NWS ON ♦ CVR-DFDR TEST * PERFORMED START SELECTOR OFF & START ABORT ♦ NWS * AS REQUIRED TAXI DEPARTURE BRIEF TAXI & T.O LIGHTS ON ♦♦ Ground Emergencies, Evacuation and Deplaning Drills and BRAKES CHECKED Take-Off Emergencies Threats - Any threats for this flight, Aircraft Type 42/72? AFCS / ADU SET & CHECKED Taxi, Runway, SID, No SID departure, GNSS/ T/O CONFIG TEST PERFORMED Charts - NAV, Radio Aids, ADU, Transition Altitude. Terrain - MSA, Engine Failure Procedure, Engine CABIN REPORT RECEIVED Failure > 1500ft AGL, Acceleration Altitude. BEFORE TAKE OFF Sig Weather, Anti-Ice, Turbulence, Take-Off Weather - Alternate, QNH setting, Weather radar TAKE - OFF BRIEFING CHANGES / AS BRIEFED Bleeds, FFD Checks, Autopilot engagement, GUST LOCK OFF Operational - Speeds, Fuel, Airborne Return, NOTAM’s, FLIGHT CONTROLS CHECKED Defects, Cruise Level, Handover, HOTEL Mode, Jumpseat, OEB’s? XPDR / TCAS ALT/ AUTO AIR FLOW NORMAL FINAL COCKPIT PREPARATION CABIN CREW ADVISED PARKING BRAKE ON / PRESS CHECKED BLEED VALVES AS REQUIRED ALTIMETERS SET & X - CHECKED EXTERNAL LIGHTS ON LANDING ELEV SET LATERAL FD BAR CENTRED GNSS / COM / NAV SET RUDDER CAM CENTRED FUEL QTY CHECKED CCAS RCL then TO INHIB ENGINE FUEL USED RESET AFTER TAKE OFF MEMO PANEL CHECKED LDG GEAR UP PWR MGT TO FLAPS 0O DEPARTURE BRIEFING COMPLETE PWR MGT / NP CLB / CHECKED MOBILES / EFB FLIGHT SAFE MODE BLEED VALVES ON PROP BRAKE ON / OFF TAXI & T.O LIGHTS OFF BEFORE PROPELLER ROTATION ALTIMETERS SET & X CHECKED T/O BUGS SET & X CHECKED Required First Flight of the Day and/or ♦ TRIMS (3 axes) SET taking over a de-powered aircraft. DOORS CLOSED ♦♦ Crew First Flight of the Day SEAT BELT SIGNS ON BEACON ON ■ Last Flight of the Day R Read and Do Issue 9 (NOV 2022) 42-500 AFM Rev 29

CL1(4)	FTR then FUEL S.O
PARKING
PARKING BRAKE ON
TAXI & T.O LIGHTS OFF
■ ATPCS DYNAMIC TEST PERFORMED
CL1 FTR then FUEL S.O.
CL2 FEATHER
PROP BRAKE ON
BEACON OFF
XPDR STBY
SEAT BELT SIGNS OFF
CROSSWIND LIMITATIONS
---	---
RWYCC	LIMIT
6 – DRY	35 kts(3)
5 – GOOD	35 kts(3)
4 – GOOD to MEDIUM	30 kts
3—MEDIUM	22 kts
2 - MEDIUM to POOR	22 kts
1 - POOR	15 kts
0 - LESS than POOR	PROHIBITED
CAT II LANDING	15 kts
RUNWAY ≤ 35 m	25 kts
ARRIVAL BRIEF AFTER LANDING (R)
Threats - Any threats for this flight, Aircraft Type 42/72? RADAR STBY FLIGHT CONTROLS LOCKED
Runway, LDTA, STAR, Let-down brief, GNSS/ Charts - NAV, Radio Aids, Landing Elevation, Missed FLAPS 0°
Approach, Runway exit, Taxi, Parking. TRIMS ( 3 axes) RESET Terrain - MSA, Radar Minimums, AA for Go Around. LAND & STROBE LIGHTS OFF
Weather - Minima, Wind, Turbulence, Icing, Radar. ANTI / DE-ICING OFF PROBES HTG OFF
TOD, Monitored Approach, Malfunctions, Operational Speeds, Fuel, Use of Autopilot - Aer at least 2 min
LDG BUGS SET & X CHECKED APPROACH
SEAT BELTS SIGNS ON LANDING LIGHTS ON GROUND POWER ON
ALTIMETERS SET & X CHECKED CL2 FUEL S.O.
CABIN ALTITUDE CHECKED WING LIGHTS OFF LANDING PA SENT
LEAVING THE AIRCRAFT OXYGEN MAIN SUPPLY OFF
FLIGHT SYSTEMS SET & IDENTIFIED ICE & RAIN PROTECTION OFF
CABIN REPORT RECEIVED EXTERNAL LIGHTS OFF
BEFORE LANDING EMERGENCY EXIT LIGHTS DISARM CABIN CREW ADVISED RADAR / EFIS / COM / NAV OFF
LDG GEAR 3 GREENS FUEL PUMPS 1 & 2 OFF FLAPS 35° EXT PWR OFF
BATTERY OFF PWR MGT TO
ICING AOA LIGHT AS REQUIRED EXTERNAL LIGHTS ON
(1) Steep Approach and as required.
(2) Steep Approach only (3) Company limitation.
(4) If conducting Single Engine Taxi.
Note: See QRH LIM.5 Secon 4.1 for Crosswind Chart.

End 500-Series

17.2 ATR 72-500 Normal Checklist¶

600-Series Not Applicable End 600-Series

500-Series ATR 72-500 NORMAL CHECKLIST PRELIMINARY COCKPIT PREPARATION BEFORE TAXI * SHORT TRANSIT CHECKS PROP BRAKE OFF ♦ GEAR PINS & COVERS ON BOARD COCKPIT COM HATCH CLOSED ♦ APM TEST PERFORMED CL 1 + 2 AUTO ♦ STICK PUSHER - PERFORMED ANTI-ICING AS REQUIRED SHAKER TEST ANTI-SKID TEST PERFORMED ♦ ENGINE FIRE TEST * PERFORMED FLAPS 15° ♦ TRIMS TEST * PERFORMED APM SET ♦ ATPCS STATIC TEST * PERFORMED NWS ON ♦ CVR-DFDR TEST * PERFORMED START SELECTOR OFF & START ABORT ♦ NWS * AS REQUIRED TAXI DEPARTURE BRIEF TAXI & T.O LIGHTS ON ♦♦ Ground Emergencies, Evacuation and Deplaning Drills and Take-Off Emergencies BRAKES CHECKED Threats - Any threats for this flight, Aircraft Type 42/72? AFCS / ADU SET & CHECKED Charts - Taxi, Runway, SID, No SID departure, GNSS/ T/O CONFIG TEST PERFORMED NAV, Radio Aids, ADU, Transition Altitude. MSA, Engine Failure Procedure, Engine Terrain - Failure > 1500ft AGL, Acceleration Altitude. CABIN REPORT RECEIVED Weather - Sig Weather, Anti-Ice, Turbulence, Take-Off BEFORE TAKE OFF Alternate, QNH setting, Weather radar TAKE –OFF BRIEFING CHANGES / AS BRIEFED Bleeds, FFD Checks, Autopilot engagement, GUST LOCK OFF Speeds, Fuel, Airborne Return, NOTAM’s, Operational - Defects, Cruise Level, Handover, HOTEL FLIGHT CONTROLS CHECKED Mode Jumpseat, OEB? XPDR / TCAS ALT/ AUTO AIR FLOW NORMAL FINAL COCKPIT PREPARATION PARKING BRAKE ON / PRESS CHECKED CABIN CREW ADVISED ALTIMETERS SET & X - CHECKED BLEED VALVES AS REQUIRED LANDING ELEV SET EXTERNAL LIGHTS ON GNSS / COM / NAV (GPS) SET LATERAL FD BAR CENTRED RUDDER CAM CENTRED FUEL QTY CHECKED CCAS RCL then TO INHIB ENGINE FUEL USED RESET MEMO PANEL CHECKED AFTER TAKE OFF PWR MGT TO LDG GEAR UP DEPARTURE BRIEF COMPLETE FLAPS 0O MOBILES / EFB FLIGHT SAFE MODE PWR MGT / NP CLB / CHECKED PROP BRAKE ON / OFF BLEED VALVES ON TAXI & T.O LIGHTS OFF BEFORE PROPELLER ROTATION CDLS ON ALTIMETERS SET & X CHECKED T/O BUGS SET & X CHECKED Required First Flight of the Day and/or ♦ TRIMS (3 axes) SET taking over a de-powered aircraft. TAIL PROP ON BOARD ♦♦ Crew First Flight of the Day DOORS CLOSED SEAT BELT SIGNS ON ■ Last Flight of the Day BEACON ON R Read and Do Issue 9 (NOV 2022) 72-500 AFM Rev 29

CL1(3)	FTR then FUEL S.O
PARKING
PARKING BRAKE ON
TAXI & T.O LIGHTS OFF
■ ATPCS DYNAMIC TEST PERFORMED
CL1 FTR then FUEL S.O.
CL2 FEATHER
PROP BRAKE ON
BEACON OFF
XPDR STBY
BEFORE LANDING
---	---
CABIN CREW ADVISED
LDG GEAR 3 GREENS
FLAPS 30°
PWR MGT TO
TLU LO SPEED CHECKED
ICING AOA LIGHT AS REQUIRED
EXTERNAL LIGHTS ON
CONDITION LEVERS(1)	100% OVRD
STEEP APPROACH(2)	ON
MISSED APPROACH ALT SET
CROSSWIND LIMITATIONS
---	---
RWYCC	LIMIT
6 – DRY	35 kts
5 – GOOD	28 kts
4 – GOOD to MEDIUM	22 kts
3—MEDIUM	16 kts
2 - MEDIUM to POOR	16 kts
1 - POOR	10 kts
0 - LESS than POOR	PROHIBITED
CAT II LANDING	15 kts
RUNWAY ≤ 35 m	25 kts
ARRIVAL BRIEF AFTER LANDING (R)
Threats - Any threats for this flight, Aircraft Type 42/72? RADAR STBY FLIGHT CONTROLS LOCKED
Runway, LDTA, STAR, Letdown brief, GNSS/ Charts - NAV, Radio Aids, Landing Elevation, Missed FLAPS 0°
Approach, Runway exit, Taxi, Parking. TRIMS ( 3 axes) RESET Terrain - MSA, Radar Minimums, AA for Go Around. LAND & STROBE LIGHTS OFF
ANTI / DE-ICING OFF Weather - Minima, Wind, Turbulence, Icing, Radar. PROBES HTG OFF
TOD, Monitored Approach, Malfunctions, - Aer at least 2 min ♦♦ Go Around Actions, Idle Gate Failure
GNSS SET & CHECKED SEAT BELT SIGNS OFF
APPROACH SEAT BELTS SIGNS ON GROUND POWER ON
LANDING LIGHTS ON CL2 FUEL S.O.
WING LIGHTS OFF ALTIMETERS SET & X CHECKED
CABIN ALTITUDE CHECKED LEAVING THE AIRCRAFT LANDING PA SENT OXYGEN MAIN SUPPLY OFF
ICE & RAIN PROTECTION OFF FLIGHT SYSTEMS SET & IDENTIFIED
EXTERNAL LIGHTS OFF CABIN REPORT RECEIVED
EMERGENCY EXIT LIGHTS DISARM CDLS (if installed) OFF
EXT PWR OFF BATTERY OFF
(1) Steep Approach and as required.
(2) Steep Approach only.
(3) If conducting Single Engine Taxi.
Note: See QRH LIM.5 Secon 4.1 for Crosswind Chart.
End 500-Series

17.3 ATR 72-600 Normal Checklist¶

500-Series Not Applicable End 500-Series

600-Series ATR 72-600 NORMAL CHECKLIST PRELIMINARY COCKPIT PREPARATION BEFORE TAXI * SHORT TRANSIT CHECKS FWS RCL ♦ GEAR PINS & COVERS ON BOARD PROP BRAKE OFF ♦ APM TEST PERFORMED COCKPIT COM HATCH CLOSED ♦ STICK PUSHER - PERFORMED CL 1 + 2 AUTO SHAKER TEST ♦ ENGINE BOOST— ANTI-ICING AS REQUIRED FUNCTION TEST PERFORMED ANTI-SKID TEST PERFORMED ♦ ENGINE FIRE TEST * PERFORMED FLAPS 15° ♦ TRIMS TEST * PERFORMED NWS ON ♦ ATPCS STATIC TEST * PERFORMED TRU ON & CHECKED ♦ CVR-DFDR TEST * PERFORMED START SELECTOR OFF & START ABORT ♦ NWS * AS REQUIRED TAXI DEPARTURE BRIEF TAXI & T.O LIGHTS ON ♦♦ Ground Emergencies, Evacuation and Deplaning Drills and Take-Off Emergencies BRAKES CHECKED Threats - Any threats for this flight, Aircraft Type 42/72? FGCP/FMA SET / CHECKED Charts - Taxi, Runway, SID, No SID departure, FMS/ T/O CONFIG TEST PERFORMED NAV, Radio Aids, ADU, Transition Altitude. Terrain - MSA, Engine Failure Procedure, Engine CABIN REPORT RECEIVED Failure > 1500ft AGL, Acceleration Altitude. Sig Weather, Anti-Ice, Turbulence, Take-Off BEFORE TAKE OFF Weather - Alternate, QNH setting, Weather radar TAKE-OFF BRIEFING CHANGES / AS BRIEFED Bleeds, FFD Checks, Autopilot engagement, GUST LOCK OFF Speeds, Fuel, Airborne Return, NOTAM’s, Operational - Defects, Cruise Level, Handover, HOTEL FLIGHT CONTROLS CHECKED Mode, Jumpseat, OEB? XPDR / TCAS ALT BOOST FUNCTION OFF FINAL COCKPIT PREPARATION AIR FLOW NORMAL PARKING BRAKE ON / PRESS CHECKED ALTIMETERS SET & X - CHECKED CABIN CREW ADVISED LANDING ELEV SET BLEED VALVES AS REQUIRED FMS / COM / NAV SET EXTERNAL LIGHTS ON LATERAL FD BARS CENTRED FUEL QTY / FOB CHECKED RUDDER CAM CENTRED ENGINE FUEL USED RESET MEMO PANEL CHECKED AFTER TAKE OFF PWR MGT TO LDG GEAR UP DEPARTURE BRIEFING COMPLETE FLAPS 0O PWR MGT / NP CLB / CHECKED MOBILES / EFB FLIGHT SAFE MODE BLEED VALVES ON PROP BRAKE ON / OFF TAXI & T.O LIGHTS OFF BEFORE PROPELLER ROTATION CDLS ON ALTIMETERS SET & X CHECKED FMS & T/O DATA SET & CHECKED Required First Flight of the Day and/or TRIMS (3 axes) SET ♦ taking over a de-powered aircraft. TAIL PROP ON BOARD ♦♦ Crew First Flight of the Day DOORS CLOSED SEAT BELTS SIGNS ON ■ Last Flight of the Day BEACON ON R Read and Do Issue 9.1 (FEB 2023) 72-600 AFM Rev 29

FLIGHT SYSTEMS SET & IDENTIFIED
CABIN REPORT RECEIVED
BEFORE LANDING
CABIN CREW ADVISED
LDG GEAR 3 GREENS
FLAPS 30°
PWR MGT TO
TLU LO SPEED CHECKED
ICING AOA LIGHT AS REQUIRED
EXTERNAL LIGHTS ON
CONDITION LEVERS(1)	100% OVRD
STEEP APPROACH(2)	ON
MISSED APPROACH ALT SET
CROSSWIND LIMITATIONS
---	---
RWYCC
6—DRY	35 KTS
5 - GOOD	28 KTS
4 - GOOD to MEDIUM	22 KTS
3 - MEDIUM	16 KTS
2 - MEDIUM to POOR	16 KTS
ARRIVAL BRIEF AFTER LANDING (R)
Threats - Any threats for this flight, Aircraft Type RADAR STBY 42/72?
Runway, STAR, Let down brief, FMS/NAV, FLIGHT CONTROLS LOCKED Charts - Radio Aids, Landing Elevation, Missed FLAPS 0°
Approach, Runway exit, Taxi, Parking.
TRIMS ( 3 axes) RESET Terrain - MSA, Radar Minimums, AA for Go Around.
LAND & STROBE LIGHTS OFF Weather - Minima, Wind, Turbulence, Icing, Radar.
ANTI / DE-ICING OFF TOD, Monitored Approach, Malfunctions,
Operational Speeds, Fuel, Use of Autopilot PROBES HTG OFF TRU OFF
♦♦ Go Around Actions, Idle Gate Failure
- Aer at least 2 min DESCENT CL1(3) FTR then FUEL S.O
FWS RCL PARKING
LDG ELEVATION CHECKED PARKING BRAKE ON
FMS (NAV/PERF) SET & CHECKED TAXI & T.O LIGHTS OFF DH/MDA SET & CHECKED ■ ATPCS DYNAMIC TEST PERFORMED
ARRIVAL BRIEFING COMPLETE CL1 FTR then FUEL S.O.
CL2 FEATHER APPROACH PROP BRAKE ON
SEAT BELT SIGNS ON BEACON OFF LANDING LIGHTS ON XPDR STBY
ALTIMETERS SET & X-CHECKED SEAT BELT SIGNS OFF CABIN ALTITUDE CHECKED
LANDING PA SENT GROUND POWER ON CL2 FUEL S.O.
OXYGEN MAIN SUPPLY OFF ICE & RAIN PROTECTION OFF
EXT LIGHTS OFF EMER EXIT LIGHTS DISARM
RADAR OFF FUEL PUMPS 1 & 2 OFF
((2) Steep Approach only.

BEFORE LANDING
CONDITION LEVERS	100% OVRD
STEEP APPROACH	ON
MISSED APPROACH ALT SET
End 600-Series
### 17.4 ATR 72-600 Normal Checklist Add-ons

500-Series Not Applicable End 500-Series

600-Series FFINAL COCKPIT PREPARATION DEPARTURE BRIEFING COMPLETE MOBILES / EFB FLIGHT SAFE MODE PROP BRAKE ON / OFF BEFORE TAXI TRU ON & CHECKED START SELECTOR OFF & START ABORT TAXI CABIN REPORT RECEIVED APPROACH LANDING PA SENT FLIGHT SYSTEMS SET & IDENTIFIED CABIN REPORT RECEIVED AFTER LANDING TRU OFF 72-600 Issue 9.1 (FEB 2023) End 600-Series

17.5 ATR 72-500F Normal Checklist¶

600-Series Not Applicable End 600-Series

500-Series ATR 72-500F NORMAL CHECKLIST G-LMRV, G-LMRX, G-LMRZ PRELIMINARY COCKPIT PREPARATION BEFORE TAXI * SHORT TRANSIT CHECKS PROP BRAKE OFF ♦ GEAR PINS & COVERS ON BOARD COCKPIT COM HATCH CLOSED ♦ APM TEST PERFORMED CL 1 + 2 AUTO ♦ STICK PUSHER - PERFORMED ANTI-ICING AS REQUIRED SHAKER TEST ANTI-SKID TEST PERFORMED ♦ ENGINE FIRE TEST * PERFORMED FLAPS 15° ♦ TRIMS TEST * PERFORMED APM SET ♦ ATPCS STATIC TEST * PERFORMED NWS ON ♦ CVR-DFDR TEST * PERFORMED START SELECTOR OFF & START ABORT ♦ CARGO SMOKE TEST * PERFROMED ♦ NWS * AS REQUIRED TAXI TAXI & T.O LIGHTS ON DEPARTURE BRIEF BRAKES CHECKED ♦♦ Ground Emergencies, Evacuation and Deplaning Drills and Take-Off Emergencies AFCS / ADU SET & CHECKED Threats - Any threats for this flight, Aircraft Type T/O CONFIG TEST PERFORMED 42/72? Taxi, Runway, SID, No SID departure, BEFORE TAKE OFF Charts - GNSS/NAV, Radio Aids, ADU, Transition Altitude. TAKE - OFF BRIEFING CHANGES / AS BRIEFED Terrain - MSA, Engine Failure Procedure, Engine GUST LOCK OFF Failure > 1500ft AGL, Acceleration Altitude. FLIGHT CONTROLS CHECKED Weather - Sig Weather, Anti-Ice, Turbulence, Take-Off XPDR / TCAS ALT/ AUTO Alternate, QNH setting, Weather radar AIR FLOW NORMAL Bleeds, FFD Checks, Autopilot engagement, Speeds, Fuel, Airborne Return, NOTAM’s, Operational - Defects, Cruise Level, Handover, HOTEL BLEED VALVES AS REQUIRED Mode, Jumpseat, OEB? EXTERNAL LIGHTS ON LATERAL FD BAR CENTRED FINAL COCKPIT PREPARATION RUDDER CAM CENTRED PARKING BRAKE ON / PRESS CHECKED CCAS RCL then TO INHIB ALTIMETERS SET & X - CHECKED AFTER TAKE OFF LANDING ELEV SET LDG GEAR UP GNSS / COM / NAV (GPS) SET FLAPS 0O FUEL QTY CHECKED PWR MGT / NP CLB / CHECKED ENGINE FUEL USED RESET BLEED VALVES ON MEMO PANEL CHECKED TAXI & T.O LIGHTS OFF PWR MGT TO DEPARTURE BRIEF COMPLETE ALTIMETERS SET & X CHECKED MOBILES / EFB FLIGHT SAFE MODE Required First Flight of the Day and/or PROP BRAKE ON / OFF ♦ taking over a de-powered aircraft. BEFORE PROPELLER ROTATION ♦♦ Crew First Flight of the Day CDLS ON ■ Last Flight of the Day T/O BUGS SET & X CHECKED TRIMS (3 axes) SET R Read and Do TAIL PROP ON BOARD DOORS CLOSED BEACON ON Issue 9.0A (NOV 2022) 72-500 AFM Rev 29

CL1(1)	FTR then FUEL S.O
PARKING
PARKING BRAKE ON
TAXI & T.O LIGHTS OFF
■ ATPCS DYNAMIC TEST PERFORMED
CL1 FTR then FUEL S.O.
CL2 FEATHER
PROP BRAKE ON
BEACON OFF
XPDR STBY
CROSSWIND LIMITATIONS
---	---
RWYCC	LIMIT
6 – DRY	35 kts
5 – GOOD	28 kts
4 – GOOD to MEDIUM	22 kts
3—MEDIUM	16 kts
2 - MEDIUM to POOR	16 kts
1 - POOR	10 kts
0 - LESS than POOR	PROHIBITED
CAT II LANDING	15 kts
RUNWAY ≤ 35 m	25 kts
ARRIVAL BRIEF AFTER LANDING (R)
Threats - Any threats for this flight, Aircraft Type 42/72? RADAR STBY FLIGHT CONTROLS LOCKED
Runway, LDTA, STAR, Letdown brief, GNSS/ Charts - NAV, Radio Aids, Landing Elevation, Missed FLAPS 0°
Approach, Runway exit, Taxi, Parking. TRIMS ( 3 axes) RESET Terrain - MSA, Radar Minimums, AA for Go Around. LAND & STROBE LIGHTS OFF
ANTI / DE-ICING OFF Weather - Minima, Wind, Turbulence, Icing, Radar. PROBES HTG OFF
- Aer at least 2 min TOD, Monitored Approach, Malfunctions,
♦♦ Go Around Actions, Idle Gate Failure GNSS SET & CHECKED
APPROACH GROUND POWER ON LANDING LIGHTS ON CL2 FUEL S.O.
WING LIGHTS OFF ALTIMETERS SET & X CHECKED
CDLS OFF CABIN ALTITUDE CHECKED
LEAVING THE AIRCRAFT FLIGHT SYSTEMS SET & IDENTIFIED
OXYGEN MAIN SUPPLY OFF BEFORE LANDING ICE & RAIN PROTECTION OFF
LDG GEAR 3 GREENS EXTERNAL LIGHTS OFF FLAPS 30° EMERGENCY EXIT LIGHTS DISARM
PWR MGT TO RADAR / EFIS / COM / NAV OFF TLU LO SPEED CHECKED FUEL PUMPS 1 & 2 OFF
EXT PWR OFF ICING AOA LIGHT AS REQUIRED
BATTERY OFF EXTERNAL LIGHTS ON
Note: See QRH LIM.5 Secon 4.1 for Crosswind Chart.

ATR 72-500F NORMAL CHECKLIST G-LMRY PRELIMINARY COCKPIT PREPARATION BEFORE TAXI * SHORT TRANSIT CHECKS PROP BRAKE OFF ♦ GEAR PINS & COVERS ON BOARD COCKPIT COM HATCH CLOSED ♦ APM TEST PERFORMED CL 1 + 2 AUTO ♦ STICK PUSHER - PERFORMED ANTI-ICING AS REQUIRED SHAKER TEST ANTI-SKID TEST PERFORMED ♦ ENGINE BOOST— PERFORMED FLAPS 15° FUNCTION TEST ♦ ENGINE FIRE TEST * PERFORMED APM SET ♦ TRIMS TEST * PERFORMED NWS ON ♦ ATPCS STATIC TEST * PERFORMED START SELECTOR OFF & START ABORT ♦ CVR-DFDR TEST * PERFORMED ♦ CARGO SMOKE TEST * PERFROMED TAXI ♦ NWS * AS REQUIRED TAXI & T.O LIGHTS ON DEPARTURE BRIEF BRAKES CHECKED ♦♦ Ground Emergencies, Evacuation and Deplaning Drills and AFCS / ADU SET & CHECKED Take-Off Emergencies T/O CONFIG TEST PERFORMED Threats - Any threats for this flight, Aircraft Type 42/72? Charts - Taxi, Runway, SID, No SID departure, GNSS/ BEFORE TAKE OFF NAV, Radio Aids, ADU, Transition Altitude. TAKE - OFF BRIEFING CHANGES / AS BRIEFED MSA, Engine Failure Procedure, Engine Terrain - Failure > 1500ft AGL, Acceleration Altitude. GUST LOCK OFF Sig Weather, Anti-Ice, Turbulence, Take-Off FLIGHT CONTROLS CHECKED Weather - Alternate, QNH setting, Weather radar XPDR / TCAS ALT/ AUTO Bleeds, FFD Checks, Autopilot engagement, BOOST FUNCTION OFF Operational - Speeds, Fuel, Airborne Return, NOTAM’s, AIR FLOW NORMAL Defects, Cruise Level, Handover, HOTEL Mode, Jumpseat, OEB? BLEED VALVES AS REQUIRED FINAL COCKPIT PREPARATION EXTERNAL LIGHTS ON PARKING BRAKE ON / PRESS CHECKED LATERAL FD BAR CENTRED RUDDER CAM CENTRED ALTIMETERS SET & X - CHECKED CCAS RCL then TO INHIB LANDING ELEV SET GNSS / COM / NAV (GPS) SET AFTER TAKE OFF FUEL QTY CHECKED LDG GEAR UP ENGINE FUEL USED RESET FLAPS 0O MEMO PANEL CHECKED PWR MGT / NP CLB / CHECKED BLEED VALVES ON PWR MGT TO TAXI & T.O LIGHTS OFF DEPARTURE BRIEF COMPLETE MOBILES / EFB FLIGHT SAFE MODE ALTIMETERS SET & X CHECKED PROP BRAKE ON / OFF Required First Flight of the Day and/or BEFORE PROPELLER ROTATION ♦ taking over a de-powered aircraft. CDLS ON ♦♦ Crew First Flight of the Day T/O BUGS SET & X CHECKED TRIMS (3 axes) SET ■ Last Flight of the Day TAIL PROP ON BOARD R Read and Do DOORS CLOSED BEACON ON Issue 9.0B (NOV 2022) 72-500 AFM Rev 29

CROSSWIND LIMITATIONS
RWYCC	LIMIT
6 – DRY	35 kts
5 – GOOD	28 kts
4 – GOOD to MEDIUM	22 kts
3—MEDIUM	16 kts
2 - MEDIUM to POOR	16 kts
1 - POOR	10 kts
0 - LESS than POOR	PROHIBITED
CAT II LANDING	15 kts
RUNWAY ≤ 35 m	25 kts
ARRIVAL BRIEF AFTER LANDING (R)
Threats - Any threats for this flight, Aircraft Type 42/72? RADAR STBY FLIGHT CONTROLS LOCKED
Runway, LDTA, STAR, Letdown brief, GNSS/ Charts - NAV, Radio Aids, Landing Elevation, Missed FLAPS 0°
Approach, Runway exit, Taxi, Parking. TRIMS ( 3 axes) RESET Terrain - MSA, Radar Minimums, AA for Go Around. LAND & STROBE LIGHTS OFF
ANTI / DE-ICING OFF Weather - Minima, Wind, Turbulence, Icing, Radar. PROBES HTG OFF
TOD, Monitored Approach, Malfunctions, - Aer at least 2 min Operational Speeds, Fuel, Use of Autopilot CL1(1) FTR then FUEL S.O
♦♦ Go Around Actions, Idle Gate Failure PARKING
DESCENT PARKING BRAKE ON CCAS RCL TAXI & T.O LIGHTS OFF
LDG ELEVATION CHECKED ■ ATPCS DYNAMIC TEST PERFORMED CL1 FTR then FUEL S.O.
GNSS SET & CHECKED CL2 FEATHER
LDG BUGS SET & X CHECKED PROP BRAKE ON DH/MDA SET & X CHECKED BEACON OFF
ARRIVAL BRIEFING COMPLETE XPDR STBY APPROACH GROUND POWER ON
LANDING LIGHTS ON CL2 FUEL S.O.
ALTIMETERS SET & X CHECKED WING LIGHTS OFF CABIN ALTITUDE CHECKED CDLS OFF
LEAVING THE AIRCRAFT FLIGHT SYSTEMS SET & IDENTIFIED
OXYGEN MAIN SUPPLY OFF BEFORE LANDING ICE & RAIN PROTECTION OFF
LDG GEAR 3 GREENS EXTERNAL LIGHTS OFF FLAPS 30° EMERGENCY EXIT LIGHTS DISARM
PWR MGT TO RADAR / EFIS / COM / NAV OFF FUEL PUMPS 1 & 2 OFF
TLU LO SPEED CHECKED EXT PWR OFF
ICING AOA LIGHT AS REQUIRED BATTERY OFF
EXTERNAL LIGHTS ON (1) If conducting Single Engine Taxi.
Note: See QRH LIM.5 Secon 4.1 for Crosswind Chart.
End 500-Series

17.6 ATR 42-600 Normal Checklist¶

500-Series Not Applicable End 500-Series

600-Series ATR 42-600 NORMAL CHECKLIST PRELIMINARY COCKPIT PREPARATION BEFORE TAXI * SHORT TRANSIT CHECKS FWS RCL ♦ GEAR PINS & COVERS ON BOARD PROP BRAKE OFF ♦ APM TEST PERFORMED COCKPIT COM HATCH CLOSED ♦ STICK PUSHER - CL 1 + 2 AUTO PERFORMED SHAKER TEST ANTI-ICING AS REQUIRED ♦ ENGINE FIRE TEST * PERFORMED ANTI-SKID TEST PERFORMED ♦ TRIMS TEST * PERFORMED FLAPS 15° ♦ ATPCS STATIC TEST * PERFORMED NWS ON ♦ CVR-DFDR TEST * PERFORMED TRU ON & CHECKED ♦ NWS * AS REQUIRED START SELECTOR OFF & START ABORT DEPARTURE BRIEF TAXI ♦♦ Ground Emergencies, Evacuation and Deplaning Drills and TAXI & T.O LIGHTS ON Take-Off Emergencies BRAKES CHECKED Threats - Any threats for this flight, Aircraft Type 42/72? Taxi, Runway, SID, No SID departure, FMS/ FGCP/FMA SET / CHECKED Charts - NAV, Radio Aids, ADU, Transition Altitude. T/O CONFIG TEST PERFORMED MSA, Engine Failure Procedure, Engine Terrain - Failure > 1500ft AGL, Acceleration Altitude. CABIN REPORT RECEIVED Sig Weather, Anti-Ice, Turbulence, Take-Off Weather - Alternate, QNH setting, Weather radar BEFORE TAKE OFF Bleeds, FFD Checks, Autopilot engagement, TAKE-OFF BRIEFING CHANGES / AS BRIEFED Operational - Speeds, Fuel, Airborne Return, NOTAM’s, GUST LOCK OFF Defects, Cruise Level, Handover, HOTEL FLIGHT CONTROLS CHECKED Mode, Jumpseat, OEB? XPDR / TCAS ALT FINAL COCKPIT PREPARATION AIR FLOW NORMAL PARKING BRAKE ON / PRESS CHECKED CABIN CREW ADVISED ALTIMETERS SET & X - CHECKED BLEED VALVES AS REQUIRED LANDING ELEV SET EXTERNAL LIGHTS ON FMS / COM / NAV SET LATERAL FD BARS CENTRED FUEL QTY / FOB CHECKED RUDDER CAM CENTRED ENGINE FUEL USED RESET AFTER TAKE OFF MEMO PANEL CHECKED LDG GEAR UP PWR MGT TO FLAPS 0O DEPARTURE BRIEFING COMPLETE PWR MGT / NP CLB / CHECKED MOBILES / EFB FLIGHT SAFE MODE BLEED VALVES ON PROP BRAKE ON / OFF TAXI & T.O LIGHTS OFF BEFORE PROPELLER ROTATION ALTIMETERS SET & X CHECKED CDLS ON FMS & T/O DATA SET & CHECKED Required First Flight of the Day and/or ♦ TRIMS (3 axes) SET taking over a de-powered aircraft. DOORS CLOSED ♦♦ Crew First Flight of the Day SEAT BELTS SIGNS ON ■ Last Flight of the Day BEACON ON R Read and Do Issue 4.0 (NOV 2022) 42-600 AFM Rev 29

ARRIVAL BRIEF AFTER LANDING (R) Threats - Any threats for this flight, Aircraft Type RADAR STBY 42/72? FLIGHT CONTROLS LOCKED Runway, LDTA, STAR, Letdown brief, FMS/ Charts - NAV, Radio Aids, Landing Elevation, Missed FLAPS 0° Approach, Runway exit, Taxi, Parking. TRIMS ( 3 axes) RESET Terrain - MSA, Radar Minimums, AA for Go Around. LAND & STROBE LIGHTS OFF ANTI / DE-ICING OFF Weather - Minima, Wind, Turbulence, Icing, Radar. PROBES HTG OFF TOD, Monitored Approach, Malfunctions, TRU OFF Operational Speeds, Fuel, Use of Autopilot - Aer at least 2 min ♦♦ Go Around Actions, Idle Gate Failure CL1(3) FTR then FUEL S.O DESCENT PARKING FWS RCL PARKING BRAKE ON LDG ELEVATION CHECKED TAXI & T.O LIGHTS OFF FMS (NAV/PERF) SET & CHECKED ■ ATPCS DYNAMIC TEST PERFORMED DH/MDA SET & CHECKED CL1 FTR then FUEL S.O. CL2 FEATHER ARRIVAL BRIEFING COMPLETE PROP BRAKE ON APPROACH BEACON OFF XPDR STBY SEAT BELT SIGNS ON SEAT BELT SIGNS OFF LANDING LIGHTS ON ALTIMETERS SET & X-CHECKED GROUND POWER ON CABIN ALTITUDE CHECKED CL2 FUEL S.O. LANDING PA SENT WING LIGHTS OFF CDLS OFF FLIGHT SYSTEMS SET & IDENTIFIED CABIN REPORT RECEIVED LEAVING THE AIRCRAFT BEFORE LANDING OXYGEN MAIN SUPPLY OFF CABIN CREW ADVISED ICE & RAIN PROTECTION OFF EXT LIGHTS OFF LDG GEAR 3 GREENS EMER EXIT LIGHTS DISARM FLAPS 35° RADAR OFF PWR MGT TO FUEL PUMPS 1 & 2 OFF TLU LO SPEED CHECKED EXT PWR OFF ICING AOA LIGHT AS REQUIRED BATTERY OFF EXTERNAL LIGHTS ON CONDITION LEVERS(1) 100% OVRD (1) Steep Approach and as required. (2) Steep Approach. STEEP APPROACH(2) ON ((3) If conducting Single Engine Taxi. MISSED APPROACH ALT SET (4) Company limitation. CROSSWIND LIMITATIONS RWYCC LIMIT 6—DRY 35 KTS(4) 1 - POOR 15 KTS 5 - GOOD 35 KTS(4) 0 - LESS than POOR PROHIBITED 4 - GOOD to MEDIUM 30 KTS CAT II LANDING 15 KTS 3 - MEDIUM 22 KTS RUNWAY ≤ 35 M 25 KTS 2 - MEDIUM to POOR 22 KTS Note: See QRH LIM.5 Secon 4.1 for Crosswind Chart.

BEFORE LANDING
CONDITION LEVERS	100% OVRD
STEEP APPROACH	ON
MISSED APPROACH ALT SET
End 600-Series
### 17.7 ATR 42-600 Normal Checklist Add-ons

500-Series Not Applicable End 500-Series

600-Series FFINAL COCKPIT PREPARATION DEPARTURE BRIEFING COMPLETE MOBILES / EFB FLIGHT SAFE MODE PROP BRAKE ON / OFF BEFORE TAXI TRU ON & CHECKED START SELECTOR OFF & START ABORT TTAXI CABIN REPORT RECEIVED APPROACH LANDING PA SENT FLIGHT SYSTEMS SET & IDENTIFIED CABIN REPORT RECEIVED AFTER LANDING TRU OFF 42-600 Issue 4.0 (NOV 2022) End 600-Series

Speed Cards 18 Speed Cards

Section 18: Supplementary Procedures — Speed Cards¶

18.1 ATR 42-500¶

600-Series Not Applicable End 600-Series

NP = 82%		12 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	112 / F.0	112 / F.15
	ICING Bug		128 / F.0
APPROACH FLAP 35°	VREF	94	94
	VGA	110**/ F.25	110**/ F.25
	VFGA	112 / F.0	112 / F.15
NP = 82%		13 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	113 / F.0	112 / F.15
	ICING Bug		134 / F.0
APPROACH FLAP 35°	VREF	94	96
	VGA	110**/ F.25	110**/ F.25
	VFGA	113/ F.0	112 / F.15
NP = 82%		14 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	117 / F.0	112 / F.15
	ICING Bug		139 / F.0
APPROACH FLAP 35°	VREF	94	100
	VGA	110**/ F.25	110**/ F.25
	VFGA	117/ F.0	117 / F.15
NP = 82%		16 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	109 113
	VFTO	125 / F.0	117 / F.15
	ICING Bug		148 / F.0
APPROACH FLAP 35°	VREF	97	108
	VGA	110**/ F.25	110**/ F.25
	VFGA	125/ F.0	125 / F.15
NP = 82%		15T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	121 / F.0	112 / F.15
	ICING Bug		144 / F.0
APPROACH FLAP 35°	VREF	94	103
	VGA	110**/ F.25	110**/ F.25
	VFGA	121/ F.0	121 / F.15
NP = 82%		17 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	112 116
	VFTO	129 / F.0	121 / F.15
	ICING Bug		153/ F.0
APPROACH FLAP 35°	VREF	100	112
	VGA	110**/ F.25	113**/ F.25
	VFGA	129/ F.0	129 / F.15
NP = 82%		18 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 8 113	115 120
	VFTO	133 / F.0	124 / F.15
	ICING Bug		158/ F.0
APPROACH FLAP 35°	VREF	103	116
	VGA	111**/ F.25	116/ F.25
	VFGA	133/ F.0	132 / F.15
NP = 82%		18.6 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 0 115	118 122
	VFTO	135 / F.0	127 / F.15
	ICING Bug		160/ F.0
APPROACH FLAP 35°	VREF	104	117
	VGA	113**/ F.25	118/ F.25
	VFGA	135/ F.0	135 / F.15
500-Series
ATR 42-500 SPEED CARD
NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2 TAKE-OFF V1 = VR 1 0 5 105 TAKE-OFF V1 = VR 1 0 5 105
FLAP 15° V2 112 112 FLAP 15° V2 112 112 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 5 105 TAKE-OFF V1 = VR 1 0 5 105 FLAP 15° V2 112 112 FLAP 15° V2 112 112
APPROACH APPROACH TAKE-OFF V1 = VR 1 0 5 109 TAKE-OFF V1 = VR 1 0 5 112
FLAP 15° V2 112 113 FLAP 15° V2 112 116 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 8 115 TAKE-OFF V1 = VR 1 1 0 118 FLAP 15° V2 113 120 FLAP 15° V2 115 122
APPROACH APPROACH
** VGA must be not less than 1.1 VMCA. 1.1 VMCA values based on ISA condions at MLM and are conservave.
Issue 4 (JAN 2023)

End 500-Series

18.2 ATR 72-500¶

600-Series Not Applicable End 600-Series

		13 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	110 / F.0	110 / F.15
	ICING Bug	→	127 / F.0
APPROACH FLAP 30°	VREF	95	95
	VGA	107*/ F.15	107**/ F.15
	VFGA	110 / F.0	110 / F.15
		14 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	110 / F.0	110 / F.15
	ICING Bug	→	132/ F.0
APPROACH FLAP 30°	VREF	95	95
	VGA	107*/ F.15	107**/ F.15
	VFGA	110/ F.0	110 / F.15
		15 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	114 / F.0	110 / F.15
	ICING Bug	→	136 / F.0
APPROACH FLAP 30°	VREF	95	97
	VGA	107*/ F.15	107**/ F.15
	VFGA	114/ F.0	110 / F.15
		16 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	118 / F.0	110 / F.15
	ICING Bug	→	141 / F.0
APPROACH FLAP 30°	VREF	95	100
	VGA	107*/ F.15	107**/ F.15
	VFGA	118/ F.0	111 / F.15
		17 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	122 / F.0	111 / F.15
	ICING Bug	→	146 / F.0
APPROACH FLAP 30°	VREF	96	104
	VGA	107*/ F.15	109/ F.15
	VFGA	122/ F.0	114 / F.15
		18 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	108 111
	VFTO	125 / F.0	115 / F.15
	ICING Bug	→	150 F.0
APPROACH FLAP 30°	VREF	99	107
	VGA	110/ F.15	112/ F.15
	VFGA	126/ F.0	118 / F.15
		19 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	111 115
	VFTO	129 / F.0	118 / F.15
	ICING Bug	→	154/ F.0
APPROACH FLAP 30°	VREF	101	110
	VGA	114/ F.15	115/ F.15
	VFGA	129/ F.0	121 / F.15
		20 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 6 110	114 118
	VFTO	132 / F.0	121 / F.15
	ICING Bug	→	158/ F.0
APPROACH FLAP 30°	VREF	104	113
	VGA	117/ F.15	119/ F.15
	VFGA	133/ F.0	125/ F.15
500-Series
ATR 72-500 SPEED CARD
NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2 TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 104
FLAP 15° V2 110 110 FLAP 15° V2 110 110 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 104 FLAP 15° V2 110 110 FLAP 15° V2 110 110
APPROACH APPROACH FLAP 30° FLAP 30°
TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 108
FLAP 15° V2 110 110 FLAP 15° V2 110 111 TAKE-OFF V1 = VR 1 0 4 111 TAKE-OFF V1 = VR 1 0 6 114
FLAP 15° V2 110 115 FLAP 15° V2 110 118 FLAP 30° FLAP 30°
Issue 4 (JAN 2023)

		21 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 8 111	117 121
	VFTO	136 / F.0	125 / F.15
	ICING Bug	→	162 / F.0
APPROACH FLAP 30°	VREF	107	116
	VGA	120/ F.15	122/ F.15
	VFGA	136/ F.0	128 / F.15
		21.5 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 9 113	118 123
	VFTO	138 / F.0	126 / F.15
	ICING Bug	→	164 / F.0
APPROACH FLAP 30°	VREF	109	118
	VGA	121/ F.15	123/ F.15
	VFGA	138 / F.0	130 / F.15
		22 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 1 114	120 124
	VFTO	139 / F.0	128 / F.15
	ICING Bug	→	165 / F.0
APPROACH FLAP 30°	VREF	110	120
	VGA	124/ F.15	125/ F.15
	VFGA	139/ F.0	131 / F.15
		22.5 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 2 115	121 126
	VFTO	141 / F.0	129 / F.15
	ICING Bug	→	167 / F.0
APPROACH FLAP 30°	VREF	112	121
	VGA	124 / F.15	126 / F.15
	VFGA	141/ F.0	133 / F.15
		22.8 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 3 116	122 127
	VFTO	142 / F.0	130 / F.15
	ICING Bug	→	168 / F.0
APPROACH FLAP 30°	VREF	113	122
	VGA	126 / F.15	127 / F.15
	VFGA	142 / F.0	134 / F.15
ATR 72–500 SPEED CARD NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2
TAKE-OFF V1 = VR 1 0 8 117 TAKE-OFF V1 = VR 1 0 9 118 FLAP 15° V2 111 121 FLAP 15° V2 113 123
APPROACH APPROACH TAKE-OFF V1 = VR 1 1 1 120 TAKE-OFF V1 = VR 1 1 2 121
FLAP 15° V2 114 124 FLAP 15° V2 115 126 APPROACH APPROACH
TAKE-OFF V1 = VR 1 1 3 122 FLAP 15° V2 116 127
APPROACH
* VGA must be not less than 1.1 VMCA. 1.1 VMCA values based on ISA condions at MLM and are conservave.
End 500-Series

18.3 ATR 72-600¶

500-Series Not Applicable End 500-Series

		13 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	110 / F.0	110 / F.15
	ICING Bug	→	127 / F.0
APPROACH FLAP 30°	VREF	95	95
	VGA	107*/ F.15	107**/ F.15
	VFGA	110 / F.0	110 / F.15
		14 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	110 / F.0	110 / F.15
	ICING Bug	→	132/ F.0
APPROACH FLAP 30°	VREF	95	95
	VGA	107*/ F.15	107**/ F.15
	VFGA	110/ F.0	110 / F.15
		15 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	114 / F.0	110 / F.15
	ICING Bug	→	136 / F.0
APPROACH FLAP 30°	VREF	95	97
	VGA	107*/ F.15	107**/ F.15
	VFGA	114/ F.0	110 / F.15
		16 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	118 / F.0	110 / F.15
	ICING Bug	→	141 / F.0
APPROACH FLAP 30°	VREF	95	100
	VGA	107*/ F.15	107**/ F.15
	VFGA	118/ F.0	111 / F.15
		17 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	122 / F.0	111 / F.15
	ICING Bug	→	146 / F.0
APPROACH FLAP 30°	VREF	96	104
	VGA	107*/ F.15	109/ F.15
	VFGA	122/ F.0	114 / F.15
		18 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	108 111
	VFTO	125 / F.0	115 / F.15
	ICING Bug	→	150 F.0
APPROACH FLAP 30°	VREF	99	107
	VGA	110/ F.15	112/ F.15
	VFGA	126/ F.0	118 / F.15
		19 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	111 115
	VFTO	129 / F.0	118 / F.15
	ICING Bug	→	154/ F.0
APPROACH FLAP 30°	VREF	101	110
	VGA	114/ F.15	115/ F.15
	VFGA	129/ F.0	121 / F.15
		20 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 6 110	114 118
	VFTO	132 / F.0	121 / F.15
	ICING Bug	→	158/ F.0
APPROACH FLAP 30°	VREF	104	113
	VGA	117/ F.15	119/ F.15
	VFGA	133/ F.0	125/ F.15
600-Series
ATR 72-600 SPEED CARD
NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2 TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 104
FLAP 15° V2 110 110 FLAP 15° V2 110 110 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 104 FLAP 15° V2 110 110 FLAP 15° V2 110 110
APPROACH APPROACH FLAP 30° FLAP 30°
TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 108
FLAP 15° V2 110 110 FLAP 15° V2 110 111 TAKE-OFF V1 = VR 1 0 4 111 TAKE-OFF V1 = VR 1 0 6 114
FLAP 15° V2 110 115 FLAP 15° V2 110 118 FLAP 30° FLAP 30°
Issue 4 (JAN 2023)

		21 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 8 111	117 121
	VFTO	136 / F.0	125 / F.15
	ICING Bug	→	162 / F.0
APPROACH FLAP 30°	VREF	107	116
	VGA	120/ F.15	122/ F.15
	VFGA	136/ F.0	128 / F.15
		21.5 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 9 113	118 123
	VFTO	138 / F.0	126 / F.15
	ICING Bug	→	164 / F.0
APPROACH FLAP 30°	VREF	109	118
	VGA	121/ F.15	123/ F.15
	VFGA	138 / F.0	130 / F.15
		22 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 1 114	120 124
	VFTO	139 / F.0	128 / F.15
	ICING Bug	→	165 / F.0
APPROACH FLAP 30°	VREF	110	120
	VGA	124/ F.15	125/ F.15
	VFGA	139/ F.0	131 / F.15
		22.5 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 2 115	121 126
	VFTO	141 / F.0	129 / F.15
	ICING Bug	→	167 / F.0
APPROACH FLAP 30°	VREF	112	121
	VGA	124 / F.15	126 / F.15
	VFGA	141/ F.0	133 / F.15
		22.8 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 3 116	122 127
	VFTO	142 / F.0	130 / F.15
	ICING Bug	→	168 / F.0
APPROACH FLAP 30°	VREF	113	122
	VGA	126 / F.15	127 / F.15
	VFGA	142 / F.0	134 / F.15
ATR 72–600 SPEED CARD NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2
TAKE-OFF V1 = VR 1 0 8 117 TAKE-OFF V1 = VR 1 0 9 118 FLAP 15° V2 111 121 FLAP 15° V2 113 123
APPROACH APPROACH TAKE-OFF V1 = VR 1 1 1 120 TAKE-OFF V1 = VR 1 1 2 121
FLAP 15° V2 114 124 FLAP 15° V2 115 126 APPROACH APPROACH
TAKE-OFF V1 = VR 1 1 3 122 FLAP 15° V2 116 127
APPROACH
* VGA must be not less than 1.1 VMCA. 1.1 VMCA values based on ISA condions at MLM and are conservave.
End 600-Series

18.4 ATR 72-500F¶

600-Series Not Applicable End 600-Series

		13 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	110 / F.0	110 / F.15
	ICING Bug	→	127 / F.0
APPROACH FLAP 30°	VREF	95	95
	VGA	107*/ F.15	107**/ F.15
	VFGA	110 / F.0	110 / F.15
		14 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	110 / F.0	110 / F.15
	ICING Bug	→	132/ F.0
APPROACH FLAP 30°	VREF	95	95
	VGA	107*/ F.15	107**/ F.15
	VFGA	110/ F.0	110 / F.15
		15 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	114 / F.0	110 / F.15
	ICING Bug	→	136 / F.0
APPROACH FLAP 30°	VREF	95	97
	VGA	107*/ F.15	107**/ F.15
	VFGA	114/ F.0	110 / F.15
		16 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	118 / F.0	110 / F.15
	ICING Bug	→	141 / F.0
APPROACH FLAP 30°	VREF	95	100
	VGA	107*/ F.15	107**/ F.15
	VFGA	118/ F.0	111 / F.15
		17 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	104 110
	VFTO	122 / F.0	111 / F.15
	ICING Bug	→	146 / F.0
APPROACH FLAP 30°	VREF	96	104
	VGA	107*/ F.15	109/ F.15
	VFGA	122/ F.0	114 / F.15
		18 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	108 111
	VFTO	125 / F.0	115 / F.15
	ICING Bug	→	150 F.0
APPROACH FLAP 30°	VREF	99	107
	VGA	110/ F.15	112/ F.15
	VFGA	126/ F.0	118 / F.15
		19 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 4 110	111 115
	VFTO	129 / F.0	118 / F.15
	ICING Bug	→	154/ F.0
APPROACH FLAP 30°	VREF	101	110
	VGA	114/ F.15	115/ F.15
	VFGA	129/ F.0	121 / F.15
		20 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 6 110	114 118
	VFTO	132 / F.0	121 / F.15
	ICING Bug	→	158/ F.0
APPROACH FLAP 30°	VREF	104	113
	VGA	117/ F.15	119/ F.15
	VFGA	133/ F.0	125/ F.15
500-Series
ATR 72-500F SPEED CARD
NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2 TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 104
FLAP 15° V2 110 110 FLAP 15° V2 110 110 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 4 104 TAKE-OFF V1 = VR 1 0 4 104 FLAP 15° V2 110 110 FLAP 15° V2 110 110
APPROACH APPROACH TAKE-OFF V1 = VR 1 0 4 104
TAKE-OFF V1 = VR 1 0 4 108 FLAP 15° V2 110 110 FLAP 15° V2 110 111
TAKE-OFF V1 = VR 1 0 4 111 TAKE-OFF V1 = VR 1 0 6 114 FLAP 15° V2 110 115 FLAP 15° V2 110 118
FLAP 30° FLAP 30° Issue 4 (JAN 2023)

		21 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 8 111	117 121
	VFTO	136 / F.0	125 / F.15
	ICING Bug	→	162 / F.0
APPROACH FLAP 30°	VREF	107	116
	VGA	120/ F.15	122/ F.15
	VFGA	136/ F.0	128 / F.15
		21.5 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 9 113	118 123
	VFTO	138 / F.0	126 / F.15
	ICING Bug	→	164 / F.0
APPROACH FLAP 30°	VREF	109	118
	VGA	121/ F.15	123/ F.15
	VFGA	138 / F.0	130 / F.15
		22 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 1 114	120 124
	VFTO	139 / F.0	128 / F.15
	ICING Bug	→	165 / F.0
APPROACH FLAP 30°	VREF	110	120
	VGA	124/ F.15	125/ F.15
	VFGA	139/ F.0	131 / F.15
		22.5 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 2 115	121 126
	VFTO	141 / F.0	129 / F.15
	ICING Bug	→	167 / F.0
APPROACH FLAP 30°	VREF	112	121
	VGA	124 / F.15	126 / F.15
	VFGA	141/ F.0	133 / F.15
		22.8 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 3 116	122 127
	VFTO	142 / F.0	130 / F.15
	ICING Bug	→	168 / F.0
APPROACH FLAP 30°	VREF	113	122
	VGA	126 / F.15	127 / F.15
	VFGA	142 / F.0	134 / F.15
ATR 72–500F SPEED CARD NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2
TAKE-OFF V1 = VR 1 0 8 117 TAKE-OFF V1 = VR 1 0 9 118 FLAP 15° V2 111 121 FLAP 15° V2 113 123
APPROACH APPROACH TAKE-OFF V1 = VR 1 1 1 120 TAKE-OFF V1 = VR 1 1 2 121
FLAP 15° V2 114 124 FLAP 15° V2 115 126 APPROACH APPROACH
TAKE-OFF V1 = VR 1 1 3 122 FLAP 15° V2 116 127
APPROACH
** VGA must be not less than 1.1 VMCA. 1.1 VMCA values based on ISA condions BOOST OFF at MLM and are conservave.
End 500-Series

18.5 ATR 42-600¶

500-Series Not Applicable End 500-Series

NP = 82%		12 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	112 / F.0	112 / F.15
	ICING Bug		128 / F.0
APPROACH FLAP 35°	VREF	94	94
	VGA	110**/ F.25	110**/ F.25
	VFGA	112 / F.0	112 / F.15
NP = 82%		14 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	117 / F.0	112 / F.15
	ICING Bug		139 / F.0
APPROACH FLAP 35°	VREF	94	100
	VGA	110**/ F.25	110**/ F.25
	VFGA	117/ F.0	117 / F.15
NP = 82%		16 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	109 113
	VFTO	125 / F.0	117 / F.15
	ICING Bug		148 / F.0
APPROACH FLAP 35°	VREF	97	108
	VGA	110**/ F.25	110**/ F.25
	VFGA	125/ F.0	125 / F.15
NP = 82%		13 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	113 / F.0	112 / F.15
	ICING Bug		134 / F.0
	VREF	94	96
	VGA	110**/ F.25	110**/ F.25
NP = 82%		15T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	105 112
	VFTO	121 / F.0	112 / F.15
	ICING Bug		144 / F.0
APPROACH FLAP 35°	VREF	94	103
	VGA	110**/ F.25	110**/ F.25
	VFGA	121/ F.0	121 / F.15
NP = 82%		17 T
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 5 112	112 116
	VFTO	129 / F.0	121 / F.15
	ICING Bug		153/ F.0
APPROACH FLAP 35°	VREF	100	112
	VGA	110**/ F.25	113**/ F.25
	VFGA	129/ F.0	129 / F.15
NP = 82%		18 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 0 8 113	115 120
	VFTO	133 / F.0	124 / F.15
	ICING Bug		158/ F.0
APPROACH FLAP 35°	VREF	103	116
	VGA	111**/ F.25	116/ F.25
	VFGA	133/ F.0	132 / F.15
NP = 82%		18.6 T
---	---	---	---
		NORMAL	ICING
TAKE-OFF FLAP 15°	V1 = VR V2	1 1 0 115	118 122
	VFTO	135 / F.0	127 / F.15
	ICING Bug		160/ F.0
APPROACH FLAP 35°	VREF	104	117
	VGA	113**/ F.25	118/ F.25
	VFGA	135/ F.0	135 / F.15
600-Series
ATR 42-600 SPEED CARD
NON-LIMITING RUNWAYS ONLY - FOR LIMITING RUNWAYS SEE RPM FOR V1,VR &V2 TAKE-OFF V1 = VR 1 0 5 105 TAKE-OFF V1 = VR 1 0 5 105
FLAP 15° V2 112 112 FLAP 15° V2 112 112 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 5 105 TAKE-OFF V1 = VR 1 0 5 105 FLAP 15° V2 112 112 FLAP 15° V2 112 112
APPROACH APPROACH TAKE-OFF V1 = VR 1 0 5 109 TAKE-OFF V1 = VR 1 0 5 112
FLAP 15° V2 112 113 FLAP 15° V2 112 116 APPROACH APPROACH
TAKE-OFF V1 = VR 1 0 8 115 TAKE-OFF V1 = VR 1 1 0 118 FLAP 15° V2 113 120 FLAP 15° V2 115 122
APPROACH APPROACH
** VGA must be not less than 1.1 VMCA. 1.1 VMCA values based on ISA condions at MLM and are conservave.
Issue 2 (JAN 2023)
End 600-Series

CAT II Aide 19 CAT II Aide

Section 19: CAT II Approach Aids¶

19.1 ATR 42-500: CAT II Approach – Aide¶

600-Series Not Applicable End 600-Series

CAT II Aide 500-Series LOC “LOC star” “LOC star,Cat II” 1000ft “Stabilised” “Go-around” (if ‘stable’ parameters not met) 00 “, Dul Coupling, No” "Checked" 500 “Five hundred” “Checked” 100 Above “One hundred above” “Checked” D “Decide” (1) “Land” “Go Around” “Eighty” “Disengaging Autopilot, Yaw damper OFF” (1) If Capt does not respond to “Decide”, FO must initiate a GA unless visual.

CAT II Aide Multiply QRH¶

-¶

End 500-Series

CAT II Aide

19.2 ATR 72-500: CAT II Approach – Aide¶

600-Series Not Applicable End 600-Series

CAT II Aide 500-Series¶

AC: BUS 1+2+STBY MFC Modules..................................... 3 ACW: BUS 1+2 LOC “LOC star” “LOC star,Cat II” 1000ft “Stabilised” “Go-around” (if ‘stable’ parameters not met) 00 “, Dul Coupling, No” "Checked" 500 “Five hundred” “Checked” 100 Above “One hundred above” “Checked” D “Decide” (1) “Land” “Go Around” “Eighty” “Disengaging Autopilot, Yaw damper OFF” (1) If Capt does not respond to “Decide”, FO must initiate a GA unless visual. | Action | Value | | --- | --- | | Green ‘CAT II’ placard | Fitted Radio Altimeter ........ 1 (with 2 displays) | | Autopilot & Flight Director | 1 DH indicator ....................................... 2 | | COURSE rotary selectors | 2 GA pushbutton .................... 1 (PF side) | | AP Quick Disc. button | 1 (Capt. Side) Windshield wipers ........... 1 (Capt. side) | | AP OFF warning (light &aural) | 1 Yaw Damper ...................................... 1 | | ILS receivers | 2 ASI ......... 2 (FO side must be operative) | | AHRS | 2 Altimeters. ........................................... 3 | | STBY Horizon | 1 Hydraulic systems ........... Blue & Green | | CRT | 3 (2 PF side) Electrical system… | | SGU | 2 DC: BUS 1+2+EMER+STBY+ESS |

CAT II Aide The following failures or malfunctions, if resolved or made safe by 00ft , may permit the action indicated in the table. Any other failure or malfunction (or any listed below that are not resolved or made safe by 00ft ), shall result in - Reversion to Cat I minima (if available and safe to do so)to continue the approach, or Continuing the approach visually if possible, or Executing a missed approach (o round) if necessary. Monitor Discontinue approach or Continue visually Continue, increase Multiply QRH Not Applicable VAPP/F.30 by 10kt - , o - Discontinue Co a n s ti s n o u c e ia , t a e p d p ly app o ro r ach - procedure. Continue visually Attempt to recover, or revert to Cat I - FD approach. Attempt to recover, - or revert to Cat I. A Category II ILS approach procedure (Actual or Practice) must be recorded using Form FO 131 LVO OPS Performance Report -Evaluation of CAT II End 500-Series

CAT II Aide

19.3 ATR 72-500F: CAT II Approach – Aide¶

600-Series Not Applicable End 600-Series

CAT II Aide 500-Series LOC “LOC star” “LOC star,Cat II” 1000ft “Stabilised”“Go-around” (if ‘stable’ parameters not met) 00 “, DulCoupling, No” "Checked" 500 “Five hundred” “Checked” 100 Above “One hundred above” “Checked” D “Decide” (1) “Land”“Go Around” “Eighty” “Disengaging Autopilot, Yaw damper OFF” “Decide”,

CAT II Aide End 500-Series

CAT II Aide

19.4 ATR 42-600: CAT II Approach – Aide¶

500-Series Not Applicable End 500-Series

CAT II Aide 600-Series Seat Position correct Crew Qualified & Current NOTAMS checked Suitable Alternate available NavBlue Cat II & Cat I minima Rad Alt DH & Baro MDA set Max HWC:15kt / Max TWC: 10kt / Max XWC: 15kt PED's Flight Safe Mode - ACW: BUS 1+2 LOC “LOC star” “LOC star,Cat II” 1000ft “Stabilised” “Go-around” (if ‘stable’ parameters not met) 00 “, Dul Coupling, No” "Checked" 500 “Five hundred” “Checked” 100 Above “One hundred above” “Checked” D “Decide” (1) “Land” “Go Around” “Eighty” “Disengaging Autopilot, Yaw damper OFF” “Decide”, | Action | Value | | --- | --- | | Green ‘CAT II’ placard | Fitted Radio Altimeter ........ 1 (with 2 displays) | | Autopilot & Flight Director | 1 DH indicator ........................................ 2 | | COURSE rotary selectors | 2 GA pushbutton .................... 1 (PF side) | | AP Quick Disc. button | 1 (Capt. Side) Windshield wipers ........... 1 (Capt. side) | | AP OFF warning (aural) | 1 Yaw Damper ....................................... 1 | | ILS receivers | 2 ADCs .................................................. 2 | | AHRS | 2 Hydraulic systems........... Blue & Green | | IESI | 1 Electrical system… | | PFDs | 2 DC: BUS 1+2+EMER+STBY+ESS | | MFC Modules | 3 AC: BUS 1+2+STBY |

CAT II Aide The following failures or malfunctions, if resolved or made safe by 00ft , may permit the action indicated in the table. Any other failure or malfunction (or any listed below that are not resolved or made safe by 00ft ), shall result in - Reversion to Cat I minima (if available and safe to do so) to continue the approach, or Continuing the approach visually if possible, or Executing a missed approach (go around) if necessary. Monitor Discontinue approach or Continue visually Continue, increase Not Applicable VAPP/F.3 by 10kt Continue, switch off affected DU , no Discontinue Continue, apply approach associated or procedure. Continue visually Attempt to recover, or revert to Cat I FD approach. Attempt to recover, or revert to Cat I. A Category II ILS approach procedure (Actual or Practice) must be recorded using Form FO 131 LVO OPS Performance Report -Evaluation of CAT II End 600-Series

CAT II Aide

19.5 ATR 72-600: CAT II Approach – Aide¶

500-Series Not Applicable End 500-Series

CAT II Aide 600-Series¶

ACW: BUS 1+2 LOC “LOC star” “LOC star,Cat II” 1000ft “Stabilised” “Go-around” (if ‘stable’ parameters not met) 00 “, Dul Coupling, No” "Checked" 500 “Five hundred” “Checked” 100 Above “One hundred above” “Checked” D “Decide” (1) “Land” “Go Around” “Eighty” “Disengaging Autopilot, Yaw damper OFF” | Action | Value | | --- | --- | | Green ‘CAT II’ placard | Fitted Radio Altimeter ........ 1 (with 2 displays) | | Autopilot & Flight Director | 1 DH indicator ....................................... 2 | | COURSE rotary selectors | 2 GA pushbutton .................... 1 (PF side) | | AP Quick Disc. button | 1 (Capt. Side) Windshield wipers ........... 1 (Capt. side) | | AP OFF warning (aural) | 1 Yaw Damper ...................................... 1 | | ILS receivers | 2 ADCs ................................................. 2 | | AHRS | 2 Hydraulic systems ........... Blue & Green | | IESI | 1 Electrical system… | | PFDs | 2 DC: BUS 1+2+EMER+STBY+ESS | | MFC Modules | 3 AC: BUS 1+2+STBY |

CAT II Aide The following failures or malfunctions, if resolved or made safe by 00ft , may permit the action indicated in the table. Any other failure or malfunction (or any listed below that are not resolved or made safe by 00ft ), shall result in - Reversion to Cat I minima (if available and safe to do so)to continue the approach, or Continuing the approach visually if possible, or Executing a missed approach (go around) if necessary. Monitor Discontinue approach or Continue visually Continue, increase Not Applicable VAPP/F.30 by 10kt Continue, switch off affected DU , no Discontinue Continue, apply approach associated or procedure. Continue visually Attempt to recover, or revert to Cat I FD approach. Attempt to recover, or revert to Cat I. After every Cat II Approach A Category IIILS approach procedure (Actual or Practice) must be recorded using End 600-Series

CAT II Aide

De-Icing Aide Memoir 20 De-Icing Aide De-Icing Aid Contamination Check The contamination check is a check of the aircraft to establish the need for de-icing. Usually, this is completed by the flight crew during the walk-around. The objective is to determine if the aircraft contamination fallswithin permitted contamination in FCOM8.1.2.1. If this is not the case a de-icing procedure MUST be carried out. De-Icing Procedure ATR De-Icing Configuration Establish what Anti/De-Icing is required i.e. (one-step or two- If propellers require de-icing this must be done step procedure) de-icing or and/or anti-icing. Advise de-icing BEFOREenginestart (including HOTEL mode) crew which parts/surfaces require treatment. On-Stand de-icing withGPU:De-Icing with engines at FUEL SO. Once all doors closed and the aircraft is configured for de-icing, On-Stand without GPU:Use of HOTELmode is advise ground crew ready for de-icing. permitted to supply the electrical systems but MUST be agreedwith the de-icing crew. When procedure is complete you will be passed de-icing Remote De-Icing:Engine1be shut downand details/code. This includes: engine2 runinHOTEL mode. Type of fluid/brand used, fluid concentration, local start time Before the procedure begins, ensurethe following: of de-ice treatment (for HOT) and date. It may also contain a statement toconfirm post de-ice treatment checks complete. All doors closed. Flaps fully retracted. Gust lock ENGAGED. Record information on tech log sector strip andquantity used OVBD VALVE switch set to FULL CLOSED. on scratchpad. ENGINE BLEEDS OFF.

CAUTION: Refer to FAA holdover times on EFB to determine the expected Ifaircraft has been treated with Type II/IV holdover time available. fluid Continually re-assess validity of calculated holdover time with regard to the weather and other external conditions, including aircraft surfaces for accumulations. A change in Method 2 must be briefed: CM1is PF fortake- conditions, expired holdover time or failure of the fluid may off. Higher than normalcontrol forces may be require retreatment. experienced during rotation, PF may askPM for assistance by calling “PULL” at VR. PM then pulls the controlcolumnuntil5° pitch attitude is Perform pre-take-offcheck immediately before departure. reachedthen PM releasesthe controls. Holdover Times The published holdover times are only an estimate and the initial time (opening of the HOT window) should be used for departure planning. The actual time of protection depends on the actual weather conditions experienced and may be reduced by a number of factors, such as an increase in precipitation intensity, high winds, jet blast etc. Therefore, holdover times shouldonly be used in conjunction with the pre-take-off check. If contamination is found or uncertainty exists asto the applicability of the holdover time, take-off is not permitted – residual fluid must be removed and a new treatment performed. Just prior to take-off CM1 is to assess whether the holdover time is still appropriate; review the environmental conditions, inspect the aircraft tothe extent possible to ensure critical surfaces are clear of frozen contamination, especially those that have been anti/de-iced. This visual check is performed from the flight deck

De-Icing Aide Memoir De-Icing Aid

Royal Mail Operations Inverness 21 Royal Mail Operations Inverness

Section 21: ATR72 Royal Mail Operations Inverness¶

[!WARNING] Section 21 was extracted with CID-encoded characters — some text artifacts may remain.

Applicability: 500-Series only (600-Series Not Applicable)

21.1 Fuelling Procedures — Day and Night Shifts¶

Night Shift Fuelling (Mon-Sat): Fuel after last rotation. Fuelled at stand by Shell tanker. Notify Shell per ground crew availability. Accept fuel dip and check contamination (see Section 3.14).

Day Shift Fuelling (Sun night into Mon): Fuel at stand. If not night-stopped, supervisor does visual check on arrival for contamination. Driver takes sample, shows marshaller/supervisor clean sample before fuelling.

21.2 Fuelling Procedures — Night Shifts Only¶

Aircraft pre-fuelled after last rotation. Shell fuel ticket obtained by marshaller/ground crew, taken to Loganair Ops desk. Ops team completes Domestic Fuel Record on portal. Paper copies filed.

21.3 Ground Handling Procedures¶

Loading Timings (INV): First bag from van on belt within 5 minutes of van arrival. Vans should arrive at booked departure time.

ACC: Start-up approval. If delay expected, advise ACC/ATC. Airfield Operations duty: 07814 881913.

Parking: Cones around tail and wingtips. Blanks/chocks by engineers or crew.

21.4 Paperwork¶

LIRFs, Loadsheets (signed by commander), A5 Security Forms, speed cards. All filed via Loganair Ops desk.

21.5 Royal Mail Contract¶

Penalty: £900 per 15 minutes delay beyond booked departure. ATC/weather delays exempt with delay code.

Airport Opening Times: - SYY: 0700 local - BEB: 0800 local - INV: 0245 local (Night Shift Ops)

Early arrival incurs charges. Manage flight profile with VNAV/PROG.

Delay Codes: Royal Mail Supervisor for mail-side, Loganair Ops for airline-side. ~20 mins notice required.

21.7 Additional Equipment¶

(Forward Bay A)

Orange bag (blanks, tail prop), prop strap, ladder, emergency bottle, spare headsets, overboots, gloves, wipes, sanitizer, clipboards, paperwork, speed cards, security forms, water, tea/coffee supplies, tie-down point.

21.8 Main Door Weight¶

Door weight (yellow, labelled NOT TO BE REMOVED) for high-wind conditions. Stow in Bay J when not in use.

21.9 ARFF Crash Category¶

See Section 1.13, Aircraft Categories.

21.10 Engineering Support¶

Parked in front of Loganair Engineering. ATR engineer: 07584 470082.

End 500-Series