VAPP is VAPPNO WIND read in the QRH (on the final approach speed line), corrected for
wind.
WIND FACTOR
The highest of:
- 1/3 of the headwind velocity;
- The gust in full;
The maximum wind factor is 15 kts.
Wind factor is added to give extra margin against turbulence, risk of windshear etc…
According to OM G/B the Radio Altimeter (RA) must be set at the applicable decision height
(DH) as published on instruments and approach landing charts (IAL) for precision
approaches.
For ATR 42/72 DH should be set and used for CAT II approach, may be set for CAT I
approach for information only (has not to be used as a reference) and is never used for non-
precision approach.
Set target torque bug at computed CRZ torque. Check if computed torque corresponds with
FDAU computed torque.
Set white bug to VmLB0 and red bug to VmHB0 for actual weight.
Set speed bug to computed IAS.
Acceleration Altitude (for Missed Approach)
NOTE: In case a Go-Around is to be performed from an altitude which is greater than 1000ft
above AAL, the acceleration climb sequence is to be performed immediately after reaching
Go-Around Speed unless DA/MDA or single engine acceleration altitude are higher than
1000ft above AAL. In this case the acceleration will be the highest of these two.
CIRCLE TO LAND
Before Landing, C/L must be initiated during approach, before reaching MDA of the circle to
land procedure.
The completion of the checklist will be announced “Before Landing Checklist completed
except flaps”.
After the flaps will be on final position (35 or 30) the checklist will be announced “Before
Landing Checklist completed”.
All turns in circling pattern shall be made with Hi Bank.
Brake off turn should be made on a heading ±45 degrees from the outbound course, when
at MDA and in visual contact with the runway.
Timing for the downwind leg after passing abeam the threshold is the difference between
MDA and airport elevation divided by 20 in seconds - 1 sec per each 2 kts of tailwind
component.
LANDING
In order to minimize landing distance variations the following procedure should be followed:
Maintain standard final approach slope (3º) and VAPP until 20 ft is called on radio altimeter;
At 20 ft call by PNF, reduce to FI and flare visually as required.
NOTE: 20 ft leaves ample time for flare control from standard 3º final slope.
CAUTION: If a thrust dissymmetry occurs or if one LO PITCH light is not illuminated, the
use of any reverser is not allowed. In this case the propeller pitch mechanism is
probably locked at a positive blade angle, leading to a positive thrust for any PL
position.
As speed reduces, at 70 kts CM1 takes NWS control, CM2 holds control column into the wind.
NOTE: Max reverse is usable down to full stop if required, but to minimize flight control
shaking due to reverse operation at high power, it is helpful to release slowly PL’s
back to GI when reaching low groundspeed (below 40 kts estimated).
Max braking is usable without restriction down to full stop whatever the runway conditions
may be, provided ANTISKID is operative.
In case of significant bounce, a GO-AROUND should be considered.
When reaching DA or MAPt after level off at MDA, if required references are not established
or when passing stabilization screen height and not stabilized, or when other unexpected
events happen, a go-around must be initiated.
A missed approach or balked landing is initiated with the order “GO-AROUND”, by either
pilot. The decision to fly a Go-Around cannot be reversed or countermanded.
The initial part of missed approach should be flown AFCS in GO-AROUND mode (FD mode
only) which gives:
- On pitch axis, a target attitude compatible with single engine performance.
- On roll axis, a steering command to maintain heading followed at GA engagement.
As soon as climb is firmly established, use of HDG and IAS modes (which will then be
accepted by AP) should be engaged.
/\R72
p 1
I 001 I
'IA
F.C.O.M. GENERAL
I I DEC 96
AIRCRAFT DIMENSIONS AND GROUND CLEARANCES
<(
:;
0
0
<(
0
0
0 '
F H
0
0
.
0
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0 s
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VERTICAL CLEARANCES (A ~ J)
OPERATING EMPTY MAXIMUM RAMP WEIGHT
WEIGHT
CG 25% CG 14% CG 37%
ft m ft m ft m
A 10.80 3.29 10.43 3.18 10.73 3.27
B 2.16 0.66 1.77 0.54 2.06 0.63
c 4.00 1.22 3.61 1.10 3.90 1.19
D 4.88 1.49 4.66 1.42 4.40 1.34
E 25.33 7.72 25.16 7.67 24.67 7.52
F 10.46 3.19 10.13 3.09 10.23 3.12
G 3.97 1.21 3.64 1.11 3.74 1.14
H 12.50 3.81 12.20 3.72 12.17 3.71
j 22.87 6.97 22.70 6.92 22.24 6.78
a -1°011 -1°183 -0°550
K 5 Ft 6.3 in. 1.683 m
L 35 Ft 4.8 in. 10.79 m
M 89 Ft 1.5 in. 27.166 m
N 23 Ft 11.8 in. 7.31 m
p 13 Ft 5.4 in. 4.100 m
R 26 Ft 6.9 in. 8.100 m
s 88 Ft 9 in. 27.050 m
-t)) AIRCRAFT GENERAL 1.00.10
/\R72
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F.C.O.M. GENERAL
I I DEC 96
TURNING CAPABILITY ON GROUND
THEORETICAL CENTER
A
MINIMUM
OF TURN FOR MINIMUM
PAVEMENT
TURNING RADIUS SLOW
WIDTH FOR
CONTINUOUS TURNING.
180° TURN
APPROXIMATELY IDLE
THRUST ON ALL ENGINES.
NO DIFFERENTIAL
BRAKING.
<C
<C
0
0
<(
N
0
0 TURN-
0 ANGLE x y A R3 R4 R5 R6
0
0
35Ft 20Ft 70Ft 40Ft 64Ft 45Ft 55Ft
4in. 4.5in. 2.5in. 9.5in. 9in. 9.5in. 10.5in.
;; 60°
.::
~
0 10.77 6.21 21.40 12.43 19.74 13.96 17.03
"'
R
-t)) AIRCRAFT GENERAL 1.00.10
/\R72
p 5
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F.C.O.M. GENERAL
I I DEC 96
R LOCATION OF ANTENNAE
2 EMERGENCY
ADF 1 VHF LOCATOR
VHF 1-----iTCAS ~ l__ ~~~SMITTER--i
MLS 1+2 --------..... f ' \ ~~~
~:~lt~
DME 2
DME 1
ATC 1
ADF 2
MARKER
RADIO ALTIMETER
s
ATC2
LI [5
'.
:
ATCALTIMETER
RADIO
=~ ~\\-,-,-
2
ATC1 ~
- -
MARKER u....;:o,~--V-HF_2
__ g~~~~ ~
VOR-LOC1-2
~-~,;~l".~i~_
dJ ~r\ ~r"' LADF 1 EMERGENCY LOCATOR
~ VHF 1 TCAS ADF 2 TRANSMITTER
Note : Number and location of antennae may change depending on the versions. All
possibilities are drawn on these views.
R
Operations Manual – part B / AO Matters ATR 42/ 72
1. LIMITATIONS
Friction
Braking action TO LDG Max. crosswind
coefficient
0.4 or above Good (95) 1 1 30 KTS
0.39-0.36 Good/ Medium (94) 2 2 28 KTS
0.35-0.30 Medium (93) 3/6 6 20 KTS
0.29-0.25 Medium/Poor (92) 4 5 15 KTS
0.25 Poor (91) 7 7 5 KTS
Below 0.25 Unreliable (99) No T/O or Landing
Tailwind 10 KT
TAKEOFF
RVR < 400 m
Crosswind 15 KT
Headwind 30 KT
ATR42 ATR72
Tailwind 10 KT 10 KT
LANDING CAT II
Crosswind 15 KT 15 KT
Headwind 15 KT 30 KT
42 PEC 0 0 15 30 30
Flaps
72 PEC 0 0 15 35 35
Torque (%) 50 40 40 50 25
All
42 PEC +1 +4 0 0 –1
engines
Pitch (°)
72 PEC +1 +4 +1 0 –3
Torque (%) 90 75 75 90 50
Single
42 PEC +1 +4 0 0 –1
engine
Pitch (°)
72 PEC +1 +4 +1 0 –3
(1)
For flight profiles other than standard 3° approach, use following corrections to maintain the
required flight path angle:
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 pushbutton 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
2: -- CM2 side must be operative (*)
Airspeed indicators
-- If CM1 is PF, CM1 side must be operative
Altimeters 3
Hydraulic system Blue + Green
DC: BUS1 / BUS2 / EMER / STBY / ESS ;
Electrical system
AC: BUS1 / BUS2 / STBY ; ACW: BUS1 / BUS2
MFC modules 3
(*): The standby airspeed instrument can be easily monitored only from the CM1 position
(Captain position).
A/C Systems Failure during Approach A/C Systems
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800°C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N° 1 on ground (engine 2 running)
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL SO * FTR
IGNITION
EEC EEC ON
PLA GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200° C.
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
R during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour.
R
Note : This alert is inhibited when affected CL is in FUEL SO position.
FLIGHT INSTRUMENTS 1.10.10
P5 001
AIR DATA SYSTEM JUL 01
AA
STANDBY ALTIMETER
R
Note : Allowable deviation between normal airspeed indications
and between normal and standby airspeed indications :
120 5 7
180 7 9
200 7 10
8 10
230
PROCEDURES AND TECHNIQUES 2.02.11
P2 500
POWER PLANT APR 08
AA
TAKE OFF: USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at
Take off.
The closing signal is given by MFC’s when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for Take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need tee, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the throttles out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATION
The variation tolerances of engine parameters are shown in Figure. These tolerances
must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
In case of engine parameters fluctuation it can be helpful to select the corresponding EEC
OFF before shutting the engine OFF.
If this action cures the problem, the flight can be continued accordingly.
MAN IGNITION
When one or both EEC (s) has (have) been deselected, the use of MAN ignition is
required when the aircraft penetrates heavy precipitation or severe turbulence areas,
when ice accretion develops or when using contaminated runway for take off or landing.
CLs should be routinely stay into the notches. Np is automatically set at 100 % provided
PWR MGT is on TO position and PLA is sufficient (see 1.16.40).
R Eng. : PW127F / PW127M
LIMITATIONS 2.01.04
P2 500
POWER PLANT OCT 08
AA
R Model. : 212A
LIMITATIONS 2.01.04
P3 500
POWER PLANT OCT 08
AA
ITT LIMITS
R Model. : 212A
-t)) FLIGHT INSTRUMENTS 1.10.30
/\R72
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F.C.O.M. EFIS
I I DEC 96
EADl/EHSI ALERTS
COMPARISON MESSAGES
Both AHRS and both ILS information are monitored by SGUs. Caution messages are
displayed in case of disagreement and "EFIS COMP" amber alert and single chime are
generated at the same time by the CCAS.
-{--SPERRY
LOG .~~s~1~1-G)
HOG
ATT ILS ..,.,.-~~-__,0
t: I
SPD
F
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200DH
0
0
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0
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/\R72
p 13 I 001 I
'IA
F.C.O.M. EFIS
I I DEC 96
SOURCE FAILURE ALERTS
In case of a source failure, the associated information immediatly disappear from both
CRTs. Failure message is displayed instead.
<(
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0
0
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,;,
;;
0 '
M
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~
0
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G) Information displayed on scales
A red cross appears on the scale, indexes disappear.
0 Information digitally displayed
Amber dashes replace the lost information.
0 Other information
Red message is displayed to advise the crew of the information loss.
0
.,
0
M '
;;
0
M
-t)) FLIGHT INSTRUMENTS 1.10.30
/\R72
p 14 I 001 I
'IA
F.C.O.M. EFIS
I I DEC 96
CD Information displayed on scales
A red cross appears on the scale, indexes disappear.
CD Information digitally displayed
Amber dashes replace the lost information.
0 Other information
Red message is displayed to advise the crew of the information loss.
©Pointers
In case of associated NAV source failure, pointer disappears, no flag is visible.
-}SPERRY
!""
0
0
.;."'
G) . SG FAIL
:;
0 '
M
0 '
..::
0
"'
Note: In case of" A" or" B'' part loss, data only acquired by one SGU (DME, ADF, NAV)
- - will be lost and remain unrecoverable on the other pilot's system.
Q) "C'' part inoperative
Both CRTs are dark without any failure message.
12T0160_ATRfctm500_42_72_PART2A.indd 47
Non limiting runway
Limiting runway Set when V1≠VR (limiting runway)
V1 Set at 12 o'clock when not used
(non limiting runway)
60
400 80 Speed bug V2
350 100
300
120
NORMAL CONDITIONS ICING CONDITIONS
250
IAS 140
230 KT
160 White Bug (flaps 0°) White Bug (flaps 15°)
White bug
200 180 – Final Take-Off Speed (VFTO)
– Final Take-Off Speed (VFTO)
– Flaps retraction speed – Low Bank manoeuver
– Low Bank manoeuver – Single engine climb speed
– Best climb gradient speed
– Single engine climb speed
White bug + 10 kt
VmHB(2) flaps 0° VmHB(2) flaps 15°
– High Bank manoeuver – High Bank manoeuver
– Best climb rate speed
– VmLB(1) flaps 0°
– Flaps retraction speed
– Low Bank manoeuver
Page 2
SEP 12
Icing bug + 10 kt
02.01.05
(2)
– High Bank manoeuver
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)
12/09/12 13:50
22.5 t PW127F / PW127M
Never exceed certified weight limitations
Speeds Normal Icing
NON LIMITING RWY
V1 = VR 112 122
TAKE-OFF
V2 115 125
FLAPS 15
140 130
FINAL TAKE OFF
(Flaps 0) (Flaps 15)
12T0160_ATRfctm500_42_72_PART2A.indd 48
133
DRIFT DOWN
140 (Flaps 15)
VmLB
(Flaps 0) 167
MINI EN ROUTE (Flaps 0)
FINAL VmHB
113 122
APPROACH (Flaps 30)
NORMAL CONDITIONS ICING CONDITIONS
VmLB flaps 0°
12/09/12 13:50
PW127F / PW127M 21.5 t PW127F / PW127M
1.1 VMCA IAS * Speeds Normal Icing
OAT °C NON LIMITING RWY
V1 = VR 109 119
-30 -20 -10 0 + 10 + 20 +30 + 40 + 50 TAKE-OFF
ZP (ft) V2 113 122
FLAPS 15
0 111 110 109 108 108 107 106 104 100 138 126
FINAL TAKE OFF
(Flaps 0) (Flaps 15)
2000 109 108 108 107 106 105 104 101 97
129
DRIFT DOWN
138 (Flaps 15)
4000 108 107 106 105 105 104 100 97 94 Yellow bug VmLB
VGA (Flaps 0) 163
MINI EN ROUTE
12T0160_ATRfctm500_42_72_PART2A.indd 49
(1) (Flaps 0)
6000 106 106 105 104 103 100 97 94 91 Max VmHB flaps 30 (35)+5kt
{
1.1 VMCA FINAL VmHB
109 119
APPROACH (Flaps 30)
8500 104 104 103 100 98 96 93 90 88
White bug White Bug (flaps 0°) White Bug (flaps 15°)
5.3. Approach speed bugs
Icing bug
Icing Bug
– VmLB(1) flaps 0°
– Flaps retraction speed
for go-around
– Low Bank manoeuver
42 PEC
(1)
VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
72 PEC
(2)
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)
(3)
Wind factor = max {1/3 Head Wind component or full gust } limited to 15 Kt.
12/09/12 13:50
Operations Manual – part B / AO Matters ATR 42/ 72
2. NORMAL PROCEDURES
Takeoff Briefing
- Continue T/O;
- NO action until ACCELERATION, except at positive climb, GEAR UP
and cancel MW / MC;
- At ACCELERATION which is (...), perform Memory Items, Emergency
Checklist, After T/O Checklist and Abnormal Checklist;
- N-1 Procedure: Rwy Track, EO-SID (10-7), SID, etc.
2. NORMAL PROCEDURES
It is also a recall of standard emergency procedures and is the time for the Commander to
give specific instructions to the Copilot.
Takeoff briefing should be completed at a time when the cockpit workload is low so that
pilots may concentrate on its content and at a time when the takeoff conditions are likely to
be known.
The line Takeoff Briefing from Taxi Checklist is a review of changes, if any, from the initial
Departure Briefing. If no changes Takeoff Briefing is completed.
ASI BUGS:
TQ BUGS:
Set manual bugs to computed maximum T/O torque for the day.
2. NORMAL PROCEDURES
Speeds: VAPP ..., VGA ..., VmLB0/mLB15 ... (normal/icing), VmLB0 ... (icing).
STAR description (checked with GNSS) / NAV settings / Communications
NAVIGATION
PF will push Go-Around pb’s, will advance PL’s to the RAMP and will fly the a/c
into the FD bars
PNF will select Flaps one notch (if in final flaps configuration) and will check for
TQ’s 100%
At positive climb ask for GEAR UP
PNF will select GEAR UP and SET HDG, LO BANK, IAS VGA
At Acceleration which is (...) reduce PL’s to the NOTCH and ask for CLIMB
SEQUENCE
2. NORMAL PROCEDURES
TQ BUGS:
Set manual bugs to computed GA torque for the day.
2.7.3 Speed
VAPP is VAPPNO WIND read in the QRH (on the final approach speed line), corrected for
wind.
WIND FACTOR
The highest of:
- 1/3 of the headwind velocity;
- The gust in full;
The maximum wind factor is 15 kts.
Wind factor is added to give extra margin against turbulence, risk of windshear etc…
2. NORMAL PROCEDURES
Approach with AP
Autopilot 1
FD bars 2
AP quick disconnect 2
AP OFF warning (light
1
and aural)
ADU 1
ILS receiver 2
AHRS 2
Standby Horizon 1
CRT 3(2 CM1 side)
SGU 2
Radio altimeter 1(with 2 displays)
DH indicator 2
GA pushbutton 2
Windshield wipers 1(CM1 side)
Yaw damper 1
2: - CM2 side must be operative(*)
Airspeed indications
- If CM1 is PF, CM1 side must be operative
Altimeters 3
Hydraulic system Blue + Green
DC: BUS 1/ BUS 2/ EMER/ STBY / ESS;
Electrical system
AC: BUS1/ BUS2/ STBY; ACW: BUS1/BUS2
MFC modules 3
2. NORMAL PROCEDURES
This section refers only to abnormal situations and procedures that can affect a low visibility
operation. Generally, abnormal situations and procedures arise when any of the
requirements for low visibility operations are not satisfied during flight.
The nature of the failure / fault and the point of its occurrence will determine which response
is appropriate.
If external visual references are insufficient, failures not completely treated before 1000 feet
should lead to a missed approach.
A/C Systems
2. NORMAL PROCEDURES
Flight Instruments
090.0 090.0
The take-off and reserve take-off torques are read in the QRH, Ops Data part.
067.0 067.0
025.0 025.0
For the following conditions, this table shows the best torque presets.
Precise torque values will vary depending on aircraft weight and outside conditions but differences
will be very minimal.
42 PEC 0 0 15 30 30
Flaps
72 PEC 0 0 15 35 35
Torque (%) 50 40 40 50 25
All
42 PEC +1 +4 0 0 –1
engines
Pitch (°)
72 PEC +1 +4 +1 0 –3
Torque (%) 90 75 75 90 50
Single
42 PEC +1 +4 0 0 –1
engine
Pitch (°)
72 PEC +1 +4 +1 0 –3
(1)
For flight profiles other than standard 3° approach, use following corrections to maintain the
required flight path angle:
All operational data shall be crosschecked by crew using relevant documentation (QRH, Take-off
limitations chart (e.g. FOS), Load & Trim sheet…).
Information from the take-off data card will help the crew members to prepare departure and take-
off briefings.
1 2 3 4
7 A 10
8 B
5 11
9 C
G
D
6 12
E F
6 ICING
Tick the box when icing conditions prevail at If the box is ticked, remember icing conditions prevail
take-off. for take-off.
7 W LIM
Write down lowest weight limitation between Call out relevant weight limitation.
structural and operational limitations.
8 9 OBJ TQ / RTO TQ
Write down Objective / RTO torques as read in Call out Objective torque and set white bugs on both
QRH 4.11 / 4.12 versus actual Outside Air Tem- torque indicators.
perature and Pressure Altitude and Air Cond. Call out RTO torque and check amber bugs consis-
selection. tency.
10 ACC
Write down take-off acceleration altitude (400ft Call out take-off acceleration altitude.
AAL minimum.)
11 SINGLE ENGINE PROCEDURE
Draw single engine procedure’s first segments to Confirm single engine procedure according to weath-
be flown (heading, altitude, turns...). er conditions.
12 RWY
Write down runway in use for take-off. Check intended runway matches ATIS runway in use.
32R in use, wind from 320/15 kt, ceiling 1500 ft and visibility 2000 m, temperature is +25°, QNH is 1015 hPa set on
the 3 altimeters, normal conditions, W LIM is 22.3 tons, OBJ TQ is 90%, RTO TQ is 100%, acceleration altitude is
1000 ft and single engine procedure is runway heading until 1000 ft then right turn tracking TOE climbing to 4000 ft”.
Once Load and Trim sheet processing is completed: “TOW is 22 tons, V1 & VR are 111 kt, V2 is 114 kt, white
bug is 139 kt, icing bug is 165 kt. Pitch trim is +1.2.”
PM fills-in and PF proceeds Landing data card prior Before Descent procedure is initiated.
All operational data shall be crosschecked by crew using relevant documentation (QRH, Landing
limitations chart (e.g. FOS)…).
Informations from landing data card will help crew members to prepare arrival briefing.
1 2 3 4
7 10 17
8 11
5 9 12 18
13 14
6 19
15 16
9 1.1 VMCA
Write down speed as read from QRH 4.64 ver- Call out 1.1 VMCA’s value.
sus Outside Air Temperature and Pressure Al-
titude.
10 LW
Write down computed landing weight and Check out LW is less than or equal to W LIM.
check consistency versus W LIM (LW ≤W LIM.)
11 FLAPS
Write down flaps setting. Call out landing flaps setting.
12 VAPP no wind
Write down final approach speed, VmHB, as Call out VAPP no wind’s value.
read from QRH versus actual LW.
13 VGA
Write down VGA, as highest value between 1.1 Call out VGA, set yellow bug on both airspeed indica-
VMCA and VAPP no wind + 5kt. tors and crosscheck.
14 VAPP
Write down computed VAPP = VAPP no wind Call out VAPP.
+ wind factor.
NOTE: Wind factor = max {1/3 Head Wind component or full
gust} limited to 15 Kt.
15 WHITE BUG
Write down the highest value between Final Call out final take-off speed, set white bug on both
take-off and Drift-down speed, according to airspeed indicators and crosscheck.
prevailing normal (VmLB0) or icing conditions
(VmLB15).
16 ICING BUG
Write down VmLB0 icing’s value as read from Call out Icing bug’s value, set red bug on both airspeed
QRH. indicators and crosscheck.
17 ACC
Write the missed-approach procedure’s accel- Call out missed-approach acceleration altitude.
eration altitude, {1000 ft AAL, or published alti-
tude}.
18 MISSED APPROACH PROCEDURE
Draw missed approach procedure’s first seg- Confirm missed approach procedure according to
ments to be flown (heading, altitude, turns...). weather conditions.
19 RWY
Write down runway in use for landing. Check intended runway matches ATIS runway in use.
Example:
“We’ll be landing at LFBD, elevation 166 ft, alternate is LFBA. Information Golf recorded at 09.00 UTC, runway in use 23,
wind from 200/10 kt, ceiling 2000 ft and visibility 3000m, temperature is + 20°, QNH is 1020 hPa set on the 3 altimeters,
non icing conditions, W LIM is 22 tons, LW is 21.6 tons, GA TQ 100% set, VGA is 114 kt, white bug is 138 kt, Icing bug is
163 kt. Landing flaps 30°, VAPP will be 112 kt.
Missed approach procedure is climb straight ahead D4 outbound, then turn right heading 042 following published track up
to 4000 ft, and acceleration altitude is 1000 ft.”
8. Briefings
2 General Conditions
• Actual and expected weather for departure, cruise and arrival. Hazardous phenomena
(Icing, thunderstorm, turbulence…)
• NOTAMs
• Aircraft status: daily check, documentation, MEL items…
3 Taxi
• Taxi out description
• Restrictions: contamination, closed Taxiway…
• Runway in use and expected holding point
• Anticipate de-icing holdover times.
4 Take-off Performance
• Limitations, bleeds ON or OFF, power setting (Boost, RTO).
Departure chart 5
6
7 MSA
12 Open questions
2 “VISIBILITY IS 2000M, CEILING AT 1500FT, WIND FROM 320/15 KT, QNH 1012, NORMAL CONDITIONS.
NO MEL, NO NOTAM.”
3 “WE’LL TAXI OUT VIA PAPA, HOLDING POINT N1, FOR RUNWAY 32R.”
8 “324 INBOUND TO TOU THEN RIGHT TURN TO HEADING 117 TO INTERCEPT 087 OUTBOUND RADIAL
FROM TOU TO FINOT. THEN INTERCEPT 085 OUTBOUND RADIAL TO TOU TO AFRIC. CLIMB GRADIENT IS
11% UP TO 3000FT, WHICH WE CAN COMPLY ON BOTH ENGINES.”
11 “IN CASE OF ENGINE FAILURE, PROCEED STRAIGHT AHEAD CLIMBING 3000 AND REPORT ATC.”
7
12 “ANY QUESTIONS? DEPARTURE BRIEFING COMPLETE.”
When departure clearance is obtained from ATC, you must check its consistence and compliance
with expected SID:
– Is cleared SID in compliance with prepared one?
– Altitude clearance selected and crosschecked on ADU.
– Set transponder code.
If no clearance amendment is received, PF calls: “NO CHANGE”
If clearance is amended, reorganize NAVAIDS and perform new briefing.
3 “ANY FAILURE BEFORE V1, YOU CALL “STOP” AND STOP AIRCRAFT
IF FAILURE AT OR AFTER V1, WE CONTINUE TAKE-OFF, RUNWAY HEADING TO 3000 FT, THEN RIGHT TURN
TRACKING TOE CLIMBING TO 4000 FT, ACCELERATION ALTITUDE IS 1000 FT, MSA IS 3000 FT.”
Approach chart
10 Final Approach Segment: procedure minimum altitude, distance and stabilization point
11 Minima
13 NAVAIDS settings:
Active frequencies & associated courses
Standby frequencies (if necessary)
DME hold (if necessary)
RMI: VOR
EHSI: ADF
14 Taxi
• Taxi in description
15 Open questions
13 “WE LEAVE 3000 FT AT D9 TO CROSS D4 AT 1420 FT. STABILIZATION ALTITUDE IS 1200 FT.”
13 “IN CASE OF A GO-AROUND WE CLIMB STRAIGHT AHEAD D4 INBOUND / OUTBOUND DB, THEN TURN
RIGHT HEADING 042 FOLLOWING PUBLISHED TRACK UP TO 4000 FT. ACCELERATION ALTITUDE IS
1000 FT”
• Fuel to destination
Fuel to Dest= actual FU+Distance to go × FU vs. Dist (in Kg)
• Holding Fuel
HF= RF – (Alternate + Final Reserve Fuel) (in Kg)
(1)
Assuming fuel consumption is 600 kg/h. Exact value must be checked in FCOM 3.06.
1 2 3 4
12 Scan on Glareshield
16 20
Scan left instrument Panel Scan right instrument Panel
6 7 8 9 10 11
15 19
14 18
Scan left switching Panel Scan right switching Panel
Scan on Pedestal
13 17
The aircraft configuration (flaps and gears position) in approach is detailed in the following for
normal and single engine operations.
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
PROCEDURES AND TECHNIQUES 2.02.10
P3 001
FLIGHT PATTERNS JUL 98
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
PROCEDURES AND TECHNIQUES 2.02.10
P4 220
FLIGHT PATTERNS JUL 98
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
~~~~~~~~~~~~~~~~~
ROFA-02-02-10-007-AOO!AA
~~~
NORMAL LOW VISIBILITY CIRCLING APPROACH
RUNWAY IN SIGHT
TURNING BASE
ABEAM
THRESHOLD ;s: N ~
LEVEL OFF
START TIMING
PROCED TO DOWN WIND LEG
!'J
0
TURNING END OF TURN 0 N
FINAL 400 A MIN. CJ 0 :.....
m ~ o
FLAPS so· n
VAPP OBTAINED AND NOT LESS THAN VMCL <.C
+:>
PROCEDURES AND TECHNIQUES 2.02.10
P8 001
FLIGHT PATTERNS JUN 97
AA
R
::0 ::0 ::0
ROFA-02-02-10-009-AOOIAB
~~~
NO FLAPS LANDING
;s: N ~
ABEAM
TURNING BASE
THRESHOLD
GPWS "OVRD"
"'ti
180 Kt :ICI
0
n
m
TIME FOR A LONG "'T'1 c
APPROACH (2 MIN)
1500 Ft c:: c:
----------------------J_ ----- Cl
:::r:
--i
~
:ICI
m
en
--i zJ>
c
\
\\ --i
m
::0
z
en
--i
m
n
::c
z
\
\
\
\i~=e, i5
c:
'\_
\ m
\
en
\
' '-
" ""'C
!'J
0
0 N
c..... 0 :.....
END OF TURN
TRESHOLD SPEED c ~ 0
Vm HBO + SKI + WIND EFFECT
z
<.C
U'1
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A NORMAL TAKE-OFF
12T0160_ATRfctm500_42_72_PART4.indd 157
AFTER T/O
1. Take-off
CHECK LIST
SET ALTIMETER
PM ACTIONS DURING CLIMB PROCEDURE: STANDARD
– SET IAS 170 KTS (PITCH WHEEL)
– SET PWR MGT ON CLIMB
– BLEED VALVES SET ON (IF OFF) PASSING FL
XXX, NOW
SET HIGH
BANK
CHECK
PM ACTIONS AT LANDING GEAR RETRACTION: SET SPEED BUG FLAPS 0
– SET L/G LEVER UP 170 (160) STANDARD
– SET YAW DAMPER ON SET
– SET TAXI AND T/O LIGHT OFF
CLIMB HI BANK
PROCEDURE SET AFTER T/O
C/L COMPLETE
FLAPS 0
NORMAL PROCEDURES
GEAR UP
70KTS
ATPCS ARMED V1 POSITIVE
POWER SET ROTATE RATE
Page 1
SEP 12
04.02.01
72 PEC
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING AN ILS PRECISION APPROACH
12T0160_ATRfctm500_42_72_PART4.indd 158
APPROACH MODE SET
LOC WHITE, GS WHITE
170 SET
VOR ALIVE
FLAPS 25
42 PEC
RWY AXIS
CONFIRMED SET SPEED BUG
LOC STAR V APPROACH GS STAR
SET SPEED BUG
WHITE BUG +10
FLAPS 15 SET GA ALTITUDE
FLAPS 30
GEAR DOWN (35)
SET LOC GREEN BEFORE LANDING C/L
2. ILS Precision Approach
HEADING,
DUALS ILS GLIDE SLOPE
GREEN
+10 SET
SPEED CHECK GO AROUND
BEFORE LANDING
FLIGHT PATTERNS
42 PEC
DME, CHECK LAND
100 ABOVE DA
20
Page 1
SEP 12
04.02.02
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS
DURING A NON PRECISION APPROACH VOR-DME
(co-located)
SET SPEED BUG 170
12T0160_ATRfctm500_42_72_PART4.indd 159
170 SET NAV
MODE
VOR ALIVE SET VOR SET GO AROUND
WHITE FLAPS 25 ALTITUDE
42 PEC
SET SPEED BUG SET VS 0 FT/MIN
WHITE BUG +10
SET SPEED BUG
VOR STAR V APPROACH SET VS MINUS XXX
VS 0 FT/MIN GO AROUND
WHITE BUG BEFORE LANDING
FLIGHT PATTERNS
42 PEC
AUTO PILOT OFF
MINIMUM 80
50
42 PEC
20
PM MONITORS FLIGHT PATH
Page 1
SEP 12
04.02.03
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A CIRCLE-TO-LAND (AP ON)
12T0160_ATRfctm500_42_72_PART4.indd 160
AIRCRAFT CONFIGURATION:
– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
HDG XXX, HEADING XXX SET
VS MINUS XXX SET – BEFORE LANDING C/L COMPLETE
FLAPS 25 EXCEPT FLAPS 30 (35)
42 PEC
4. Circle-to-Land
START TIMING
SPEED
BUG V APP SPEED CHECK 500 ABOVE
......FLAPS 25
42 PEC
MINIMA
FLAPS 30 (35)
100 ABOVE
MDA+30
AUTOPILOT
OFF
NORMAL PROCEDURES
LAND 30s
MINIMUM
FLIGHT PATTERNS
SPEED CHECK
– START TIMING
SEP 12
04.02.04
72 PEC
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS
DURING GO-AROUND
2 ENGINES
AFTER T/O
SET ALTIMETER CHECK LIST
12T0160_ATRfctm500_42_72_PART4.indd 161
STANDARD
PASSING FL
5. Go-around
---, NOW
PF ACTIONS AT GO-AROUND:
1) PRESS GO AROUND PBs ON PLs SET HIGH
2) ROTATE BANK
3) ADVANCE PLs TO THE RAMP
PF ACTION AT ACC ALTITUDE: FL APS 15
RETARD PLS IN THE NOTCH
42 PEC
CLIMB
PROCEDURE 0
FLAPS 0
STANDARD SET
SET SPEED AFTER T/0
BUG 170 (160) C/L COMPLETE
HIGH BANK SET
POSITIVE
42 PEC
72 PEC
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A STANDARD VISUAL PATTERN
12T0160_ATRfctm500_42_72_PART4.indd 162
AIRCRAFT CONFIGURATION IN DOWNWIND:
– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
START TIMING
SET HEADING XXX, VS -700 FLAPS 25 SET SPEED BUG
WHITE BUG +10
42 PEC
GEAR DOWN SET HDG XXX
OUTBOUND TIME (IN SEC): SET YELLOW BUG
MDA/20 ± 1S / KT VGA, TQ BUG XXX% FLAPS 15 ALT
SET ADU STBY OF HEAD/TAIL WIND STAR …ALT
ABEAM
THRESHOLD GREEN
42 PEC
SET SET HIGH
FLAPS 30(35) BEFORE LANDING C/L … GEAR DOWN CLIMB FLAPS 0 BANK
PROCEDURE
SET SPEED
GEAR UP BUG 170
LAND
NORMAL PROCEDURES
ACC. ALT.
FLIGHT PATTERNS
POSITIVE
RATE ACCELERATION
ALTITUDE
Page 1
SEP 12
04.02.06
72 PEC
17/09/12 16:00
CM1 CALL-OUTS CALL-OUTS
CM2 CALL-OUTS DURING ON GROUND ENGINE FIRE
12T0160_ATRfctm500_42_72_PART4.indd 163
ON GROUND ENGINE FIRE OR SEVERE
MECHANICAL DAMAGE MEMO ITEMS
– PL 1 & 2 ..............................................GI
– PARKING BRAKE ..............................ON
– CL 1 & 2 ....... FEATHER/FUEL SHUTOFF
CM1 ACTIONS
1. On ground engine fire
ENGINE FIRE
READ: READ:
ON GROUND ENGINE FIRE OR ON GROUND EMER EVACUATION C/L,
42 PEC
SEVERE MECHANICAL …
DAMAGE C/L, EVACUATION ....................... INITIATE
CM2 ACTIONS TO ATC: MAYDAY MAYDAY BAT............................................ OFF
PRESS MASTER WARNING MAYDAY (CALLSIGN) ENGINE FIRE – …
IF EVACUATION REQUIRED: ON GROUND EMER EVACUATION
HOLD FIRMLY CONTROL WHEEL ABORTED TAKE OFF
Page 1
CL COMPLETE
SEP 12
YES OR NO?
04.03.01
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING AN ENGINE FIRE AT TAKE-OFF
SINGLE ENGINE
OPERATION C/L
RADIO LEFT
12T0160_ATRfctm500_42_72_PART4.indd 164
ENG FIRE AT SIDE READY
TAKE-OFF CL FOR
ASSESSMENT
AFTER TAKEOFF
C/L
RADIO RIGHT SIDE
+ NO (OR
RADIO MESSAGE: YES) CLEAR
MAYDAY! CAP
NORMAL
CONDITIONS
FLAPS 0 CONFIRM
or CONFIRM
CONFIRM SINGLE
ICING ENG.
CONDITIONS FLIGHT OPERATION
MAINTAIN IDLE CAP C/L
2. Engine fire at take-off
OR NO?
CONFIRM
ALTITUDE
V1 POSITIVE ENGINE
GEAR
when the aircraft is properly trimmed
RATE FIRE
ROTATE UP
72 PEC
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING AN ENGINE FLAME OUT AT TAKE-OFF
SINGLE
ENGINE
12T0160_ATRfctm500_42_72_PART4.indd 165
OPERATION
C/L
RADIO LEFT
AFTER TAKEOFF SIDE READY
C/L FOR
ASSESSMENT
GEAR UP,
UPTRIMMED NOTE: AP is set at discretion
Page 1
SEP 12
AUTOFEATHERED
04.03.03
V1 ENGINE
when the aircraft is properly trimmed
POSITIVE BLEED FAULT LIT
ROTATE FAILURE RATE
72 PEC
17/09/12 16:00
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A SINGLE ENGINE NON PRECISION
APPROACH NDB
12T0160_ATRfctm500_42_72_PART4.indd 166
HEADING
MODE SET
CHECK FLAPS 25
42 PEC
SET SPEED BUG 170
170 SET GEAR DOWN SET GO AROUND
ALTITUDE
SET SPEED BUG SET VS 0 FT/MIN
WHITE BUG +10
SET HEADING SET VS MINUS XXX
FLAPS 30(35)
FLAPS 15
SPEED BUG V APPROACH
GO AROUND
HEADING SET SPEED CHECK GO WE CONTINUE SET POWER
…… FLAPS15 WHITE BUG +10 AROUND FLAPS ONE NOTCH
SET ALTITUDE VS MINUS
SET XXX SET
SPEED CHECK TOP OF XXX SET
… GEAR DOWN DESCENT
FLIGHT PATTERNS
42 PEC
….FLAPS 30(35) 1000FT
STABILIZED
500 ABOVE MDA+30
ABNORMAL & EMERGENCY PROCEDURES
4 NM 1 NM 0.3 NM
04.03.04
17/09/12 16:00