Sop l2b2 - Atr 600

Standard Operational Procedures - SOP - ATR600
ATR 72-600
SOP
Elaborado por: Revisado por: Aprovado por:
Marcelo Augusto Mendes José Sousa Ramos Junior João Macari Neto
Chefe de Equipamento ATR Fight Standars ATR Piloto Chefe
Date: 05/06/2012 Revision 01 0-I

DOCUMENTO NÃO CONTROLADO QUANDO IMPRESSO OU OBTIDO COMO CÓPIA ELETRÔNICA. VERIFIQUE O AD-DOCS PARA A VERSÃO ATUALIZADA.
Date: 0-II
PÁGINA INTENCIONALMENTE EM BRANCO
Date: 05/06/2012 Revision 01 0-III

OS VALORES DA AZUL
O nosso sistema de valores é a base do nosso processo de tomada de decisão em todos os

níveis da empresa e a fundação para o nosso futuro. Eles ajudam a guiar nossa organização.
Valores não mudam de ano para ano, eles são constantes e atuam como uma bússola nos
orientando sempre na direção correta.
Os Valores da Azul são:
• Segurança
“Antes de cada decisão ou ação, precisamos pensar: isso é seguro?”
• Consideração
“Tratemos as pessoas como elas gostariam de ser tratadas.”
• Integridade
“Nada é mais valioso na vida do que nossa palavra.”
• Paixão
“Nós temos paixão pelas pessoas, por servi-las e pelo que fazemos.”
• Inovação
“Inovamos ao descobrir um jeito melhor de fazer tudo o que já se fez.”
• Exemplo
“Nossas ações demonstram quem realmente somos.”
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REVISION CONTROL
Keep this page in the manual. Upon receipt of a new revision, insert the revised pages in this manual an fill
out the table below containing the revision number, revision date, date inserted and the name of the person
responsible for the manual update.
REVISION NUMBER REVISION DATE DATE INSERTED UPDATED BY

00 04/10/2011
01 05/06/2012 01/07/2012 Danillo Mitsujima
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List of Effective Pages
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CHAPTER 3
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CHAPTER 1
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CHAPTER 4
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CHAPTER 5
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CHAPTER A CHAPTER NORMAL CHECK LIST AND

Página Revisão Data da revisão TABLES
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4 Revision 01 05/06/2012 CHAPTER ABBREVIATIONS

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Table of Contents
Table of Contents
1.0 Standard Operational Procedures.............................................................................................1-3

1.1 General .................................................................................................................................................. 1-3
1.1.1 Standard Operating Procedures (SOP) Philosophy ..................................................................... 1-3
1.2 Crew....................................................................................................................................................... 1-3
2.0 Crew Coordination ......................................................................................................................2-3
2.1 Crew Function ........................................................................................................................................ 2-3
2.2 Crew Duties............................................................................................................................................ 2-3
3.0 Specific Procedures....................................................................................................................3-3
3.1 AP/FD use Philosophy ........................................................................................................................... 3-3
3.1.1 Main interfaces with AP/FD .......................................................................................................... 3-4
3.1.2 AP/FD mode change procedures ................................................................................................. 3-7
3.1.3 Climb mode .................................................................................................................................. 3-8
3.1.4 Descent Mode .............................................................................................................................. 3-9
3.2 Flap use ............................................................................................................................................... 3-11
3.3 Landing gear use ................................................................................................................................. 3-12
3.4 Altimeter ............................................................................................................................................... 3-13
3.4.1 Altimeter tape ............................................................................................................................. 3-13
3.4.2 Altimeter setting.......................................................................................................................... 3-13
3.4.3 DH/MDA setting.......................................................................................................................... 3-14
3.5 Speed Indicator .................................................................................................................................... 3-15
3.5.1 Speed Bugs ................................................................................................................................ 3-15
3.5.2 Target Speed.............................................................................................................................. 3-20
3.6 Torque indicator ................................................................................................................................... 3-21
3.6.1 Take-off bugs.............................................................................................................................. 3-21
3.6.2 Cruise bugs ................................................................................................................................ 3-22
3.6.3 Approach / Go-around ................................................................................................................ 3-23
3.7 Data Card (use only if dual EFB failure)............................................................................................... 3-24
3.7.1 Take-off Data Card ..................................................................................................................... 3-24
3.7.2 Take-off Data Card Proceeding.................................................................................................. 3-24
3.7.3 Landing Data Card ..................................................................................................................... 3-25
3.7.4 Landing Data Card Proceeding .................................................................................................. 3-25
3.8 Navigation Policy.................................................................................................................................. 3-27
3.8.1 General....................................................................................................................................... 3-27
3.8.2 Navigation within FMS / RNAV Airspace and/or Conventional: Departure / En Route / Arrival . 3-27
3.8.3 Flight Phase................................................................................................................................ 3-28
3.8.4 VNAV SECTION......................................................................................................................... 3-29
3.8.5 Navigation by Means of Conventional Radio-Navigation: Dep. / En Route/ Arrival.................... 3-30
3.9 Lights Policy ......................................................................................................................................... 3-31
3.10 Pre-Flight Preparation Procedure ...................................................................................................... 3-31
3.11 Procedures and Associated Flows (Long and Short Transit) ............................................................. 3-32
4.0 Normal Procedures .....................................................................................................................4-5
4.1 Normal Checklist .................................................................................................................................... 4-5
4.1.1 Philosophy .................................................................................................................................... 4-5
4.2 SOP General.......................................................................................................................................... 4-6
4.2.1 Communication............................................................................................................................. 4-6
4.2.2 Automation ................................................................................................................................... 4-7
4.2.3 Transfer of Control and Communications..................................................................................... 4-7
4.2.4 Flight Mode Annunciations ........................................................................................................... 4-7
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Table of Contents
4.2.5 FGCP and MCDU Discipline ........................................................................................................ 4-7

4.2.6 Altitude Awareness....................................................................................................................... 4-7
4.2.7 Standby Altimeter Setting ............................................................................................................. 4-8
4.2.8 Speed Callouts ............................................................................................................................. 4-8
4.2.9 Performance Information .............................................................................................................. 4-8
4.2.10 FMS Flight Plan Modifications .................................................................................................... 4-8
4.2.11 Turning Off the Flight Director (see “RT-OPS-P-30/12 - Turning Off the Flight Director” on page RT-
6. ) ................................................................................................................................................... 4-8
4.2.12 Radios and navigation aids ........................................................................................................ 4-9
4.3 Briefings ................................................................................................................................................. 4-9
4.3.1 Cabin Crew Briefing...................................................................................................................... 4-9
4.3.2 Takeoff Briefing ............................................................................................................................ 4-9
4.3.3 Approach Briefing ....................................................................................................................... 4-10
4.4 Preliminary Cockpit Preparation........................................................................................................... 4-11
4.4.1 Procedures ................................................................................................................................. 4-12
4.4.2 High Definition ATR72-600 Cockpit............................................................................................ 4-13
4.4.3 Expanded flow ............................................................................................................................ 4-14
4.5 Exterior Inspection ............................................................................................................................... 4-15
4.6 Preliminary Cockpit Preparation........................................................................................................... 4-29
4.6.1 General....................................................................................................................................... 4-29
4.6.1.1 Crew Flow...................................................................................................................... 4-29
4.6.1.2 Expanded procedures.................................................................................................... 4-31
4.7 Preliminary Cockpit Preparation Short Transit ............................................................................... 4-40
4.7.1 Short Transit ............................................................................................................................... 4-40
4.8 Final Cockpit Preparation Procedure ................................................................................................... 4-41
4.8.1 Final Cockpit Preparation Procedure.......................................................................................... 4-41
4.8.1.2 FMS Preparation Flow ................................................................................................... 4-43
4.8.1.4 Expanded Procedures ................................................................................................... 4-45
4.8.1.5 HOTEL MODE START UP ............................................................................................ 4-46
4.8.1.6 Stable Engine Indications .............................................................................................. 4-47
4.8.1.7 Engine Abnormal Start................................................................................................... 4-47
4.9 Before propeller rotation...................................................................................................................... 4-47
4.9.1 Expanded Procedures ................................................................................................................ 4-51
4.9.1.1 PUSHBACK ................................................................................................................... 4-52
4.10 Before Taxi......................................................................................................................................... 4-52
4.10.1 Expanded Procedures .............................................................................................................. 4-55
4.11 Taxi .................................................................................................................................................... 4-56
4.11.1 Primary Task ............................................................................................................................ 4-56
4.11.2 Single Engine Taxi Out (SETO) (see “RT-OPS-P-28/12 - Operação ATR600 L1B1” on page RT-2.)
4-56
4.11.3 Aircraft Movement .................................................................................................................... 4-56
4.11.3.1 EXPANDED PROCEDURES....................................................................................... 4-58
4.12 Before Takeoff.................................................................................................................................... 4-59
4.12.1 To the Line................................................................................................................................ 4-59
4.12.1.1 Before Takeoff (To the Line) Procedure ...................................................................... 4-59
4.12.2 Below the Line .......................................................................................................................... 4-60
4.12.2.1 Before Takeoff (Below the Line) Procedure................................................................. 4-60
4.12.2.2 EXPANDED PROCEDURES....................................................................................... 4-60
4.13 Takeoff ............................................................................................................................................... 4-61
4.13.1 Setting Takeoff Power ............................................................................................................. 4-61
4.13.2 Initial Steering........................................................................................................................... 4-61
4.13.3 Aft Center-of-Gravity Effects..................................................................................................... 4-61
4.13.4 Crosswind Takeoff.................................................................................................................... 4-61
4.13.5 Rotation & Lift-Off ..................................................................................................................... 4-61
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Table of Contents
4.13.5.1 Rotation and Liftoff....................................................................................................... 4-61

4.13.5.2 Clean-Up and Acceleration.......................................................................................... 4-62
4.13.5.3 Close-in turn after takeoff ............................................................................................ 4-62
4.13.5.4 Normal Takeoff Profile ................................................................................................. 4-63
4.13.5.5 Takeoff Actions & Callouts........................................................................................... 4-64
4.14 After Takeoff....................................................................................................................................... 4-65
4.14.1 EXPANDED PROCEDURES ................................................................................................... 4-66
4.15 Climb .................................................................................................................................................. 4-67
4.15.1 Climb Speed Determination...................................................................................................... 4-67
4.15.2 Climb Speed Schedule ............................................................................................................. 4-67
4.16 FL100 Procedure ............................................................................................................................... 4-68
4.17 Cruise ................................................................................................................................................. 4-68
4.17.1 General..................................................................................................................................... 4-68
4.17.2 CRUISE PARAMETERS .......................................................................................................... 4-70
4.18 Descent Preparation .......................................................................................................................... 4-71
4.18.1 Expanded Procedures .............................................................................................................. 4-72
4.18.2 General..................................................................................................................................... 4-73
4.19 FL100 ................................................................................................................................................. 4-74
4.20 Approach ............................................................................................................................................ 4-75
4.20.1 Approach Procedures............................................................................................................... 4-75
4.20.1.1 Aproach Checklist........................................................................................................ 4-75
4.20.2 Approach Procedures............................................................................................................... 4-76
4.20.2.2 Configuration Overview ............................................................................................... 4-76
4.20.2.3 Approach Configuration Guide (Standard Profile) ....................................................... 4-77
4.20.2.4 Authorized Approaches ............................................................................................... 4-79
4.20.2.5 Minimums / Go-Around Altitude Selection ................................................................... 4-79
4.20.2.6 Stabilized Approach Criteria ........................................................................................ 4-80
4.20.3 Precision Approaches (ILS, ILS/DME) ..................................................................................... 4-80
4.20.3.1 General ........................................................................................................................ 4-80
4.20.3.3 ILS CAT I Actions & Callouts ....................................................................................... 4-81
4.20.3.4 Non-Precision Approach.............................................................................................. 4-82
4.20.3.5 Setting Minimums ........................................................................................................ 4-82
4.20.3.6 Descent Profile ............................................................................................................ 4-82
4.20.3.7 Calculated VDP ........................................................................................................... 4-82
4.20.3.8 MDA to Landing ........................................................................................................... 4-83
4.20.3.9 RNAV Approaches....................................................................................................... 4-83
4.20.3.10 Required Navigational Performance (RNP)............................................................... 4-83
4.20.3.11 Discontinuing the Approach....................................................................................... 4-83
4.20.3.12 Non-Precision Approach (NDB / VOR) Actions & Callouts........................................ 4-84
4.20.4 Deviations and limits................................................................................................................. 4-87
4.20.5 Circling Approach ..................................................................................................................... 4-88
4.20.5.1 General ........................................................................................................................ 4-88
4.20.5.2 Circling Approach Actions & Callouts .......................................................................... 4-88
4.20.5.3 Low Visibility Circling Appoach .................................................................................... 4-90
4.20.5.4 Side-Step Maneuver .................................................................................................... 4-91
4.20.6 Visual Approach ....................................................................................................................... 4-91
4.20.6.1 Visual Approach Procedures ....................................................................................... 4-91
4.20.6.2 Engine-Out Visual Approach ....................................................................................... 4-91
4.20.6.3 Position Orientation & Energy Management................................................................ 4-91
4.20.6.4 Setting Minimums ........................................................................................................ 4-91
4.20.6.5 Go-Around Altitude ...................................................................................................... 4-91
4.20.6.6 Visual Approach........................................................................................................... 4-93
4.21 Prior to the “Landing” Callout ............................................................................................................. 4-94
4.22 Landing Callout .................................................................................................................................. 4-95
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Table of Contents
4.22.1 For CAT I ILS, Non-Precision, and Visual Approaches ............................................................ 4-95
4.22.2 After the “LANDING” Callout ...................................................................................................... 4-95
4.23 Before Landing ................................................................................................................................... 4-95
4.23.1 Before Landing Checklist ......................................................................................................... 4-95
4.23.1.1 Expanded procedures.................................................................................................. 4-95
4.23.1.2 Landing Actions & Callouts.......................................................................................... 4-96
4.23.1.3 Vertical Guidance During Landing ............................................................................... 4-97
4.23.1.4 Power........................................................................................................................... 4-97
4.23.1.5 Flare............................................................................................................................. 4-97
4.23.1.6 Touchdown .................................................................................................................. 4-97
4.23.1.7 Reverse ....................................................................................................................... 4-97
4.24 Braking ............................................................................................................................................... 4-98
4.24.1 Brakes ...................................................................................................................................... 4-98
4.24.2 Anti-Skid Inoperative ................................................................................................................ 4-98
4.25 Landing Contingencies....................................................................................................................... 4-98
4.25.1 Crosswind Landing ................................................................................................................... 4-98
4.25.2 Flaring Too High ....................................................................................................................... 4-99
4.25.3 Bouncing at Touchdown ........................................................................................................... 4-99
4.25.4 Nosewheel & Rudder Inputs after Touchdown ......................................................................... 4-99
4.26 GO-AROUND ................................................................................................................................... 4-100
4.26.1 EXPANDED PROCEDURES ................................................................................................. 4-100
4.27 After Landing .................................................................................................................................... 4-101
4.27.1 After Landing Procedures....................................................................................................... 4-102
4.27.2 After Landing Checklist........................................................................................................... 4-103
4.27.2.1 EXPANDED PROCEDURES..................................................................................... 4-103
4.28 Parking ............................................................................................................................................. 4-105
4.28.1 Parking Procedures ................................................................................................................ 4-105
4.29 Leaving............................................................................................................................................. 4-106
4.29.1 Leaving Aircraft Checklist ....................................................................................................... 4-107
4.29.1.1 Expanded Procedures............................................................................................. 4-107
5.0 Emergency & Abnormal Procedures ........................................................................................5-3
5.1 Introduction ............................................................................................................................................ 5-3
5.1.1 Task sharing ................................................................................................................................. 5-3
5.1.2 In-flight engine management ........................................................................................................ 5-4
5.1.3 Priorities management.................................................................................................................. 5-4
5.1.4 Flight path management............................................................................................................... 5-4
5.1.5 Task sharing policy....................................................................................................................... 5-4
5.1.6 Cockpit philosophy ....................................................................................................................... 5-4
5.2.1 Standard communication.............................................................................................................. 5-6
5.4 How to find the correct checklist ............................................................................................................ 5-8
5.4.1 Use of the checklist ...................................................................................................................... 5-9
5.4.2 The read and do and crosscheck procedure .............................................................................. 5-10
5.4.3 Preconditions.............................................................................................................................. 5-10
5.4.4 Memory Items............................................................................................................................. 5-11
5.4.5 Check System(analysis of failure) .............................................................................................. 5-11
5.4.6 Reset Policy................................................................................................................................ 5-11
5.4.7 Circuit breaker policy .................................................................................................................. 5-12
5.4.8 Checklist priority and sequence of events .................................................................................. 5-12
5.4.9 Checklist priority for L2B2........................................................................................................... 5-12
5.4.10 Checklist reading ...................................................................................................................... 5-14
5.4.11 System failure treatment - example.......................................................................................... 5-15
5.4.12 Sum up / Decision / Information ............................................................................................... 5-17
5.4.13 Aircraft configuration management........................................................................................... 5-19
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Table of Contents
5.5 Rejected Takeoff .................................................................................................................................. 5-19

5.5.1 General....................................................................................................................................... 5-19
5.5.2 Decision Management................................................................................................................ 5-19
5.6 Engine fire before V1 and emergency evacuation (1/3) ....................................................................... 5-20
5.7 Engine fire after V1 .............................................................................................................................. 5-24
5.7.1 Engine fire after V1..................................................................................................................... 5-26
5.8 Engine flame out after V1 .................................................................................................................... 5-29
5.8.1 Engine flame out after V1 (1/4)................................................................................................... 5-29
5.9 Single engine operation (1/3) ............................................................................................................... 5-36
5.9.1 Single engine operation (2/3) ..................................................................................................... 5-37
5.9.2 Single engine operation (3/3) ..................................................................................................... 5-38
5.10 Single Engine Go-around (1/2) .......................................................................................................... 5-39
5.10.1 Single engine go around (2/2 ) ................................................................................................. 5-40
5.11 Emergency Descent ........................................................................................................................... 5-42
5.11.1 Emergency descent (2/2) ......................................................................................................... 5-43
6.0 Adicional Procedures .................................................................................................................6-3
6.1 Push Back Operations ........................................................................................................................... 6-3
6.1.1 Push-back with Tug ...................................................................................................................... 6-3
6.2 TAIL PROP use...................................................................................................................................... 6-4
6.2.1 Before start ................................................................................................................................... 6-4
6.2.2 Parking ......................................................................................................................................... 6-4
7.0 Abnormal Situations ...................................................................................................................7-3
7.1 Cold Weather and icing conditions operations ....................................................................................... 7-3
7.1.1 Systems Description..................................................................................................................... 7-3
7.1.2 Electrical System .......................................................................................................................... 7-4
7.1.3 Pneumatic System........................................................................................................................ 7-4
7.1.4 Aircraft Performance Monitoring (APM)........................................................................................ 7-4
7.1.5 System Operation......................................................................................................................... 7-5
7.1.5.1 Icing accretion monitoring................................................................................................ 7-5
7.1.5.2 Enhanced icing accretion monitoring with the APM......................................................... 7-6
7.1.6 Flight profile in icing conditions..................................................................................................... 7-6
7.1.6.1 Entering icing conditions.................................................................................................. 7-7
7.1.6.2 At 1st visual indication of ice accretion and as long as icing conditions exists............... 7-8
7.1.6.3 End of ice accretion ......................................................................................................... 7-9
7.1.6.4 Leaving icing condition .................................................................................................. 7-10
7.2 Severe Icing ......................................................................................................................................... 7-11
7.2.1 Overview..................................................................................................................................... 7-11
7.2.1.1 Super cooled large droplet............................................................................................. 7-11
7.2.1.2 Temperature Inversion................................................................................................... 7-11
7.2.1.3 Collision-coalescence process ...................................................................................... 7-12
7.2.2 Detection of SLD ........................................................................................................................ 7-13
7.2.2.1 Conditions conductive to SLD........................................................................................ 7-13
7.2.2.2 Visual cues .................................................................................................................... 7-13
7.2.3 Procedures ................................................................................................................................. 7-14
7.3 Procedures following APM alerts ......................................................................................................... 7-16
7.3.1 Cruise speed low (QRH normal procedures).............................................................................. 7-16
7.3.2 Degraded Perf. (QRH following failures procedures) ................................................................. 7-16
7.3.3 Increase Speed (QRH following failures procedures) ................................................................ 7-16
7.4 Wake Turbulence ................................................................................................................................. 7-17
7.4.1 Take-off and landing................................................................................................................... 7-17
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Table of Contents
7.5 Windshear ............................................................................................................................................ 7-18

7.5.1 Description.................................................................................................................................. 7-18
7.5.2 Procedures ................................................................................................................................. 7-18
7.5.2.1 Windshear recovery procedure at take-off..................................................................... 7-18
7.5.2.2 Procedure during an approach ...................................................................................... 7-19
7.5.3 Comments .................................................................................................................................. 7-19
7.6 Unusual Attitude Recovery................................................................................................................... 7-19
7.6.1 Stall recovery.............................................................................................................................. 7-19
7.6.2 Hazardous positions ................................................................................................................... 7-19
7.6.2.1 Nose Up......................................................................................................................... 7-20
7.6.2.2 Nose Down .................................................................................................................... 7-20
7.7 Terrain Avoidance Warning.................................................................................................................. 7-20
7.7.1 Background ................................................................................................................................ 7-20
7.8 TCAS.................................................................................................................................................... 7-23
7.8.1 Definition..................................................................................................................................... 7-23
7.8.1.1 Traffic advisory .............................................................................................................. 7-23
7.8.1.2 Resolution Advisory ....................................................................................................... 7-24
7.8.2 TCAS Procedures....................................................................................................................... 7-25
7.8.2.1 Traffic Advisory (TA) ...................................................................................................... 7-25
7.8.2.2 Resolution Advisory (RA)............................................................................................... 7-26
7.8.2.3 When clear of conflict .................................................................................................... 7-27
7.8.2.4 TCAS phraseology......................................................................................................... 7-27
7.9 Crew member incapacitation................................................................................................................ 7-27
7.9.1 General....................................................................................................................................... 7-27
7.9.2 Recognition................................................................................................................................. 7-27
7.9.3 Action.......................................................................................................................................... 7-28
7.10 Rudder use......................................................................................................................................... 7-28
7.10.1 General..................................................................................................................................... 7-28
7.10.2 Rudder design functions........................................................................................................... 7-29
Procedures ...................................................................................................................................... A-3
A.1 Final Cockpit Preparation Procedure ...................................................................................................A-3
A.2 Hotel mode start up . .............................................................................................................................A-4
A.3 Before Propeller Rotation ......................................................................................................................A-5
A.4 Before Taxi ............................................................................................................................................A-6
A.5 Taxi .......................................................................................................................................................A-8
A.6 Before Takeoff (To the Line) Procedure ..............................................................................................A-10
A.7 Before Takeoff (Below the Line) Procedure.........................................................................................A-10
A.8 Takeoff Actions & Callouts...................................................................................................................A-11
A.9 After Takeoff ........................................................................................................................................A-12
A.10 FL100 Procedure ...............................................................................................................................A-13
A.11 Cruise ................................................................................................................................................A-13
A.12 Descent Preparation. .........................................................................................................................A-14
A.13 FL100.................................................................................................................................................A-14
A.14 Approach ...........................................................................................................................................A-14
A.15 ILS CAT I Actions & Callouts .............................................................................................................A-15
A.16 Non-Precision Approach (NDB / VOR) Actions & Callouts ................................................................A-16
A.17 Circling Approach Actions & Callouts ...............................................................................................A-18
A.18 Visual Approach.................................................................................................................................A-18
A.19 Prior to the “Landing” Callout .............................................................................................................A-20
A.20 Landing Actions & Callouts ................................................................................................................A-20
A.21 GO-AROUND ....................................................................................................................................A-21
A.22 After Landing Procedures ..................................................................................................................A-22
A.23 Parking Procedures ...........................................................................................................................A-23
Appendix B - NORMAL CHECK LIST AND TABLES...................................................................... B-1
B.1 Normal Checklist - Under Construction .................................................................................................B-1
Abbreviations ..............................................................................................................................Abb-1
Date: 05/06/2012 Revision 01 Pg. 0-XVIII

Chapter 1 - Standard Operational Procedures
Chapter 1: Standard Operational Procedures

1.1 General ............................................................................................................................................................ 1-3
1.1.1 Standard Operating Procedures (SOP) Philosophy............................................................................... 1-3
1.2 Crew ................................................................................................................................................................ 1-3
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Date: 05/06/2012 Revision 01 Pg. 1-2

1.0 Standard Operational Procedures
1.1 General
This document contains the normal procedures used to operate the ATR 72-600 at Azul. Normal procedures
are presented in two formats, abbreviated lists to view flows and procedures and expanded text containing
additional information and techniques for accomplishing various items. Profiles are included to provide
pictorial examples of SOPs to enhance understanding. All items in this chapter should be considered SOP
unless specifically noted as a recommended technique.
1.1.1 Standard Operating Procedures (SOP) Philosophy
SOPs establish how, when, and where various items are accomplished in the conduct of normal flight. They
are critical to the safe and efficient operation of any aircraft and must be followed under normal
circumstances. SOPs allow Pilots to operate as a team in a highly complex and rapidly changing
environment with the understanding that each Pilot is assigned specific tasks to be accomplished in a known
manner. While there may be several ways to accomplish an objective, SOPs have been established to
ensure the safest and most efficient operation based on manufacturer, industry, and Azul operating
experience.
The ATR 72-600 is a highly automated aircraft. While the auto flight system is designed to decrease Pilot
workload and increase operational efficiency, this automation can lead to complacency, a decrease in
situational awareness, and confusion if both Pilots are not actively engaged in monitoring the aircraft’s
status. The best way to accomplish this is through strict adherence to a sound set of SOPs. While the
Captain maintains the authority to deviate from SOP during irregular and emergency circumstances, during
normal operations, SOPs must be followed.
As Azul gains line experience operating the ATR 72-600, SOPs will change based on lessons learned in the
fleet. These changes must be the result of active participation in the process by line Pilots, flight instructors,
and Check Airmen to ensure the best practices are established at Azul.
Take ownership in your fleet and aggressively seek better ways to do business by scrutinizing all that we do
and offering suggestions directly to Flight Standards
1.2 Crew
• CAPTAIN is the captain of the flight. He assumes the responsibility of the flight and is nominated by
the operator. The CAPTAIN refers to the crew member in the left hand seat.
• FIRST OFFICER is the crew who assumes the first officer function assumes. The FIRST OFFICER
refers to the crew member in the right hand seat.
• Captain always makes the final decision.
• PF is the crew member who flies the aircraft and performs the navigational tasks.
• PM is the crew member who deals with radio communication, performs the mechanical tasks
(Condition Levers), and monitors flight path.
• CABIN CREW has to take care of passengers and to ensure the communication between the cabin
and the cockpit. Cabin crew is in charge of passenger safety.
• For more explanation of task sharing, see chapter “Introduction” of Emergency and Abnormal
Procedures.
Date: 05/06/2012 Revision 01 Pg. 1-3

Date: 05/06/2012 Revision 01 Pg. 1-4

Chapter 2 - Crew Coordination
Chapter 2: Crew Coordination

2.1 Crew Function.................................................................................................................................................. 2-3
2.2 Crew Duties ..................................................................................................................................................... 2-3
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Date: 05/06/2012 Revision 01 Pg. 2-2

2.0 Crew Coordination
2.1 Crew Function
PF is in charge of PM is in charge of
Flight Path and Power Levers Checklist reading
Navigation Communication
Aircraft Configuration Mechanic and conditions levers
Procedure initiation Monitoring PF and Flight Path
* Function: decided during the briefing by the captain.
2.2 Crew Duties
The Crew Duties Reference Chart describes the normal divisions of Pilot work load, and serves as a guide to
help Pilots coordinate their duties during a typical flight.
The chart identifies areas in which a Pilot must remain proficient if Crew coordination is to be maintained at
an optimum level. Ground Operations allow Pilots some flexibility to modify assigned tasks for training and
proficiency purposes.
Adherences to the duties outlined below relieves confusion and promotes standardization, but special
situations or unusual occurrences may require some deviation. The Captain ultimately makes that
determination.
Date: 05/06/2012 Revision 01 Pg. 2-3

2.2.1 Crew Duties Reference Chart
Pre-Departure CA FO PF PM
Review flight plan, weather, route info, and NOTAMS
Cabin Crew briefing
Exterior inspection
Preliminary cockpit preparation checklist
Final Cockpit Preparation checklist
Check Technical log books and crew log book1
ACARS Preflight Reports / Load FMS flight plan
Verify Jeppesen flight plan
Copy ATIS
SPS2
ACARS Weight And Balance Report (as installed)
Copy & review departure clearance
Takeoff briefing
Customer PA announcement - welcome aboard3
Push Back
Ground crew communications (Azultec)
CCO / ATC communications4
Engine start5
Exterior light switches
1. May be performed by either pilot.
2. The Captain should provide input for SPS and both pilots check the output. Make sure that the data is in
accordance with the flight plan and correct (i.e. correct flight, aircraft, configuration, fuel on board, ATIS,
runway, performance penalties, etc.).
3. Captain is responsible for customers PA announcements and is strongly recommended that he delegates
this task to his FIRST OFFICER (FO) when the FO is the PF.
4. Shall be monitored by Captain.
5. At startup the captain monitors the communication.
Date: 05/06/2012 Revision 01 Pg. 2-4

Taxi And Before Takeoff CA FO PF PM
ATC communications5
Taxi
Exterior light switches4
Flight Attendants (FA) announcements

Takeoff briefing (changes only)
Climb
FGCP and MCDU entries:

• Autopilot engaged
• Autopilot not engaged

PM will perform MCDU entries below FL100 regardless of autopilot use.
Exterior light switches
FSTN Belts
STERILE COCKPIT (FL100)
Company departure report (if required)
ATC communications
Customer PA announcements1
Cruise

FSTN BELTS Switch
Logbook Inputs
Fuel Balance
ATC communications
Descent Preparation2
Arrival Atis/Notam
Load approach
Landing performance3
Review STAR and altitude restrictions
Review approach plate
Approach briefing
Date: 05/06/2012 Revision 01 Pg. 2-5

1. Captain is responsible for customers PA announcements and is strongly recommended that he delegates
this task to his FO when the FO is the PF.
2. Transfer of control is required. Shall be performed before Top of Descent.
3. For normal Landing Data the SPS must be used, do not use QRH. Both pilots shall check.
4. Whenever the aircraft is moving, the FO will operate the exterior light on Captain´s request.
5. At startup the captain monitors the communication
Approach And Landing CA FO PF PM


PM will perform MCDU entries below FL100 regardless of autopilot use
In range report (if applicable and above FL100)
Flight Attendants (FA) announcements
Exterior lights
STERILE COCKPIT (FL100)
FSTN BELTS Switch
On ground ATC communications
Ramp communication
Post Flight
ACARS Flight Summary Report (as installed)
Technical Log Book entries
1. Captain is responsible for custumers PA announcements and is strongly recomended that he delegates
this task to his FO when the FO is the PF.
2. On ground, whenever the aircraft is moving, the FO will operate the exterior light on Captain´s request.
Date: 05/06/2012 Revision 01 Pg. 2-6

Chapter 3 - Specific Procedures
Chapter 3: Specific Procedures

3.1 AP/FD use Philosophy..................................................................................................................................... 3-3
3.1.1 Main interfaces with AP/FD.................................................................................................................... 3-4
3.1.2 AP/FD mode change procedures........................................................................................................... 3-7
3.1.3 Climb mode............................................................................................................................................ 3-8
3.1.4 Descent Mode........................................................................................................................................ 3-9
3.2 Flap use ......................................................................................................................................................... 3-11
3.3 Landing gear use ........................................................................................................................................... 3-12
3.4 Altimeter......................................................................................................................................................... 3-13
3.4.1 Altimeter tape....................................................................................................................................... 3-13
3.4.2 Altimeter setting ................................................................................................................................... 3-13
3.4.3 DH/MDA setting ................................................................................................................................... 3-14
3.5 Speed Indicator.............................................................................................................................................. 3-15
3.5.1 Speed Bugs ......................................................................................................................................... 3-15
3.5.2 Target Speed ....................................................................................................................................... 3-20
3.6 Torque indicator............................................................................................................................................. 3-21
3.6.1 Take-off bugs ....................................................................................................................................... 3-21
3.6.2 Cruise bugs.......................................................................................................................................... 3-22
3.6.3 Approach / Go-around ......................................................................................................................... 3-23
3.7 Data Card (use only if dual EFB failure) ........................................................................................................ 3-24
3.7.1 Take-off Data Card .............................................................................................................................. 3-24
3.7.2 Take-off Data Card Proceeding ........................................................................................................... 3-24
3.7.3 Landing Data Card............................................................................................................................... 3-25
3.7.4 Landing Data Card Proceeding............................................................................................................ 3-25
3.8 Navigation Policy ........................................................................................................................................... 3-27
3.8.1 General ................................................................................................................................................ 3-27
3.8.2 Navigation within FMS / RNAV Airspace and/or Conventional: Departure / En Route / Arrival........... 3-27
3.8.3 Flight Phase ......................................................................................................................................... 3-28
3.8.4 VNAV SECTION .................................................................................................................................. 3-29
3.8.5 Navigation by Means of Conventional Radio-Navigation: Dep. / En Route/ Arrival ............................. 3-30
3.9 Lights Policy................................................................................................................................................... 3-31
3.10 Pre-Flight Preparation Procedure ................................................................................................................ 3-31
3.11 Procedures and Associated Flows (Long and Short Transit) ...................................................................... 3-32
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Date: 05/06/2012 Revision 01 Pg. 3-2

3.0 Specific Procedures
3.1 AP/FD use Philosophy
The Auto Pilot (AP) and the Flight Director (FD) assist the flight crew to fly the aircraft within the normal
flight envelop in order to:
— Optimize performance in take-off, go-around, climb, or descent.

— Follow ATC clearance
— Fly the aircraft with very high accuracy in approach phase CAT I, II, and III (optional).
AP takes over routine tasks, giving PF the necessary time and resources to assess the overall operational
situation.
FD provides adequate attitude or flight path orders enabling the PF to accurately handle the aircraft.
IMPORTANT: USE THE AUTOPILOT AS MUCH AS YOU CAN, TO INCREASE

AVAILABILITY AND CREW AWARENESS.
AP Use
The AP cannot be used if flying outside the flight envelop. It will disengage and cannot be reengaged.
FD Use
When AP is not used, PF should follow the FD bars guidance or switch them OFF.
Date: 05/06/2012 Revision 01 Pg.3-3

3.1.1 Main interfaces with AP/FD
There are 4 main interfaces with AP/FD:
— FGCP (Flight Guidance Control Panel)

— ICP (Index Control Panel)
— FMA (Flight Mode Annunciator)
— MCDU (Multi Control Display Unit)
FGCP / ICP MCDU

Short-term interface Long-term(1) interface
Should be used to select

Should be used to prepare lateral or vertical
ATC constraints, heading altitude or speed navigation or to preset speeds for the next phase
of flight
Inputs quickly performed “head up” MCDU
(1) Except DIR TO which can be considered as a short term action
MCDU Inputs
FGCP Inputs Are performed by:
Are performed by: — PF when the input has an operational

benefit and could quickly be done,
— PF when the AP is ON Example: DIR TO, activation of SEC
F-PLN, speed or Alt constraint, 
— PM on request from PF when AP is Enable 
OFF. Alternate.
— PF during a temporary transfer of
All FGCP inputs must be called
command
to the PM (Approach preparation)
All FGCP inputs must be checked by
the PF on the FMA. — PM upon request of the PF to
decrease PF workload.
PM must cross-check (FMA, PFD Before pressing “EXEC” key, the input must be
and ND). cross checked by the other crew member and
calls “CHECK”.
Time consuming inputs should be avoided
below FL 100.

FGCP (Flight Guidance and Control Panel)
ICP (Index Control Panel)
MCDU (Multi Control Display Unit)
It is recommended to anticipate flight plan update
on the FMS by preparing the Secondary Flight Plan:
— Late RWY change before take-off

— Diversion to alternate
— En route diversion
— Circling Approach
— Contingency after take of or go around

FMA: (Flight Mode Annunciator)
HDG SEL A vertical or lateral mode is green boxed for 7 seconds to indicate a mode change.
A STAR (*) is displayed next to VOR, LOC, BC, ALT, GS while capturing the mode. VOR *
During the first seven seconds,VOR* is displayed
IMPORTANT: KNOW YOUR FMA AT ALL TIME.
The AP/FD modes are:
Lateral modes Vertical modes Common

Basic Upper Basic Upper modes
HDG HOLD HDG SEL PITCH HOLD IAS GA
ROLL HOLD VOR VOR VS
WING LVL LOC LOC ALT ALT
BC BC GS GS
LNAV LNAV

3.1.2 AP/FD mode change procedures
The mode choice is a strategic decision that is taken by the PF. The modes can be automatically or manually
select.
Selected Mode
Auto Mode
For Specific ATC request, or
To fly along the pre-planed when there is no sufficient time
F-PLN entered in the MCDU to modify the MCDU F-PLN

3.1.3 Climb mode
— Climb mode (AP ON)
FLIGHT EVENTS PM PF
• DO
FGCP: ALT .......................... SELECT FL 180
FGCP: IAS ............................................. SET
CLEARED TO FL ICP: SPEED AUTO .................. CHECK/SET
180
PL ........................................ IN THE NOTCH
• CHECK FMA • CHECK FMA
FL 180, IAS 170, ALT BLUE
ALT STAR • CHECK FMA • CHECK FMA
ALT GREEN • CHECK FMA • CHECK FMA

3.1.4 Descent Mode
— Descent Mode (AP ON)
FLIGHT EVENTS PM PF
• DO
FGCP: ALT .......................... SELECT FL 060
FGCP: VS ........................... SELECT -1500
CLEARED TO FL
060 • CHECK FMA
FL 060, VS -1500, ALT BLUE
• CHECK FMA
ALT STAR • CHECK FMA • CHECK FMA
ALT GREEN • CHECK FMA • CHECK FMA

— Lateral mode (AP ON)/

(F-PLN interception)
FLIGHT EVENTS PM PF
• DO
FGCP: HDG SEL ............. SELECT FL 060
CLEARED TO FGCP: SOURCE.............. CHECK
HEADING 060 FGCP: NAV...................... ARM
• CHECK FMA
• CHECK FMA HDG SEL 060, LNAV BLUE
• CHECK FMA
LNAV • CHECK FMA
LNAV GREEN
Date: 05/06/2012 Revision 01 Pg.3-10

3.2 Flap use
• For system use in normal operations, any setting change shall be performed through the cross con-
trol concept:
PF: orders system action.
PM: performs the action and check the configuration when the setting is in compliance with the
system indicator
• Flaps maneuvers are always performed by the PM under PF order. PM checks the speed before
each configuration change then performs the task and check the new configuration.
Example
FLIGHT EVENTS PM PF
• ORDER
“FLAPS XX”
• ANNOUNCE
FLAPS
“SPEED CHECK, FLAPS XX”
EXTENSION
• DO
FLAPS LEVER ........................ SELECT
FLAPS AT XX ON • CHECK EWD • CHECK EWD
THE EWD
Date: 05/06/2012 Revision 01 Pg.3-11

3.3 Landing gear use
• For system use in normal operations, any setting change shall be performed through the cross con-
trol concept:
PF: orders system action.
PM: performs the action and Check the configuration when the setting is in compliance with the system
indicator.
• Gear maneuvers are always performed by the PM under PF order. PM checks the speed before each
configuration change then performs the task and Check the new configuration.
Example:
FLIGHT EVENTS PM PF
• ORDER
“GEAR DOWN”
• ANNOUNCE
“SPEED CHECK”
LANDING GEAR
EXTENSION • DO
LANDING GEAR LEVEL .......... DOWN
PWR MGT ................................ TAKE-OFF
TAXI AND TO LIGHT ................ ON
3 GREEN LIGHTS • CHECK • CHECK
ON THE LANDING
GEAR INDICATOR
Date: 05/06/2012 Revision 01 Pg.3-12

3.4 Altimeter
3.4.1 Altimeter tape
3.4.2 Altimeter setting
PF and PM altimeter settings must be identical. Any change shall be performed with a specific call and cross
control.
Altimeter must be checked on Ground and Cruise level. See

FCOM for Diferences
Example: cleared down to an altitude with QNH 1015.
FLIGHT EVENTS PM PF
• ORDER
“TRANSITION 1015”
• DO • DO
QNH SETTING
QNH 1015 ................................ SET QNH 1015 ................................ SET
• ANNOUNCE
“1015”
The Captain will announce XXXX twice.
Date: 05/06/2012 Revision 01 Pg.3-13

For each flight phase, the altimeter setting must be in compliance with the following table.
ALTIMETERS
FLIGHT FASE
CAPTAIN STANDBY FIRST OFFICER
From ground till cleared QNH QNH QNH
to FL (depature airport) (depature airport) (depature airport)
From climb to FL till

STANDARD STANDARD STANDARD
cleared down to altitude
QNH QNH QNH

Cleared to altitude
(arrival airport) (arrival airport) (arrival airport)
3.4.3 DH/MDA setting
— DH/MDA is set via the ICP by the PF

— The DH/MDA is cross checked on the ADI.
— DA and MDA are set respectively for CAT I approach or Non Precision Approach.
— DH is set for CAT II and CAT III.
Date: 05/06/2012 Revision 01 Pg.3-14

3.5 Speed Indicator
3.5.1 Speed Bugs
Speed bugs are displayed and updated depending on the flight phase, the aircraft configuration and the
atmospheric conditions. They are references for the speed management.
VMINI OPS is the minimum operational speed, and depends on the flight phase.
Take-off & Climb - Cruise - Approach Approach

Flight Phase
Go-around Descent
Aircraft
Flaps 15 Flaps 0 Flaps 15 Flaps 30
configuration
V mini ops V2 VmLB0 VmHB 15 VmHB 30
Flight Envelop
Take-off / Flaps 15º
(1) V1, VR, V2 must be acknowledged by the flight crew prior to take-off. The values computed only take into account
the aircraft weight, and are thus only applicable to Non Limiting runways. The flight crew can modify their values to
take into account the take-off limitations via the Performance page of the MCDU.
Date: 05/06/2012 Revision 01 Pg.3-15

Climb - Cruise - Descent / Flaps 0°
Approach / Flaps 15°
Date: 05/06/2012 Revision 01 Pg.3-16

Final Approach / Flaps 30°
Go-around / Flaps 15°
Date: 05/06/2012 Revision 01 Pg.3-17

Acceleration
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Deceleration
Date: 05/06/2012 Revision 01 Pg.3-19

3.5.2 Target Speed
The target speed can be manually selected (ICP SPEED: MAN), or automatically (ICP SPEED: AUTO)
managed by the FMS depending on the flight phase, the aircraft configuration and the atmospheric
conditions.
Auto Speed (all engines, no flap failure)
Date: 05/06/2012 Revision 01 Pg.3-20

3.6 Torque indicator
The objective torque is automatically calculated by the MPC / AFDAU, depending on the atmospheric
conditions.
NOTE: At Azul, insert the temperature manually (see 2 -, “RT-

OPS-P-30/12 - Turning Off the Flight Director” on page RT-6.)
3.6.1 Take-off bugs
The take-off and reserve take-off torques are read in the QRH, Ops Data part.
Date: 05/06/2012 Revision 01 Pg.3-21

3.6.2 Cruise bugs
The cruise torque is read in the QRH, Ops Data part.
Date: 05/06/2012 Revision 01 Pg.3-22

3.6.3 Approach / Go-around
The go-around torque is read in the QRH, Ops Data part.
Date: 05/06/2012 Revision 01 Pg.3-23

3.7 Data Card (use only if dual EFB failure)
3.7.1 Take-off Data Card
FIRST OFFICER fills in take-off data card:
• during -final cockpit preparation" 1 - 11

• prior to the "before propeller rotation" A – G
All operational data shall be cross checked by the crew on relevant documentation (QRH, FOS, Load and
trim sheet....)
1 2 3 4
5 6 A 9
7 B
8 C
10
D
E
11
F
3.7.2 Take-off Data Card Proceeding
Information proceeding from the Take-off Data Card permits crew members to prepare the departure and
take-off briefings.
The card must be read from up to down and left to right by the PF (5 columns), and set when necessary
(QRH), OBJ TQ, speed bugs, trim, altimeters bugs):
• 1- FLT Nº - flight number

• 2- FROM - ICAO departure airport code
• 3- TO - ICAO arrival airport code
• 4- DATE - present local date
• 5- ATIS- ATIS data
• 6- W LIM- write the lowest limitation value
• 7- OBJ TQ- objective torque read in the QRH (4.11) according to the outside air temperature and
pressure altitude
• 8- RTO TQ- reserve take-off torque read in QRH (4.12) according to outside air temperature and
pressure altitude
Date: 05/06/2012 Revision 01 Pg.3-24

• 9- ACC- acceleration altitude for take-off, minimum must be 400 feet above airport level (AAL) for
Azul operations
• 10- write the single engine procedure, at least the first turn
• 11- write the runway in use for take-off
After load and trim sheet proceeding:
• A- TOW- write the TOW read on the load and trim sheet and compare with W LIM
• B- V1- write V1 read on the SPS or OPS DATA
• C- VR- write VR read on the SPS or OPS DATA
• D- V2- write V2 read on the SPS or OPS DATA
• E- FINAL TO (WB) – write the value of final take-off speed read on the SPS or OPS DATA
• F- VmLB 0º (RB) – write the value of VmLB0 in icing conditions
• G- CG% TRIM- write the value of the trim setting according to the CG location in percentage of MAC
given on the load and trim sheet.
3.7.3 Landing Data Card
The Landing Data Card must be filled in by the PM prior to the approach briefing.
It’s done from up to down and left to right.
1 2 3 4
5 6 10 16
7 11
8 12
17
9 13
14
18
15
3.7.4 Landing Data Card Proceeding
The Landing Data Card must be proceeded by the PF prior to the arrival briefing:
It is done from up to down and from left to right.
• 1- DESTINATION- ICAO destination airport code

• 2-ALT- destination airport elevation
Date: 05/06/2012 Revision 01 Pg.3-25

• 3-ALTERNATE- ICAO alternate airport code

• 4-ALT- alternate airport elevation
• 5- ATIS- ATIS data
• 6-W LIM- write the lowest limitation value
• 7- GA TQ- value of the GA TQ read in SPS or QRH (4.13)
• 8- 1.1 VMCA- value read in the QRH(4.64)
• 9- VGA- value read in the SPS
• 10- LW- calculated LDG weight and compare with W LIM
• 11- FLAPS- flaps value
• 12- VAPP no wind- value of Vapp without wind effect correction.
• 13-VAPP- value of Vapp no wind + wind factor (see 3.26)
• 14-VmLB (WB)- value found on SPS or OPS DATA
• 15- VmLB 0º (RB) (icing)- value found on SPS or OPS DATA
• 16- ACC- write the acceleration altitude for the go-around procedure
• 17- GO-AROUND PROCEDURE- draw the first segment of the go-around procedure (first heading,
first altitude, first turn)
• 18- HDG- runway in use on the destination airport.
Example: First-officer will be PF in flight, so he performs the data card proceeding:
We’ll be landing at xxxx, elevation xxx ft, alternate is xxxx. Information x (if ATIS received) recorded at xx.xx,
runway in use xx, wind is xxx°/xx kt (check wind limitation), ceiling xxx and visibility xx (check procedure
minima), temperature is +/- xxº, QNH is xxxx hPa set on stand by altimeter, normal/icing conditions, MLW is
xx,x tons, LW is xx,x t (check LW < MLW), GA TQ xxx% set (set on torque indicator), VGA is xxx kt, white bug
is xxx kt, red bug is xxx kt (set on both ASI, CPT and FO), with flaps XXº Vapp is xxx kt. Missed approach
procedure is reported and acceleration altitude is xxxx ft.
Date: 05/06/2012 Revision 01 Pg.3-26

3.8 Navigation Policy
3.8.1 General
First Officer initiates power up, setup and verifications of navigations equipments during preliminary cockpit
preparation procedure.
When discrepancy is found between the used standard database

and/or between the additional standard database and/or
company database and/or magnetic variation, reference models,
no data harmonization is performed and specific alerts are
generated (refer to "Abnormal Procedure / Failures" chapter).
PF performs flight plan and performance data insertion in FMS system, VOR, ADF settings during "Final
Cockpit Preparation"
PF shall perform every new navigation entries, waypoints selection informing and cross checking all
changes.
" Below FL100 PF should request all necessary changes or

modifications for PM, any insertion needs to be confirmed before
exec. button be pressed"
PF is responsible for the selection of the appropriate sources, and application of display source for each
Flight Phase.
3.8.2 Navigation within FMS / RNAV Airspace and/or Conventional: Departure / En Route / Arrival
Flight Crew must ensure that they are properly qualified, and verify the aircraft certification for relevant Route
operation.
If you flying on a published conventional SID / APP / ARR, with FMS (RNAV) PM should select all radio aid
navigation source to allow immediate cross-checking or reversion in the event of loss of FMS navigation
capability.
Flight Crew need to check aircraft position continuously, observing all Flight Phase according FMS (FMS
220- User's Manual chapter 2.0 Operational Principles)
LNAV set for Take Off as required.With LNAV select for take off
attention with the bank reduction automatically between white
bug and white bug +10, when the flap is retracted. "Normal
Condition" . Follow the FD bars.
Date: 05/06/2012 Revision 01 Pg.3-27

3.8.3 Flight Phase
The FMS manages the following flight phases: Ground, Take-off, Climb, Descent, Approach and Go
around according to the following logic:
FMS determines the flight phase by testing the following conditions, in that priority order, until one is
satisfied. At power up, the flight phase is “ground” if condition applies, otherwise is “cruise”.
• The flight phase is “ground” when Weight On Wheel (WOW) discrete status in “GROUND” and air-
craft radio height is less than 5 m (or invalid).
• The flight phase is “take off” when the aircraft altitude is less than 1500 ft above the take off altitude.
• The flight phase is “climb” when the aircraft is located before or at the Top Of Climb (TOC) in the flight
plan.
• The flight phase is “cruise” if one of the following conditions is met:
— None of the other flight phase conditions is met
— Destination or approach procedure is modified
— A new FPLN is initiated
— A DTO a missed approach fix is performed
• The flight phase is “descent” when the aircraft is located at or after the Top Of Descent (TOD) in the
flight plan.
• The flight phase is “approach” when:
— The direct distance to the destination airport is maller than 10 NM, and,
— The flight plan active leg is part of an approach procedure to the destination airport, or the
TO waypoint is the destination airport.
• The flight phase is “go around” when the crew has engaged the Go Around mode.
Date: 05/06/2012 Revision 01 Pg.3-28

3.8.4 VNAV SECTION
The FMS manages the following VNAV sections: Climb, Cruise, Cruise Climb, Cruise Descent and
Descent.
— The FMS pilot´s guide must be availabe on board.

— The approval of the system is based on the assumption that the navigation database
has been validated for intended use.
— In single GPS configuration, the system is approved use for oceanic and remote
operations when only one long range navigation system is required.
— This system is approved for RNAV En-route continental (B-RNAV) and RNAV termi-
nal area operations like RNAV SID/STAR (P-RNAV).
This system is approved in any of the following configurations:

AP coupling, FD only or raw data (HSI information).
Date: 05/06/2012 Revision 01 Pg.3-29

— This system is also approved as a supplemental navigation means for conventional

En-route continental operations, conventional terminal operations (SID/STAR) and
conventional non-precision approach (e.g. NDB, VOR/DME, LOC,...) provided:
• Approved navigation equipments, other than GNSS, required for the route
to be flown are installed and operational.
• When the system is used to fly non-precision approach not promulgated
as RNAV (GNSS) approach or when procedure coordinates (SID/STAR,
Approach) cannot be guaranteed as WGS84, raw data (conventional
navigation information) are displayed to verify the correct RNAV (GNSS)
guidance.
3.8.5 Navigation by Means of Conventional Radio-Navigation: Dep. / En Route/ Arrival
Navigation using convetional methods must be applied:
— When flying outside RNAV or RNP airspace or,

— When aircraft certification or crew qualification cannot meet airspace specifications.
Radio means are selected and set on both sides on PF orders.
VOR and ADF frequency setting requires flight crew callouts to identify:
• Radio navigation station “Name and frequency”,

• Course selected (VOR and ILS),
Radio identification listening is conducted by PM after each new frequency setting. The VOR mode must be
engaged when High Bank speeds are reached. Indeed, in VOR, the bank angle order (within a 30º limit) is
computed independently from the current speed of the aircraft. Thus there is no protection against stall if the
aircraft is in VOR at LO Bank speeds.
Conventional Radio Navigation Method
On PF side: - set radio aid frequency and course for the current leg.
- set next radio aid frequency on stand by.
On PM side: - set radio aid frequency and course for the next leg.
- set next radio aid frequency on stand by.
Date: 05/06/2012 Revision 01 Pg.3-30

3.9 Lights Policy

• NAV...................................................................................................... Airplane electrically supplied.
• WINGS............................................................... Day- Engine 2 running in hotel mode up to FL 100,
FL 100 up hotel mode off
Night - Airplane electrically supplied up to FL 100,
FL 100 up to Leaving Airplane
• BEACON………....................................................................................... Propeller rotating or towing

• TAXI & T/O....................................................................................... Airplane taxing up to GEAR UP,
GEAR DOWN up to marshal insight
• LAND .....................................................................................................................Line up to FL 100,
FL 100 to runway vacated.
• STROBES....................................................................... Lining up and flight, up to runway vacated.

• LOGO .................................................................................................................................Night time
Wings Light should be used during night whenever icing

conditions are suspected.
3.10 Pre-Flight Preparation Procedure
Crew members shall check the following items:
1 - Aircraft condition.
2- NOTAMs.
3 - Weather briefing.
4 - Airport infrastructure (at destination).
5 - Specifics.
6 - Flight planning.
7 - Fuel planning.
8 - Flight presentation.
9 - Flight attendant briefing.
Date: 05/06/2012 Revision 01 Pg.3-31

3.11 Procedures and Associated Flows (Long and Short Transit)
It is the Captain's responsibility to determine either to perform long or short transit regarding the criteria
described hereafter:
• LONG TRANSIT:
The flight crew must perform:
- Internal inspection
PÁGINA
- External inspection INTENCIONALMENTE EM BRANCO
- Preliminary cockpit preparation (long transit)
- Final cockpit preparation
• SHORT TRANSIT:
The flight crew must perform:
- External inspection
- Preliminary cockpit preparation (short transit)
- Final cockpit preparation
Date: 05/06/2012 Revision 01 Pg.3-32

Chapter 4 - Normal Procedures
Chapter 4: Normal Procedures

4.1 Normal Checklist.............................................................................................................................................. 4-5
4.1.1 Philosophy ............................................................................................................................................. 4-5
4.2 SOP General ................................................................................................................................................... 4-6
4.2.1 Communication ...................................................................................................................................... 4-6
4.2.2 Automation............................................................................................................................................. 4-7
4.2.3 Transfer of Control and Communications .............................................................................................. 4-7
4.2.4 Flight Mode Annunciations..................................................................................................................... 4-7
4.2.5 FGCP and MCDU Discipline.................................................................................................................. 4-7
4.2.6 Altitude Awareness ................................................................................................................................ 4-7
4.2.7 Standby Altimeter Setting ...................................................................................................................... 4-8
4.2.8 Speed Callouts....................................................................................................................................... 4-8
4.2.9 Performance Information ....................................................................................................................... 4-8
4.2.10 FMS Flight Plan Modifications ............................................................................................................. 4-8
4.2.11 Turning Off the Flight Director (see “RT-OPS-P-30/12 - Turning Off the Flight Director” on page RT-6. )
4-....................................................................................................................................................................8
4.2.12 Radios and navigation aids.................................................................................................................. 4-9
4.3 Briefings........................................................................................................................................................... 4-9
4.3.1 Cabin Crew Briefing ............................................................................................................................... 4-9
4.3.2 Takeoff Briefing...................................................................................................................................... 4-9
4.3.3 Approach Briefing ................................................................................................................................ 4-10
4.4 Preliminary Cockpit Preparation .................................................................................................................... 4-11
4.4.1 Procedures........................................................................................................................................... 4-12
4.4.2 High Definition ATR72-600 Cockpit ..................................................................................................... 4-13
4.4.3 Expanded flow ..................................................................................................................................... 4-14
4.5 Exterior Inspection ......................................................................................................................................... 4-15
4.6 Preliminary Cockpit Preparation .................................................................................................................... 4-29
4.6.1 General ................................................................................................................................................ 4-29
4.6.1.1 Crew Flow ......................................................................................................................................... 4-29
4.6.1.2 Expanded procedures....................................................................................................................... 4-31
4.7 Preliminary Cockpit Preparation Short Transit......................................................................................... 4-40
4.7.1 Short Transit ........................................................................................................................................ 4-40
4.8 Final Cockpit Preparation Procedure............................................................................................................. 4-41
4.8.1 Final Cockpit Preparation Procedure ................................................................................................... 4-41
4.8.1.2 FMS Preparation Flow ...................................................................................................................... 4-43
4.8.1.4 Expanded Procedures ...................................................................................................................... 4-45
4.8.1.5 HOTEL MODE START UP ............................................................................................................... 4-46
4.8.1.6 Stable Engine Indications ................................................................................................................. 4-47
4.8.1.7 Engine Abnormal Start...................................................................................................................... 4-47
4.9 Before propeller rotation ............................................................................................................................... 4-47
4.9.1 Expanded Procedures ......................................................................................................................... 4-51
4.9.1.1 PUSHBACK ...................................................................................................................................... 4-52
4.10 Before Taxi .................................................................................................................................................. 4-52
4.10.1 Expanded Procedures ....................................................................................................................... 4-55
4.11 Taxi .............................................................................................................................................................. 4-56
4.11.1 Primary Task...................................................................................................................................... 4-56
4.11.2 Single Engine Taxi Out (SETO) (see “RT-OPS-P-28/12 - Operação ATR600 L1B1” on page RT-2.)4-56
4.11.3 Aircraft Movement.............................................................................................................................. 4-56
4.11.3.1 EXPANDED PROCEDURES.......................................................................................................... 4-58
4.12 Before Takeoff ............................................................................................................................................. 4-59
4.12.1 To the Line ......................................................................................................................................... 4-59
4.12.1.1 Before Takeoff (To the Line) Procedure ......................................................................................... 4-59
4.12.2 Below the Line ................................................................................................................................... 4-60
4.12.2.1 Before Takeoff (Below the Line) Procedure.................................................................................... 4-60
4.12.2.2 EXPANDED PROCEDURES.......................................................................................................... 4-60
Date: 05/06/2012 Revision 01 Pg. 4-1

4.13 Takeoff......................................................................................................................................................... 4-61

4.13.1 Setting Takeoff Power....................................................................................................................... 4-61
4.13.2 Initial Steering .................................................................................................................................... 4-61
4.13.3 Aft Center-of-Gravity Effects .............................................................................................................. 4-61
4.13.4 Crosswind Takeoff ............................................................................................................................. 4-61
4.13.5 Rotation & Lift-Off .............................................................................................................................. 4-61
4.13.5.1 Rotation and Liftoff.......................................................................................................................... 4-61
4.13.5.2 Clean-Up and Acceleration ............................................................................................................. 4-62
4.13.5.3 Close-in turn after takeoff................................................................................................................ 4-62
4.13.5.4 Normal Takeoff Profile .................................................................................................................... 4-63
4.13.5.5 Takeoff Actions & Callouts.............................................................................................................. 4-64
4.14 After Takeoff ................................................................................................................................................ 4-65
4.14.1 EXPANDED PROCEDURES............................................................................................................. 4-66
4.15 Climb............................................................................................................................................................ 4-67
4.15.1 Climb Speed Determination ............................................................................................................... 4-67
4.15.2 Climb Speed Schedule ...................................................................................................................... 4-67
4.16 FL100 Procedure ......................................................................................................................................... 4-68
4.17 Cruise .......................................................................................................................................................... 4-68
4.17.1 General .............................................................................................................................................. 4-68
4.17.2 CRUISE PARAMETERS.................................................................................................................... 4-70
4.18 Descent Preparation .................................................................................................................................... 4-71
4.18.1 Expanded Procedures ....................................................................................................................... 4-72
4.18.2 General .............................................................................................................................................. 4-73
4.19 FL100........................................................................................................................................................... 4-74
4.20 Approach ..................................................................................................................................................... 4-75
4.20.1 Approach Procedures ........................................................................................................................ 4-75
4.20.1.1 Aproach Checklist ........................................................................................................................... 4-75
4.20.2 Approach Procedures ........................................................................................................................ 4-76
4.20.2.2 Configuration Overview................................................................................................................... 4-76
4.20.2.3 Approach Configuration Guide (Standard Profile) .......................................................................... 4-77
4.20.2.4 Authorized Approaches................................................................................................................... 4-79
4.20.2.5 Minimums / Go-Around Altitude Selection ...................................................................................... 4-79
4.20.2.6 Stabilized Approach Criteria ........................................................................................................... 4-80
4.20.3 Precision Approaches (ILS, ILS/DME)............................................................................................... 4-80
4.20.3.1 General ........................................................................................................................................... 4-80
4.20.3.3 ILS CAT I Actions & Callouts .......................................................................................................... 4-81
4.20.3.4 Non-Precision Approach ................................................................................................................. 4-82
4.20.3.5 Setting Minimums ........................................................................................................................... 4-82
4.20.3.6 Descent Profile................................................................................................................................ 4-82
4.20.3.7 Calculated VDP............................................................................................................................... 4-82
4.20.3.8 MDA to Landing .............................................................................................................................. 4-83
4.20.3.9 RNAV Approaches.......................................................................................................................... 4-83
4.20.3.10 Required Navigational Performance (RNP) .................................................................................. 4-83
4.20.3.11 Discontinuing the Approach .......................................................................................................... 4-83
4.20.3.12 Non-Precision Approach (NDB / VOR) Actions & Callouts ........................................................... 4-84
4.20.4 Deviations and limits .......................................................................................................................... 4-87
4.20.5 Circling Approach............................................................................................................................... 4-88
4.20.5.1 General ........................................................................................................................................... 4-88
4.20.5.2 Circling Approach Actions & Callouts ............................................................................................. 4-88
4.20.5.3 Low Visibility Circling Appoach ....................................................................................................... 4-90
4.20.5.4 Side-Step Maneuver ....................................................................................................................... 4-91
4.20.6 Visual Approach................................................................................................................................. 4-91
4.20.6.1 Visual Approach Procedures .......................................................................................................... 4-91
4.20.6.2 Engine-Out Visual Approach........................................................................................................... 4-91
4.20.6.3 Position Orientation & Energy Management................................................................................... 4-91
4.20.6.4 Setting Minimums ........................................................................................................................... 4-91
4.20.6.5 Go-Around Altitude ......................................................................................................................... 4-91
4.20.6.6 Visual Approach.............................................................................................................................. 4-93
4.21 Prior to the “Landing” Callout....................................................................................................................... 4-94
4.22 Landing Callout............................................................................................................................................ 4-95
Date: 05/06/2012 Revision 01 Pg. 4-2

4.22.1 For CAT I ILS, Non-Precision, and Visual Approaches ..................................................................... 4-95
4.22.2 After the “LANDING” Callout................................................................................................................ 4-95
4.23 Before Landing ............................................................................................................................................ 4-95
4.23.1 Before Landing Checklist .................................................................................................................. 4-95
4.23.1.1 Expanded procedures..................................................................................................................... 4-95
4.23.1.2 Landing Actions & Callouts ............................................................................................................. 4-96
4.23.1.3 Vertical Guidance During Landing .................................................................................................. 4-97
4.23.1.4 Power.............................................................................................................................................. 4-97
4.23.1.5 Flare................................................................................................................................................ 4-97
4.23.1.6 Touchdown ..................................................................................................................................... 4-97
4.23.1.7 Reverse........................................................................................................................................... 4-97
4.24 Braking......................................................................................................................................................... 4-98
4.24.1 Brakes................................................................................................................................................ 4-98
4.24.2 Anti-Skid Inoperative.......................................................................................................................... 4-98
4.25 Landing Contingencies ................................................................................................................................ 4-98
4.25.1 Crosswind Landing ............................................................................................................................ 4-98
4.25.2 Flaring Too High ................................................................................................................................ 4-99
4.25.3 Bouncing at Touchdown .................................................................................................................... 4-99
4.25.4 Nosewheel & Rudder Inputs after Touchdown .................................................................................. 4-99
4.26 GO-AROUND ............................................................................................................................................ 4-100
4.26.1 EXPANDED PROCEDURES........................................................................................................... 4-100
4.27 After Landing ............................................................................................................................................. 4-101
4.27.1 After Landing Procedures ................................................................................................................ 4-102
4.27.2 After Landing Checklist .................................................................................................................... 4-103
4.27.2.1 EXPANDED PROCEDURES........................................................................................................ 4-103
4.28 Parking....................................................................................................................................................... 4-105
4.28.1 Parking Procedures ......................................................................................................................... 4-105
4.29 Leaving ...................................................................................................................................................... 4-106
4.29.1 Leaving Aircraft Checklist ................................................................................................................ 4-107
4.29.1.1 Expanded Procedures ................................................................................................................ 4-107
Date: 05/06/2012 Revision 01 Pg. 4-3

Date: 05/06/2012 Revision 01 Pg. 4-4

4.0 Normal Procedures
4.1 Normal Checklist
4.1.1 Philosophy
The use of standardized procedures and terminology reduces the burden of inflight planning and promotes
Crew communication and understanding throughout the various flight regimes. The proper use of the Normal
Procedures Cockpit Checklist alleviates unsafe practices, carelessness, and the development of
individualized procedures.
There are two types of normal checklists included in this chapter; challenge/response and silent. Challenge/
response checklists are accomplished by a verbal exchange and visual confirmation by both pilots. Silent
checklists are completed on command and accomplished silently. All checklists are announced “Procedure
Complete” by the executing Pilot upon completion of all items.
The Captain normally calls for checklists on the ground, and the PF for checklists in flight. While it is the
Captain’s responsibility to ensure each checklist is completed at the appropriate time, the First Officer must
be aware of the status of each checklist and advise the Captain if a checklist is not accomplished at the
proper time.
“Holding” the checklist:
— When the Captain elects not to accomplish an item on the checklist when it is called, s/he will state,
“Hold at (the item)”.
The checklist will not proceed beyond an item until the item is accomplished and the
proper response is given.
Continuing the checklist:

— When the Captain desires to continue the checklist, s/he will state, “Continue the checklist”. The
checklist will then resume with the item at which it was held.
Re-read the checklist if:
— Maintenance is performed in the Flight Deck, or
— The Flight Deck is left unattended for long periods of time, or
— Unsupervised visitors are permitted in the Flight Deck (i.e., no Flight Deck Crewmember present)
— An interruption in the performance of any checklist results in uncertainty of its status
The Before Takeoff Checklist must be re-read in its entirety prior to takeoff under any of the following
circumstances:
— Any flight control is repositioned following completion of the checklist
— An engine is shutdown and restarted prior to takeoff
— There is a significant delay from the completion of the checklist and takeoff clearance
— Runway change
Date: 05/06/2012 Revision 01 Pg. 4-5

Normal checklists will be completed in the following manner:
Checklist Title
CAPTAIN FIRST OFFICER

“BEFORE TAKE OFF CHECK LIST TO BEFORE TAKE OFF CHECKLIST
THE LINE”.
• Proceed to read challenges.
Captain provides responses.
“TO THE LINE.”
“BELOW THE LINE” Proceed to read challenges. Captain

provides responses.
“PROCEDURE COMPLETE”.
Obs: All Checklists will be started from paper, them go to ECL (Electronic Checklist)
Aircrafts without ECL must read title of checklist them proceed to read challengers.
ELECTRONIC CHECKLISTS USE : HUMAN FACTOR RECOMMENDATIONS

Upon completing procedure, PM need tick each item, i.e. meaning the item was acknowledged and taken
care of.
— Importance of procedure pending message:
Pending procedure notice need be carefully considered when displayed, therefore meaning this one needs
yet be performed and completed.
— Importance “PROCEDURE COMPLETED“ item:
Completed procedure item, is displayed at the end of each started procedure, provided all items have been
properly ticked. It is the only way to complete and correctly terminate a started procedure.
— Importance “IF” statements:
Following each procedure’s ”IF” alternative proposition, PM must carefully read and understand these
different alternatives to meet current depiction and get PF’s approval and confirmation to comply with
relevant ”IF” procedure.
Once an ”IF” case has been selected, PM must carefully read and understand relevant procedure’s
proposition and it’s associated subtitle, obtain PF’s confirmation before resuming corresponding associated
task.
— DU failure:
Neither DU fault procedure exists and no relevant reference is made in FWS, FCOM or QRH.
4.2 SOP General
4.2.1 Communication
Cross-cockpit communication is VITAL for any two-pilot Crew. Any time a Pilot makes any adjustments or
changes to any information or equipment on the Flight Deck, s/he must advise the other Pilot and get an
acknowledgment. This does not require the use of the word “Check” after each item of communication. Any
formal acknowledgment that is appropriate to the workload at the time is acceptable.
Date: 05/06/2012 Revision 01 Pg. 4-6

4.2.2 Automation
Crews should use a level of automation commensurate with flight conditions and Pilot workload. Operational
philosophy encourages the use of the highest level of automation available and appropriate.
This philosophy is consistent with the desire to maximize safety and efficiency. Proper use of automation
contributes to fuel conservation, noise reduction, reduced pilot workload, schedule reliability, increased
situational awareness, and reduced exposure to Controlled Flight into Terrain (CFIT) from un-stabilized
approaches. The encouragement to use automation should not be construed as limiting or prohibiting the
ongoing development and maintenance of basic airmanship and handling skills.
In the terminal area where traffic volume is high, using the autopilot allows the Pilots to devote more time to
traffic surveillance. Time spent “heads-down” should be minimized to include only those actions deemed
essential to following ATC instructions.
4.2.3 Transfer of Control and Communications
Someone must always fly the aircraft and communicate. Any control and/or communication changes must be
verbally acknowledged (see table below). When applicable, the PF should brief the PM on the status of the
aircraft (lateral and vertical mode, climb or descent, etc.) prior to transfer controls, if no changes are applied,
PF should states "No changes".
Examples
“MY CONTROLS AND ATC” “YOUR CONTROLS AND ATC”

“YOUR CONTROLS AND ATC” “MY CONTROLS AND ATC”
“MY CONTROLS, YOUR ATC” “YOUR CONTROLS, MY ATC”

“YOUR CONTROLS, MY ATC” “MY CONTROLS, YOUR ATC”
4.2.4 Flight Mode Annunciations
The only indications regarding the status of the autoflight system are the Flight Mode Annunciations (FMAs)
on the PFD. The Flight Guidance Control Panel (FGGP) does not incorporate numeric displays making the
requirement to monitor FMAs critical to the safe operation of the ATR 72-600. While there is no
requirement to call out normal FMAs, abnormal indications or failed cross-checks must be verbalized.
There is no requirement to call out normal FMAs
4.2.5 FGCP and MCDU Discipline
With the autopilot engaged, the PF operates the FGCP. However, the PF may assign the task to the PM
based on workload. The PF may not manipulate the MCDU below FL 100 under any normal circumstances.
When the autopilot is not engaged, upon receipt of an ATC clearance, the PM is expected to perform all
FGCP and MCDU inputs in coordination with PF.
Regardless of autopilot use, the PM will always set the go-around altitude during an approach.
4.2.6 Altitude Awareness
When receiving a clearance involving an altitude Pilots should:

— Read back full clearance for altitude changes.
Date: 05/06/2012 Revision 01 Pg. 4-7

— Contact ATC immediately to verify/resolve any discrepancies.

— PF will brief PM when or where delayed climb/descent will begin.
— During the last 1,000 ft. or altitude change, both Pilots will focus on instrument scanning and include
visual monitoring for outside traffic when VMC.
After the PM reads back a new altitude clearance to ATC, regardless of autopilot status, the Pilot responsible
for guidance panel entries will select the new altitude, point to his/her PFD, and read the new setting aloud.
The other pilot will point to his/her PFD, confirm the setting agrees with both ATC and the other Pilot, and
read the setting aloud. Once that is complete the vertical mode change may be initiated by the appropriate
Pilot.
When a constraint altitude is displayed on the PFD which differs from the clearance altitude
set on the guidance panel, Pilots will announce the clearance altitude and note the constraint.
For example: “Nine-thousand with eleven-thousand three miles prior to CAMRN”.
The PF will make an altitude callout one thousand feet prior to level off during climb or descent (ex. “FOUR
THOUSAND FOR THREE THOUSAND” or “FOUR FOR THREE”. “One to go” is not acceptable). The PM
acknowledges in the same format. This is intended to signal both pilots to monitor the level-off.
The PF will verbally state “One Zero Zero ” when ascending/descending through FL 100.
4.2.7 Standby Altimeter Setting
The Captain is responsible for setting the standby altimeter.
4.2.8 Speed Callouts
When calling out speeds for the purpose of airspeed indicator crosschecking, ensure that the actual speed is
verbalized. For example, on the takeoff roll, the FO is responsible for the “70 knots” callout. If the callout is
made 10 knots late, the callout would be “80 knots”.
4.2.9 Performance Information
The following must be cross checked and verified by both pilots when the information is being entered.
— SPS
• T/O Page
• LANDING Page
— PERFORMANCE (page on MFD)
— LANDING PERFORMANCE (speeds)
4.2.10 FMS Flight Plan Modifications
While in flight, all changes made to the FMS flight plan will be confirmed by both Pilots prior to activation
4.2.11 Turning Off the Flight Director (see “RT-OPS-P-30/12 - Turning Off the Flight Director” on page RT-
6. )
The method for turning off the flight directors (FD) is the following.
ILS VOR / NDB / Circling / Visual

TCAS RA
GNSS /BARO VNAV
Not necessary Press FD button on the SRC Press FD button on the SRC
selected side selected side
Date: 05/06/2012 Revision 01 Pg. 4-8

4.2.12 Radios and navigation aids
As a recommended practice, the use of radios and navigation aids, such as DME hold, NDB and VOR
frequencies and Fix, provides situational awareness and resources whenever there is a contingency route
and a Minimum Safe Altitude to consider during initial climb and approach phases.
4.3 Briefings
The purpose of a brief is for the Crew to share information on a planned course of action for both normal and
non-normal situations. Pilots are expected to perform their tasks in accordance with SOPs. The architecture
for the briefs is Phase of Flight and the structure is Sequence of Events. By utilizing Sequence of Events the
Crew will brief items in the order in which they are expected to occur.
There are three separate Flight Crew briefs:

Phases of Flight
1. Cabin Crew Briefing
2. Takeoff Briefing
3. Approach Briefing
4.3.1 Cabin Crew Briefing
General: This briefing allows all Pilots and Flight Attendants to meet and discuss specific factors affecting
the flight
Who: Captain
When: New or change of Cabin Crew
In case of a quick-turn where interaction between the Flight Deck Crew and the Cabin Crew in its
entirety is not possible, briefing the “required items” will satisfy the brief. Every effort should be
made to convey as many of the applicable “recommended items” as deemed necessary.
Required Items
— Weather, Turbulence, Flight Time, Aircraft Status / MEL
— Crew Verification (licenses, duty sign on time, use of individual protection equipment...)
— Security
These items are important for increasing the situational awareness of Flight Deck and Cabin
Crews.
4.3.2 Takeoff Briefing
General: Designed to follow the phase of flight through the normal progression from taxi to cruise with full
compliance with all ATC procedures.
Who: Pilot Flying
When: At the gate, prior to calling for the Final Cockpit Preparation Checklist. Changes to the Takeoff Brief
will be discussed prior to the before taxi Checklist
The takeoff briefing will include:
Date: 05/06/2012 Revision 01 Pg. 4-9

• Captain Guidance - Required first flight as a Crew

— Discussion of factors pertinent to the flight
• CRM
• Consolidation of Knowledge / Low experience
• Special considerations
• Departure Plan
— Weather
— Engine start (one or two)
— Taxi (route and hot spots)
— Takeoff (if low visibility, see QRH)
— Departure Runway (MCDU)
— Departure mode / Initial Heading / First fix (PFD/MCDU)
— Altitude Cleared (PFD)
• Specials / Threats
— Reject takeoff (must be briefed by the Captain, in the first flight of the day)
— Immediate Return / Divert Plan
— Unique Airport Procedures / Considerations
— Windshear, Anti-ice, Radar use
— Terrain / Obstacles / MSA
— Any other risks and intentions
— NOTAMs
The Maximum difference between SPS and FMS speeds may be 2 kts. In case of use
“BOOST or RTO” for Take Off, the pilots need to report in TLB (Techinical Log Book)
4.3.3 Approach Briefing
General: Designed to address the specifics of the approach procedure and to coordinate the Crew’s strategy
regarding an approach.
Who: Pilot Flying
When: Prior to Top of Descent
Brief the expected approach prior to entering critical phase of flight, when workload is at a minimum. In most
cases, this will be accomplished prior to top of descent (TOD).
The PF is normally responsible to load the approach into the MCDU. When appropriate, the PF will transfer
control and communication of the aircraft, load and brief the approach.
The pilot briefing should use the STAR and approach charts to commence the brief and make use of the
applicable cockpit displays to complete the descent and approach briefing.
The pilot conducting the brief should read the landing weight off of the PERF DATA page, get
acknowledgement from the pilot being briefed, and obtain the speeds from SPS. Once agreed upon, those
speeds should be checked in appropriate PERF > LANDING pages.
The primary reference for the approach brief will be the STAR and Approach charts. Both
pilots will verify the information in the FMS.
Date: 05/06/2012 Revision 01 Pg. 4-10

The approach brief consists of the following items which must be verified and cross-checked by both pilots:
— Airport Name, Approach, and Runway

— Approach Page and Chart Date
— Highest MSA/Terrain/Terminal area topography
— Primary Navaid frequency (cockpit displays)
— Final approach course (cockpit displays)
— Final approach verification altitude (cockpit displays)
— DA (H) or MDA (cockpit displays)
— VDP (distance to runway method)
— Approach Minimums
— TDZE
— Missed Approach plan
— CRAFTS:
• (C) Configuration: Review configuration and any other than Standard must be specifically briefed.
Refer to the Landing section for Standard Braking and Reverse Configurations.
• (R) Runway: Dimensions, lighting, conditions, exits, “hotspots” and control exchange
planning.
• (A) ATIS: Weather at destination (required weather minimums, Windshear, etc.).
— This addresses the question: “Are we legal to shoot this approach?” (also
covers high minimums considerations).
• (F) Fuel: Fuel needed for diversion; fuel available for holding.
• (T) Threats: Specific challenges and factors that need to be identified and discussed
(e.g., terrain, airport conditions, high minimums pilot, etc.).
• (S) Special Considerations: Special considerations based on QRH checklists, or air-
craft systems and NOTAMs requirements that are not covered in other areas of the brief.
Brief only applicable items for a visual approach. A night visual approach will be backed up with an
instrument approach when available
It is essential that there is an adequate exchange of information between the Pilots to ensure
adequate knowledge of the runway change. In the event of a “late change” runway
assignment, as in the case of accepting a side-step landing, no additional briefing is required.
However, Crews should not accept these types of clearances if the requirements to comply
are not plainly obvious.
In the event of a go-around with a return to the same runway, “as previously briefed” is all that
is required
4.4 Preliminary Cockpit Preparation

General: This procedure will be performed prior to powering the aircraft, either by maintenance or FIRST
OFFICER, as appropriate completion ensures there will be no damage to aircraft and danger to
personnel when powering up the systems.
Date: 05/06/2012 Revision 01 Pg. 4-11

Note: The following procedures are based on operations with GPU available. Without
GPU see QRH.
Who: Accomplished by the first officer arriving at the aircraft

When: Arriving at an unpowered aircraft
4.4.1 Procedures
This is a silent procedure with no established flows. Each item is read and accomplished silently
• DO • DO
EXTERNAL INSPECTION SCAN REAR COCKPIT WALL
EMERGENCY EQUIPMENT.......... CHECK
GEAR PINS AND COVERS ........... ON BOARD
DOCUMENTATION ........................ ON BOARD
KEY TO THE COFFER .................. ON BOARD
ALL CIRCUIT BREAKERS............. CHECK
SCAN ON PEDESTAL
PL1+2 ............................................. GI
CL1+2............................................. FUEL SO
GUST LOCK................................... CHECK ENGAGED
FLAPS LEVER ............................... CHECK
CAUTION: DO NOT PRESSURISE HYDRAULIC SYSTEMS

AND ACTIVATE FLAPS WITHOUT CLEARANCE FROM
GROUND CREW
LDG GEAR LEVER ........ DOWN AND NO RED LIGHTS

EEC 1 & 2 ...................... CHECK DEPRESSED IN
SCAN ON OVERHEAD PANEL

BOTH WIPERS .............. CHECK OFF
BATTERY ....................... SET ON
MFC AUTO TEST........... CHECK
AP TEST ........................ CHECK
SCAN ON MAIN INSTRUMENT PANEL

IESI................................. CHECK ALIGNING
DU 2 & 4......................... CHECK GREEN T
MCDU 1.......................... CHECK POWERED
DC EXT PWR P/B .......... ON
DU BRIGHTNESS.......... CHECK / ADJUST
IESI................................. CHECK ALIGNED
FWS WINDOW............... CHECK
Date: 05/06/2012 Revision 01 Pg. 4-12

4.4.2 High Definition ATR72-600 Cockpit
SELCAL OPTION
SELCAL OPTION
PRESS
RESET
TEST
AND
TO
100%
PUSH
OXYGEN
MASK
FUEL FUEL
SO SO
Date: 05/06/2012 Revision 01 Pg. 4-13

4.4.3 Expanded flow
EMERGENCY EQUIPMENT ............................................................................................................. CHECK

— Exit hatch closed, handle locked and safe tied, escape rope stowed
— Life jackets (if applicable) stowed
— Axe, flash lights, smoke goggles and oxygen masks stowed
— Portable fire extinguisher safe tied and pressure within green area
— Landing gear emergency extension handle stowed, cover closed
— Protective gloves
- GEAR PINS:............................................................................................................................. ON BOARD
Check de 3 gear pins stowed behind the FO seat
DOCUMENTATION............................................................................................................................ CHECK
— Check maintenance status in the technical Log book including defered itens and the Crew Logbook.
( ALL IN PAPER)
— Verify the following manuals on board and stowed:
• Flight Manuals (1 through 7)
— FCOM; (EFB)
— AFM; (EFB)
— QRH; (PAPER)
— MGO; (EFB)
— MEL/DDG; (PAPER)
— DISPATCH MANUAL; IN CASE OF DUAL EFB FAILURE(paper)
— AERO INFO. (EFB)
• Jeppesen Primary and Secondary Manuals:
— EFB class I aircraft - two primary and one secondary
— Chart Wallet (Enroute Charts)
• Delay code chart (paper)
- BATTERY (Toggle switch) .................................................................................................................... ON
Check battery voltage on captain lateral console)
- MFC AUTO TEST............................................................................................................................ CHECK
Check :
-- MFC 1A, 2A flashing (only if cargo door panel cover is closed), then MFC 1B, 2B flashing.
- IESI ............................................................................................................................... CHECK ALIGNING
Check that on the IESI the aligning countdown is in progress, aligning takes 90 seconds
- EMER & ESS BUS SUPPLY INDICATOR ............................................CHECK ARROWS ILLUMINATED
Check battery voltage on captain lateral console.
- UNDV Light ........................................................................................................ CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
- AVIONIC INITIALIZATION TEST .................................................................................................... CHECK
Check Oral Warning, Caution, CRC sounds,
-- Check DU 2, 4 display a green ”T”
-- Check DU Brightness
-- Check MCDU 1 ON
AUTO PILOT ..................................................................................................................................... CHECK
Date: 05/06/2012 Revision 01 Pg. 4-14

-- Wait all lights flashing them off

- GPU - DC EXT PWR P/B ............................................................................................. DEPRESSED / ON
Check AVAIL green light is illuminated(Check GPU voltage on Captain lateral console), then depress the
EXT PWR P/B :
— Check on OVERHEAD Panel
— BTC on line,
— EMER and MAIN BAT charging,
— EMER and ESS BUS supply indicator amber arrow extinguished,
— UNDV light extinguished
4.5 Exterior Inspection

General: The exterior inspection, or walk around, ensures the overall condition of the aircraft and its visible
components and equipment are safe for flight.
Who: Normally accomplished by the Captain.
When: This inspection is accomplished before every originating flight and through flights.
Before beginning the inspection, review the Maintenance Log and if electrical power is not
established, complete the Preliminary Cockpit Preparation Cheklist.
Conditions/Discrepancies - Verify the aircraft is acceptable for flight. Even though not noted individually, the
aircraft and its visible components must be checked for the following:
— Proximate area is free of potential foreign object damage (FOD) items
— Customer walkway and boarding stairs are safe and clear
— Flight control surfaces are unobstructed and free from contamination
— All vents, ports, intakes, and exhausts are unobstructed
— Tire condition and pressure are acceptable
— All covers, plugs, picket/mooring lines removed
— Pay particular attention to any evidence of fluid leaks from components, drains, panels, aircraft skin,
and in ground vicinity
— Condition of skin (visible damage) on radome section, fuselage, wings, nacelles, pylons, and
empennage
— All access panels and doors not actually involved in maintenance are secured
— Pitot static probes for evidence of freezing, severe discoloration, condition, and security
Procedures - Prior to commencing the inspection, turn on NAV lights and if required, Wing lights at night.
Upon completion of inspection:
— CAPTAIN returns to the cockpit
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Date: 05/06/2012 Revision 01 Pg. 4-28

4.6 Preliminary Cockpit Preparation
4.6.1 General
• Preliminary cockpit preparation is done by Captain and First Office, with a GPU connected.
In case of preliminary cockpit preparation with engine 2 in hotel mode, apply QRH
• There are two procedures: for long or for short transits.
• The main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for the
flight.
4.6.1.1 Crew Flow
Long Transit
• DO • DO
EXTERNAL INSPECTION SCAN ON OVERHEAD PANEL
ANNUNCIATOR LIGHT....... TEST
DOME LIGHT ...................... CHECK & AS RQD
STAND BY COMPASS ........ CHECK & OFF
STORM LIGHT .................... CHECK & OFF
FLT COMPT LT ................... CHECK
MIN CAB LIGHT.................. OFF
NOTE: FOR THE FOLLOWING FUEL TEST INDI-

CATIONS NEED TO BE MONITORED ON THE
OVERHEAD PANEL AND THE ENGINE SECONDARY
SYSTEM PAGE
FUEL PUMP & X FEED TEST ....... PERFORM

ENG 1+2 FUEL PUMPS................. CHECK ON
SCAN ON OVERHEAD
DOORS .......................................... TEST
SPOILER LIGHT ............................ NO LIGHT
LDG GEAR INDICATOR ................ CHECK
TLU................................................. CHECK / AUTO
FLT CTL LIGHT .............................. CHECK
EXTINGUISHED
ENG 1 FIRE ................................... TEST
EXTERNAL LIGHTS ..................... AS RQD
PROP BRAKE ................................ CHECK ON & LOCKED
ENG ROTARYSELECTOR............. OFF/START ABORT
DC/AC PANEL................................ CHECK
CVR................................................ TEST
SIGNS PANEL................................ CHECK
EMER EXIT LT TOGGLE SW ........ ARM
EMER EXIT DISARM LT ................ NO LIGHT
DE-ICING/ANTI-ICING................... CHECK
PROBES HEATING........................ CHECK OFF
WINDSHIELD HEATING ................ CHECK
ACW PANEL .................................. CHECK
HYD PANEL ................................... CHECK
EMER LOC TRANSMITTER .......... AUTO & NO LIGHT
ANNUNCIATOR LIGHT.................. AS RQD
AIR COND PANEL ......................... CHECK
Date: 05/06/2012 Revision 01 Pg. 4-29

AVIONICS VENT ............................ AUTO

OVBD VALVE ................................. CHECK
GUARDED OXYGEN PANEL......... CHECK
COMPT SMOKE ............................ TEST
EXHAUST MODE........................... RESET
ENG 2 FIRE ................................... TEST
SCAN ON PEDESTAL
ATPCS TEST ................................ PERFORM
TRIMS ............................................ TEST & SET NEUTRAL
IDLE GATE ..................................... CHECK PULLED
PARKING BRAKE ......................... CHECK ON
COM, NAV, TCAS........................... SET & CHECK
MCDU............................................. SET BRIGHTNESS
RADAR........................................... TEST & SET
CDLS.............................................. DAILY CHECK(QRH)
SCAN ON CENTRAL PANEL

ICE DETECTOR............................. TEST
STICK PUSHER............................. CHECK NO LIGHT
APM P/B......................................... CHECK NO LIGHT
APM................................................ DAILY CHECK (QRH)
PEC 1 & 2....................................... NO LIGHT
BOOST (if installed) ....................... CHECK(QRH)
PWR MGT ..................................... CHECK TO
IESI................................................. CHECK NO FLAG
EWD ............................................... CHECK DISPLAY
EEC 1&2......................................... NO LIGHT
ATPCS............................................ NO LIGHT
CAB PRESS PANEL ...................... CHECK
AUTO PRESS ................................ TEST & SET LANDING
ELEVATION
ANTISKID PANEL .......................... NO LIGHT
SCAN ON GLARESHIELD
PULL UP/GPWS P/B...................... TEST
Date: 05/06/2012 Revision 01 Pg. 4-30

• DO • DO
CAPTAIN SWITCHING FO LATERAL CONSOLE AND SWITCHING PANEL
PANEL COCKPIT COM HATCH .... OPEN EXTRACT AIR FLOW .................... OPEN/GUARDED
NW STEERING .............................. OFF OXYGEN MASK(once a day)......... TEST (QRH)
OXYGEN MASK............................. CHECK AUDIO SEL 2 LIGHT...................... CHECK EXTINGUISH
AUDIO 1 SEL LIGHT...................... CHECK EXTINGUISH ATT/HDG/ADC ............................... CHECK EXTINGUISH
ATT/HDG/ADC ............................... CHECK EXTINGUISH DU REVERSION ............................ CHECK
DU REVERSION ............................ CHECK ELAPSE TM ................................... OFF/RESET
TERRAIN LT................................... NO LIGHT & GUARDED FIRST OFFICER INSTRUMENT PANEL
GPWS ............................................ NO LIGHT & GUARDED - CLOCK TIME ............................... CHECK
NORMAL POSITION - PFD / FMA ................................... CHECK
- AIRSPEED, ALTIMETER, VSI ..... CHECK NO FLAG
CAPTAIN INSTRUMENT PANEL - EADI............................................. CHECK ATTITUDE
- CLOCK TIME .............................. CHECK - ND / EHSI..................................... Select NAV Display
- PFD / FMA ................................... CHECK on MFD
- AIRSPEED, ALTIMETER, VSI ..... CHECK NO FLAG - HDG ............................................. CROSS CHECK &
- EADI............................................. CHECK ATTITUDE NO FLAG
- EHSI............................................. CHECK - MEMO PANEL DISPLAY.............. CHECK
- ND / EHSI..................................... Select ND on MFD SYS PAGE
- HDG ............................................. CROSS CHECK & - AC/DC ELEC Page ...................... CHECK
NO FLAG - CABIN Page................................. CHECK
- MEMO PANEL DISPLAY.............. CHECK - ACW HYD Page........................... CHECK
- ENGINE Page .............................. CHECK
4.6.1.2 Expanded procedures
ANNUNCIATOR LIGHT.........................................................................................................................TEST
Check all Lights are illuminated (led test only)
STANDBY COMPASS: CHECK AND OFF

Check that the light in the stand by compass under the glare shield illuminates
FUEL PUMP & X FEED TESTS ...................................................................................................PERFORM

Select ENG SD page on MFD prior to test start up.
Initial set up : ENG PUMP 1 & 2 OFF
Check the following on OVERHEAD Panel + associated ENG SD page :
FEED LO PR LIGHT ENG 1 + 2 ................................................................CHECK ILLUMINATED
ENG 2 PUMP ............................................................................................................................ ON
RUN LIGHT ENG 2 ................................................................................................. ILLUMINATED
FEED LO PR LIGHT ENG 2.................................................................................EXTINGUISHED
FUEL X FEED .......................................................................................................... DEPRESSED
FUEL X FEED VALVE ........................................................................................................ IN LINE
MEMO PANEL DISPLAY FUEL X FEED LABEL ............................................. DISPLAYED BLUE
Date: 05/06/2012 Revision 01 Pg. 4-31

Note: X FEED LABEL may be flashing BLUE, in case of fuel unbalance & wrong pump
on selection.
Check “X FEED” BLUE label on MEMO PANEL DISPLAY

FEED LO PR LIGHT ENG 1+2.............................................................................EXTINGUISHED
FUEL X FEED ............................................................................................................. RELEASED
FEED LO PRESS LIGHT ENG 1 ............................................................................ ILLUMINATED
Note : Feed Lo Press Light may take few minutes to illuminate again
ENG 1 PUMP ............................................................................................................................ ON

RUN LIGHT ENG 1 ................................................................................................. ILLUMINATED
FEED LO PR LIGHT ENG 1+2.............................................................................EXTINGUISHED
DOORS..................................................................................................................................................TEST
Depress TEST switch and check on OVERHEAD Panel. Check associated AIR
CABIN SD page :
CAB OK & SVCE OK green lights ..............................................................................ILLUMINATE
(Provided associated doors are opened)
LDG GEAR INDICATOR: CHECK

Check 3 green lights and no red light illuminated. Check the same manner on EWD
ENG 1 FIRE TEST........................................................................................................................PERFORM

ENGINE FIRE PROTECTION TEST:
Check the following items :
ENG 1 FIRE HANDLE ...................................................................IN / LATCHED / LOCK WIRED
Any lights ..............................................................................................................EXTINGUISHED
Depress SQUIB TEST P/B and check :
Both agents SQUIB lights...........................................................................................ILLUMINATE
Select TEST SW on FAULT position and check :
Associated LOOP A and LOOP B lights.....................................................................ILLUMINATE
SC ................................................................................................................................... SOUNDS
MC Amber light........................................................................................................ ILLUMINATES
LOOP (FWS ALERTING WINDOW) ............................................................. DISPLAYED AMBER
Select TEST SW on FIRE position and check :
Associated FIRE HANDLE red light ........................................................................ ILLUMINATES
CRC ................................................................................................................................ SOUNDS
MW light ................................................................................................................ ILLUMINATES
ENG 1 FIRE (EWD + FWS WINDOW)............................................................... DISPLAYED RED
Press MW to silence CRC and extinguish the MW :
Date: 05/06/2012 Revision 01 Pg. 4-32

Temporarily select CL out of FUEL S O Position and check :

Associated CL FUEL S O red light .......................................................................... ILLUMINATES
PROP BRK ............................................................................................................................. ON / LOCKED

Check PROP BRK Local BLUE light + EWD BLUE label
If not, depress HYD AUX PUMP P/B on the pedestal.
When the READY green light illuminates, select
PROP BRK ON.
CVR and SSFDR TEST................................................................................................................PERFORM

CVR TEST:
CVR and DFDR test, on GPU:
Press on the RCDR PB (on the RCDR panel) and check ON light is illuminated.
CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green arc.
Press on the RESET PB (on the RCDR panel) and check ON light is extinguished.
CVR TEST: CVR and DFDR test (On BATTERY MODE or HOTEL MODE):
CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green arc.
DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished.
Note: it can take over 1 minute to be extinguished after aircraft power up.
SIGNS PANEL................................................................................................................................... CHECK

Also check the MEMO PANEL
DC/AC PANEL: CHECK
Check no amber light, except both DC GEN FAULT lights.
DE ICING / ANTI ICING lights ............................................................................................EXTINGUISHED

Except AFR AIR BLEED Amber light illuminated.
PROBES HEATING.................................................................................................................................OFF
Switch off PROBES HEATING to avoid any burn injury to ground crew.
(STBY PITOT TUBE is supplied by DC STBY BUS.)
AC WILD ELEC PWR........................................................................................................................ CHECK

Check on OVERHEAD Panel and associated ACW--HYD SD page
HYD PWR .......................................................................................................................................... CHECK

Check on OVERHEAD panel :
BLUE and GREEN PUMPS LO PR AMBER lights.................................................. ILLUMINATED
Date: 05/06/2012 Revision 01 Pg. 4-33

Other LIGHTS ......................................................................................................EXTINGUISHED

Check on ACW--HYD SD Page on MFD :
BLUE and GREEN PUMPS LO PR ...................................................................................AMBER
FLAPS, SPOILERS, PROP BRK, N/W STRG ...................................................................AMBER
EMER BRK ACCU ............................................................................................................. CHECK
NORM BRK, LDG GEAR ...................................................................................................AMBER
EMER LOC XMTR ............................................................................................AUTO / NO LIGHT
Check toggle SW is in AUTO position, guarded and lock wired
AIR BLEED / COMPT TEMP Panel ................................................................................................. CHECK

Check on OVERHEAD Panel & associated AIR CABIN SD page
ENG 2 FIRE ..................................................................................................... THE SAME MANNER ENG 1
OXYGEN PANEL............................................................................................................................... CHECK

Check on OVERHEAD Panel & associated AIR CABIN SD page
OXYGEN PRESS ............................................................................................................................. CHECK
OXYGEN MAIN SUPPLY ON OVERHEAD Panel................................................................................... ON
Check OXY SUPPLY CREW on AIR CABIN SD page ....................................... GREEN ARROW
PAX SUPPLY.................................................................................................................................NO LIGHT
COMPT SMK .........................................................................................................................................TEST

At this moment the FIRST OFFICER will annunciate in PA “CHECK SMOKE” and wait a feedback via
interphone from attendant, given a feedback about the illumination of smoke lights in flight
attendant panel.
Depress SMK TEST P/B and check :
On Alerting Window : AFT SMK, FWD SMK, ELEC SMK ...................................................... RED
On AIR CABIN SD page : LAV SMK, AFT COMPT SMK,
FWD SMK,ELEC SMK, RED MW + MC + CRC.............................................................ACTIVATE
Press MW to silence the alarm
AVIONICS VENT EXHAUST MODE P/B ...........................................................................................RESET
When test is over, press the exhaust P/B to restart the extract fan. (MECH call with sound during
reset)
ATPCS TEST................................................................................................................................PERFORM
ATPCS: STATIC TEST
Check the following results on EWD.
Turn the ATPCS knob to the left to the arm position and check :
ARM light................................................................................................................ ILLUMINATES
Date: 05/06/2012 Revision 01 Pg. 4-34

TQ needles......................................................................................................................... > 60 %
Turn the ATPCS knob to ENG 1 position and check :
ENG 2 .............................................................................................................................. UPTRIM
TQ 1 needle indicates ...........................................................................................................ZERO
After 2.15 s :
ARM light..............................................................................................................EXTINGUISHES
ENG 1............................................................................................................................AUTO FTR
Turn the ATPCS knob to the right to the arm position and check :
ARM light................................................................................................................. ILLUMINATES
TQ needles.......................................................................................................................... > 60 %
Turn the ATPCS knob to ENG 2 position and check :
ENG 1................................................................................................................................UPTRIM
TQ 2 needle indicates .......................................................................................................... ZERO
After 2.15s :
ARM light .............................................................................................................EXTINGUISHES
ENG 2 ...........................................................................................................................AUTO FTR
TRIMS................................................................................................................................................ CHECK
TRIMS TEST
TRIMS CHECK BEFORE EACH FLIGHT
PITCH, ROLL AND YAW TRIM OPERATION .................................................................... CHECK
STBY PITCH TRIM OPERATION....................................................................................... CHECK
STBY PITCH TRIM SW.......................................................CHECK GUARDED / OFF POSITION
TRIMS ......................................................................................................RESET FOR TAKE OFF
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY : (DAILY) refer to QRH
IDLE GATE ....................................................................................................................................... CHECK

Check the IDLE GATE FAIL amber light is extinguished.
Check the IDLE GATE lever amber band is visible.
PARKING BRK ........................................................................................................................................ ON

Check ACCUBRAKE pressure on the dedicated indicator (Captain lateral console)
or on SD ACW--HYD Page.
Use HYD AUX PUMP P/B if required.
VCP : COM, NAV, SURV ........................................................................................................ SET / CHECK

NAV ND OVLY / TRAFFIC set to ABOVE position
SURV / XPDR 1 or 2 set to STBY
TCAS set to AUTO
Date: 05/06/2012 Revision 01 Pg. 4-35

RADAR ................................................................................................................................................. STBY

Check “WAIT or STBY” green message on ND/PFD.
EWD :
EWD FLIGHT CONTROL window ................................................................................................... CHECK
Check TRIMS and FLAPS, indications
ENG 1 & 2 INSTRUMENTS............................................................................................................... CHECK
Check TQ, RTO TQ, TO TQ, NP, ITT
CAB PRESS PANEL ......................................................................................................................... CHECK

Check no light
Check the rotary selector is facing the green mark
AUTO PRESS PANEL...........................................................................................................TEST / CHECK

Depress the TEST P/B and check :
On local panel :
Cycling display between --8800 and 18800 ....................................................................... CHECK
MC + SC + AIR AUTO PRESS on Alerting Window (1 flash)............................................. CHECK
MODE SEL P/B FAULT amber light (1 flash) .......................................................... ILLUMINATED
CAPTAIN LATERAL CONSOLE

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).
OXYGEN MASK TEST (Hose and mask must be pressurized with oxygen)
DO NOT REMOVE OXYGEN MASK
AUDIO CONTROL PANEL INT / RAD selector .........................................................................INT
1 - PRESS TO TEST & RESET P/B..................................................................... PRESS & HOLD
Check :
Blinker momentarily turns yellow and then goes black (if no leak).
Oxygen flow sounds through loudspeakers
2 - PRESS TO TEST AND RESET PB .................................................................................HOLD
RED GRIPS ON EACH SIDE OF THE HOSE .............................................................. SQUEEZE
Check :
Oxygen pressure inflates the harness.
Date: 05/06/2012 Revision 01 Pg. 4-36

Blinker momentarily turns yellow and must turn dark if there is no leak.
Oxygen flow sounds through loudspeakers
3 - PRESS TO TEST AND RESET PB..................................................................................HOLD
EMERGENCY KNOB ........................................................................................................SELECT
Check :
Blinker momentarily turns yellow and must turn dark if there is no leak
Oxygen flow sounds through loudspeakers.
CAUTION:
WHEN TEST COMPLETED : Insure the oxygen mask control panel remain in the following position :
OXY LO PR LIGHT.................................................................................CHECK EXTINGUISHED

N/100% ROCKER LEVER...................................................................................... SET TO 100 %
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY

— PITCH, ROLL AND YAW TRIM OPERATION ....................................................................... CHECK
— Check the normal trim activation in both directions by simultaneously depressing both control rocker
switches.
— For few seconds depress independently each single control rocker switch and check the non--acti-
vation of the corresponding TRIM in both possible directions.
— TRIMS .........................................................................................................RESET FOR TAKE OFF
COCKPIT DOOR DAILY CHECK (DAILY):
— COCKPIT DOOR LOCKING SYSTEM SW .................................................................................. ON
In the cargo compartment, on the DOOR CALL panel :
— EMER P/B .........................................................................................................................DEPRESS
— CHECK OPEN LIGHT ....................................................................................................... FLASHES
In the cockpit, check
Date: 05/06/2012 Revision 01 Pg. 4-37

— BUZZER ............................................................................................................................. SOUNDS

— OPEN LIGHT..................................................................................................................... FLASHES
— DENIED ACCESS TEST :
In the cockpit :
— TOGGLE SW on the COCKPIT DOOR CTL panel ..................................................................DENY
— CHECK BUZZER ............................................................................................................. SILENCES
— CHECK OPEN LIGHT ............................................................................................. EXTINGUISHES
— OPEN LIGHT........................................................................................................... EXTINGUISHES
— DENIED LIGHT ......................................................................................................... ILLUMINATES
— AUTHORIZED ACCESS TEST :
— EMER P/B .........................................................................................................................DEPRESS
In the cockpit :
— TOGGLE SW ...........................................................................................................................OPEN
— DOOR LOCKING SYSTEM.................................................................................................UNLOCK
— COCKPIT DOOR LOCKING SYSTEM SW ................................................................................OFF
— COCKPIT DOOR CTL panel FAULT LIGHT.......................................................................... CHECK
— FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTs.
APM TEST:
1. Press and hold the APM PTT TEST P/B for all test duration and check:
2. Check FMA :
— CRZ SPEED LOW
— DGD PERF
— INCREASE SPEED (flashing)
3. Check : APM FAULT light (Local alarm)
4. Check on FWS ALERTING Window (flashing)
— INCREASE SPEED
— DEGRADED PERF
— APM FAULT
Release APM PTT TEST P/B and check :
— ALL ALARMS .............................................................................................................. EXTINGUISH
Date: 05/06/2012 Revision 01 Pg. 4-38

ENG BOOST TEST (IF INSTALLED):

Conditions : -- PL 1 + 2 at GI
— EEC 1 + 2 selected ON. OFF extinguished.
Test : ENG BOOST pushbutton pressed--in
— ON illuminated
— FAULT extinguished
— ENG BOOST pushbutton released--out
— ON extinguished
— FAULT extinguished
Test can be performed disregarding engine running condition (both engines running, one
engine running or both engines shut--off)
Date: 05/06/2012 Revision 01 Pg. 4-39

4.7 Preliminary Cockpit Preparation Short Transit
4.7.1 Short Transit
SIGNS PANEL: CHECK

Select the NO SMKG/ NO DEVICE and SEAT BELTS switches to ON.
Check NO SMKG / NO DEVICE on the Memo Display (MFD)
Select EMER EXIT LT to ARM and check the amber
DISARM light is extinguished.
DE-ICING / ANTI-ICING: CHECK
Check that all the lights are extinguished
PROBES OFF
WINDSHIELD HEATING
Check that all white lights are extinguished
ENG FIRE TEST 1 AND 2
PROCEED ON FINAL COCKPIT PREPARATION
Date: 05/06/2012 Revision 01 Pg. 4-40

4.8 Final Cockpit Preparation Procedure

General: These flows and checklist are used to prepare for starting the engines. Obs: There is no short
transit, must be made all legs. Mainly FMS POS INIT
Who: Initiated by the Captain; read by the First Officer
When: After preliminary cockpit preparation is completed
4.8.1 Final Cockpit Preparation Procedure
• DO • DO
PARKING BRAKE .......................... ON & PRESS CHECK ATIS................................................ OBTAIN
NWS ............................................... CHECK OFF SPS ................................................ BEGIN
SIGNS ............................................ ON LANDING ELEVATION................... SET
MEMO PANEL OPY ....................... CHECK
FUEL QUANTITY ........................... CHECK & BALANCED
ENG FUEL USED .......................... RESET
4.8.1.1 Expanded procedures:
FUEL QTY on FUEL ENG SD page (MFD) ............................................................. CHECK & BALANCED
Cross check FUEL Quantity displayed on EWD, with Actual FUEL quantity displayed on ENG
SD page (Measured) with paper F--PLN Fuel.
CAUTION
FOB displayed on EWD permanent data is the FOB entered by the crew in the FMS
SPS ..................................................................................................................................... BEGIN

Complete MEL/CDL and Dispatch entries.
PM PF
• DO • DO
FMS PREPARATION
ALTIMETERS(PFD and IESI) ........ SET & CHECK Should run through the 3 following steps to prepare the FMS:
TAKE OFF TQ BUGS .................... CHECK 1 -- FMS INITIALIZATION
GREEN DOT RTO TQ.................... CHECK AMBER BUGS 2 -- NAVIGATION
SEAT, HARNESS, 3 -- PERFORMANCE
RUDDER PEDALS......................... ADJUST
NAVAIDs .................................. SET

Set : NAVAIDS using MCP / VCP
COURSEs using FGCP
NAV SOURCE on FGCP and
Check on PFD :
Cross check NAV SOURCE on PFD (EHSI)
VOR / ILS 1 & 2 set MANUAL TUNE
Date: 05/06/2012 Revision 01 Pg. 4-41

PM PF
Note:
If NOTAMs warn of any unreliable DME or VOR/DME,

crew must deselect it from position computation. Press
MCDU DATA key, select NAV FRQ page then
DESELECTED those related NAVAIDs.
COM ......................................... SET
ALTIMETERS
(Main and Standby)................... SET & CHECK
TAKE OFF TQ BUGS ............... CHECK
GREEN DOT RTO TQ .............. CHECK AMBER
BUGS
SEAT, HARNESS,
RUDDER PEDALS ................... ADJUST
• DO
• DO
DEPARTURE AND TAKE DEPARTURE AND TAKE
OFF BRIEFING ........................ RECEIVE OFF BRIEFING......................... PERFORM
Date: 05/06/2012 Revision 01 Pg. 4-42

4.8.1.2 FMS Preparation Flow
LSK TITLE ENTRY
DATA DATA MENU INIT (1L)
4L POS INIT -Select GPS POS (3L) and confirm SENSORS INIT (6R)
-Press RETURN (6L)
5L NAV DATA -Check if DATA BASE is valid

-Press RETURN (6L)
6R UNITS -Check all the selections

-Press RETURN (6L)
5R PERF INIT WEIGHT (6R)
WEIGHT * Fill only the left column:

- Insert ZFW from the FPL
- Insert PFOB from the FPL
- Check GW
- Insert Reserve Fuel
-Press RETURN (6L)
PERF INIT -Enter CRZ ALT

-Check CRZ MODE: Max Cruise
-Check DFLT FPA: 3.0
-Insert ALTN/CRZ ALT
-Press RETURN (6L)
6L FPLN INIT ROUTE (1L)
ROUTE SEL -Enter FROM/TO airport (2L)

-Enter FLT ID (1R) Flight Callsign
-Press EXEC
FPLN -Insert the first WPT before the airway.

-LAT REV (3L) insert the next airway or WPT
-Select departure Rwy, SID and Transition (1L)
-Clear all FPLN discontinuity
PERF TAKE OFF -Check the DEPT RWY and information

-Press NEXT or PERF Lsk
CRUISE -Insert MEANWIND

-Check the information and ALTN Airport
-Press NEXT or PERF Lsk
APPROACH -If already obtained, insert the destination airport information

-Press NEXT or PERF
TAKE OFF
•Initialize the SPS with ATIS and FPLN information
•Departure Briefing
•FINAL COCKPIT PREPARATION C/L
•LOAD SHEET RECEIVED

TAKE OFF -PERF INIT (6R)
Date: 05/06/2012 Revision 01 Pg. 4-43

LSK TITLE ENTRY
PERF INIT -WEIGHT (6R)
WEIGHT -Insert AZFW

-Check AFOB from fuel gauges
-Check AGW
-Insert T/O CG and set the elevator TRIM
-Press PERF Lsk
•Complete the SPS with LOAD SHEET information

TAKE OFF -Insert V1, VR and V2 from SPS
•CPT confirm the T/O speeds with FO
Call for “FINAL COCKPIT PREPARATION C/L” Accomplish FINAL COCKPIT PREPARATION C/L
Refer to NORMAL C/L
“PROCEDURE COMPLETE”
4.8.1.3 Final cockpit preparation Checklist Answers:
FIRST OFFICER
CHECKLIST CAPTAIN ANNOUNCE OBS
ANNOUNCE
Altimeters XXXX twice set XXXX set example: “1016 twice set”
Parking Brake ON Press check SD HYD
Landing Elevation XXXX set
FMS / COMM / NAV Set
Fuel QTY / FOB XXXX & XXXX SD ENG / EWD
Eng Fuel Used Reset
Memo Panel No Device, Seat Belt, Prop

Brake
PWR MGT Takeoff
Procedure Completed
Date: 05/06/2012 Revision 01 Pg. 4-44

4.8.1.4 Expanded Procedures
TAKE OFF TQ BUGS ........................................................................................................................ CHECK
THE CAPTAIN NEED TO INSERT THE TEMPERATURE MANUALLY ON PERF PAGE

(MFD).
ATC Clearance............................................................................................................................... MONITOR
Both pilots must copy and compare the information.
Guidance Panel ......................................................................................................................................SET

— ALT SEL - Initial Assigned altitude (PF)
— EHSI - Departure course and NAV source selected (BOTH)
— Heading - Set for departure procedure (PF)
Flight Plan ..........................................................................................................................................VERIFY
— Check ATC clearance with FMS inputs and make necessary changes.
Date: 05/06/2012 Revision 01 Pg. 4-45

4.8.1.5 HOTEL MODE START UP
According to operational requirement and limitations captain can decide to start up Hotel Mode any
time before start up clearance.
SERVICE DOOR ..............................................................................................................CLOSED
FUEL PUMP 2........................................................................................................................... ON
Check RUN LIGHT ON + FEED LO PRESS extinguished
WING LIGHTS........................................................................................................................... ON
PROP BRK.............................................................................................................. ON / LOCKED
Check PROP BRK Local BLUE light illuminated + EWD BLUE label displayed
ENG 2.....................................................................................................START IN HOTEL MODE
CAUTION
Prior to any engine start, check FUEL- ENG SD page displayed on both MFD
START SEQUENCE
ENGINE AND PROPELLER AREA....................................................................... CHECK CLEAR
ENG START ROTARY SELECTOR ............................................................................ START A+B
A+B for the 1st flight of the day, then A (Odd days) or B (Even days)
START 1(2) PB.................................................................................................. DEPRESSED/ON
Start timing for maximum starter run time
Check : START P/B ON light illuminates
START green label on ENG SD page.
ENG ROTATION, NH .....................................................................................................MONITOR
When passing 10% NH Passing from FUEL SO to FTR is possible between 10% and 20% NH if ITT
>100ºC.
CL 1(2) .............................................................................................................ADVANCE TO FTR
TIMING................................................................................................................................ START
ITT rises within 10s ........................................................................................................... CHECK
• If 840 C < ITT < 950 C (within 5s)
EXCESSIVE ITT..................................................................................... RECORD IN LOG BOOK
• If ITT > 840 C more then 20 seconds, or if ITT > 950 C
CL 1(2) ............................................................................................................................ FUEL SO
When passing about 45% NH
START green label EXTINGUISHES on ENG SD PAGE
START 1(2) PB ON LIGHT ................................................................ MONITOR EXTINGUISHES
When passing about 61.5% NH
DC GEN 1(2) FAULT LIGHT............................................................... MONITOR EXTINGUISHES
ENGINE PARAMETERS ................................................. CHECK STABILIZED AT IDLE VALUES
Date: 05/06/2012 Revision 01 Pg. 4-46

TQ indications are unreliable when CL in FTR position.

ENG START ROTARY SELECTOR ........................................................... OFF & START ABORT
GPU......................................................................................................................................... OFF
DC GEN 2 FAULT LIGHT ....................................................................................EXTINGUISHED
DC BTC ............................................................................................................................CLOSED
BLEED / PACK / X VALVE.................................................................................................... OPEN
PL 1(2)................................................................................................................ADJUST AS RQD
If Z > 5000 ft and SAT > ISA + 25C, advance PL 1(2) up to GUST LOCK stop.
ENGINE START in HOT ENVIRONMENT
In hot environments to prevent an engine starting from a “hot start”: High OAT or High residual ITT,
it is recommended to delay the fuel opening up to 20% NH.
For residual ITT below 100ºC, open fuel up to 10% NH.
From 100 ºC to 200 ºC delay fuel opening by 1% NH per 10 ºC of residual ITT, up to 200 ºC (20%
NH) Do not exceed 20% NH for fuel opening.
4.8.1.6 Stable Engine Indications
The following parameters indicate a stable engine at ISA, if parameters are met the First Officer will
announce “GOOD START”:
NH 67% +/- 2%
ITT 580°C +/- 50ºC
Fuel Flow 110 kg/hr.
NOTE: Values above are approximate.
4.8.1.7 Engine Abnormal Start
Abort a start in the event of a hot start or hung start, it is the First Officer’s responsibility to monitor engine
parameters and manually abort the start in the cases described below:
— No ITT indication 10s after the Fuel Open
— ITT rapidly increasing past 950°C
— If oil pressure stabilizes below the engine minimum limits
The Captain must call for the Abnormal Parameter during Start Checklist.
4.9 Before propeller rotation

General: If hotel mode wasn’t started at this point, start it now
Who: Performed by First Officer and monitored by Captain.
When: After Final Cockpit Preparation Checklist or Captain’s discretion
Date: 05/06/2012 Revision 01 Pg. 4-47

Hotel mode start up
FLIGHT EVENTS CAPTAIN FIRST OFFICER
READY TO START ENGINE 2 IN • ANNOUNCE • DO

HOTEL MODE “GROUND FROM COCKPIT READY SERVICE DOOR
TO START ENGINE 2 IN HOTEL CLOSED ......................... CHECK
MODE CONFIRM SERVICE DOOR FUEL PUMP 2 ............... ON
CLOSED AND AREA CLEAR” WING LIGHTS ................ ON
PROP BRAKE ................ ON &
• ANNOUNCE LOCKED
“I AM READY”
• ANNOUNCE
“RIGHT SIDE CLEAR, READY TO
START ENGINE 2?”
AFTER VISUAL CHECK • DO

START SELECTOR ........ AS RQD
SD ENG SEC ................. DISPLAYED
START 2 P/B .................. DEPRESS
NH=10% (UNTIL NH 20% IF ITT>200°) • DO • ANNOUNCE

TIMING ...........................START “STARTER ON”
• DO
CL2 ................................. FEATHER
• ANNOUNCE
“FUEL OPEN”
TIMING ........................... START
ITT INCREASING • DO • ANNOUNCE

ENGINES “IGNITION”
PARAMETERS................MONITOR
OIL PRESSURE INCREASING • DO • ANNOUNCE

ENGINES “OIL PRESSURE”
NH=45% • ANNOUNCE • ANNOUNCE

“45%”
“STARTER OFF”
• DO
• DO MAX ITT.......................... CHECK
TIMING ...........................STOP
PARAMETERS STABILISED “GOOD START”
Date: 05/06/2012 Revision 01 Pg. 4-48

PARAMETERS STABILISED • ANNOUNCE • DO

“GROUND FROM COCKPIT, YOU ENG START
CAN DISCONNECT THE GPU” SELECTOR .................... SET OFF/
START
ABORT
DC EXT PWR ................. SET OFF
DC GEN 2....................... CHECK ON
DC BTC .......................... CHECK
........................................ CLOSED
BLEEDS / PACK /
X VALVE ......................... CHECK ON
The SPS proceeding can be performed during final cockpit preparation, if the load and trim sheet has been
received.
LOAD AND TRIN SHEET ON BOARD • DO • DO

LOAD & TRIM SHEET.... CHECK SPS .................................RUN
Date: 05/06/2012 Revision 01 Pg. 4-49

SPS PROCEEDING & FMS SPEEDS • DO • ANNOUNCE

PROCEEDING PERF PAGE
PERF INIT>WEIGHT>
ZFW ACTUAL ................ INSERT “ZFW” “CG XX %”
CG................................... INSERT “TAKE OFF WEIGHT XX.XXX KG”
GROSS WEIGHT ........... CHECK “PITCH TRIM XX”
PITCH TRIM ................... SET
V1 ................................... SET “V1 XXX”
VR................................... SET “VR XXX”
V2 ................................... SET “V2 XXX”
ACELERATION ALT ....... SET “ACELERATION ALT XXX”
IMPORTANT: V1, VR, V2 DISPLAYED
ON PERF PAGE MUST BE
ACKNOWLEDGED BY THE FLIGHT
CREW PRIOR TO TAKEOFF, IT IS
THE CAPTAIN’S RESPONSIBILITY
TO CHECK THEIR ACCURACY. THE
VALUES COMPUTED ONLY TAKE
INTO ACCOUNT THE AIRCRAFT
WEIGHT, AND ARE THUS ONLY
APPLICABLE TO NON LIMITING
RUNWAYS.
THE FLIGHT CREW HAVE TO MOD-
IFY THEIR VALUES TO TAKE INTO
ACCOUNT THE TAKEOFF LIMITA-
TIONS (RUNWAY, OBSTACLES,
CLIMB GRADIENTS...) VIA THE PERF
PAGE OF THE MCDU.
• ANNOUNCE
“‘CONFIRM TAKE OFF DATA?”
• DO • ANNOUNCE
TAKE OFF DATA “CONFIRMED”
CONFIRMED.................. SELECT
Date: 05/06/2012 Revision 01 Pg. 4-50

PASSENGERS & CARGO ON BOARD • DO • DO

DOORS CLOSED GROUND CREW CLEARANCE START UP
OBTAIN CLEARANCE ..................OBTAIN
TAIL PROP
ON BOARD .................... CONFIRM CDLS...............................ON
DOORS .......................... CHECK
CLOSED
SEAT BELTS .................. ON

BEACON ........................ ON
NW STEERING .............. OFF
• REQUEST AND RESPOND

“BEFORE PROPELLER ROTATION
C/L” • READ
BEFORE PROPELLER ROTATION C/L
Refer to NORMAL C/L
For takeoff “Acceleration Altitude” is set via ICP (MDA) by PF for reference.
BEFORE PROPPELER FIRST OFFICER

CAPTAIN ANNOUNCE OBS
ROTATION ANNOUNCE
NWS OFF Paper Checklist
CDLS ON
FMS & TO DATA Confirmed EWD
TRIMS Centered, Centered, EWD

Magenta set
TAIL PROP REMOVED
DOORS Closed CABIN AIR
SEAT BELTS ON VCP
BEACON ON
4.9.1 Expanded Procedures
TAKE OFF DATA...................................................................................................................... CONFIRMED

Confirm the last TO WEIGHT & SPEED using MCP/VCP and check :
TO TRIM magenta ....................................................................................................... DISPLAYED on EWD
V1 ..................................................................................................................................DISPLAYED on PFD
V2 ..............................................................................................................DISPLAYED on MFD PERF page
WARNING
PERFORMANCE CONFIRMATION must be done according to ICING or NON ICING CONDITIONS
Date: 05/06/2012 Revision 01 Pg. 4-51

ALL DOORS...................................................................................................................................CLOSED
Checked on SD AIR page
4.9.1.1 PUSHBACK
Interphone Communication Switch (both)................................................................................................OFF

— To prevent confusion with ramp crew.
After the Ground Crew has communicated to the Flight Crew that their walkaround is complete, the aircraft is
secure, and the ramp area is clear, the Crew will call for pushback clearance. Do not release the parking
brake until pushback clearance is received.
Ground Crew may be cleared to disconnect after parking brake has been set and at least one
engine in low pitch
4.10 Before Taxi
• ANNOUNCE
“GROUND FROM COCKPIT, CONFIRM
CHOCKS OFF AND AIRCRAFT CLEAR. WE
ARE READY TO PUSH BACK”
“GROUND FROM COCKPIT, READY TO

RELEASE PROPELLER BRAKE?”
• ANNOUNCE
• ANNOUNCE
PUSH BACK AND START “RIGHT SIDE CLEAR”
“RIGHT SIDE CLEAR?”
UP CLEARANCE
RECEIVED
• DO
HYD AUX PUMP............. DEPRESS
PROP BRK READY LT ... CHECK
ILLUMINATED
PROP BRK SWITCH ...... SET OFF
• ANNOUNCE
PROP BRK LT ................ CHECK
“ROTATION”
EXTINGUISHED
NP .................................. CHECK
STABILISED
Date: 05/06/2012 Revision 01 Pg. 4-52

• ORDER • DO
“CL2 AUTO” NP................................... CHECK
NW STEERING............... CHECK OFF ........................................ STABILIZED
CL2 ................................ SET AUTO
• ANNOUNCE
NP STABILIZED AND IN “SINGLE CHANNEL” “LO PITCH”
ACCORDANCE WITH
AZULTEC
NOTE: CAPTAIN MAY REQUEST CL 2
AUTO IN COORDINATION WITH
AZULTEC BEFORE STOPPING THE
AIRCRAFT. ALWAYS CHECK NWS
OFF
• DO
ACW GEN 2.................... CHECK
ACW BTC ....................... CHECK
CLOSED
PARAMETERS STABI- HYD SYSTEM ................ CHECK
LISED AROUND 71% NP PRESSURE
ANTI-ICING..................... AS RQD
PROBES......................... OFF
ANTI SKID ...................... TEST
FLAPS ............................ SET 15
NOTE: AT CAPTAIN’S DISCRETION, • DO

AZULTEC MAY BE CLEARED TO ENG START
DISCONNECT AT THIS MOMENT. SELECTOR..................... AS RQD
SD ENG SEC.................. DISPLAY
•ANNOUNCE START 1 P/B................... DEPRESS
STARTING ENGINE 1 “GROUND FROM COCKPIT, READY TO

START ENGINE 1” • ANNOUNCE
“LEFT SIDE CLEAR, START ENGINE 1” “STARTER ON”
• DO • DO
TIMING ........................... START CL1 ................................. FEATHER
NH=10% (UNTIL NH 20% IF • ANNOUNCE

ITT>200°) “FUEL OPEN”
• DO • ANNOUNCE
ITT INCREASING ENGINES “IGNITION”
PARAMETERS ............... MONITOR
• DO • ANNOUNCE
NH INCREASING ENGINES “OIL PRESSURE”
• ANNOUNCE • ANNOUNCE
“STARTER OFF” “45%”
NH=45%
• DO • DO
TIMING ........................... STOP MAX ITT.......................... CHECK
Date: 05/06/2012 Revision 01 Pg. 4-53

“GOOD START”
• DO
ENG START
NH=61.5% SELECTOR..................... SET OFF/
START ABORT
DC GEN 1....................... ON
DC BTC .......................... EXTINGUISH
BLEEDS/PACK ............... ON
• ORDER • DO
“CL1 AUTO” CL1 ................................. SET AUTO
“SINGLE CHANNEL” “LO PITCH”
PARAMETER STABILEZED
• DO
ACW GEN 1.................... CHECK
ACW BTC ....................... CHECK OPEN
PARKING BRAKE........... ON OVERHEAD PANEL ....... NO LIGHT
“GROUND FROM COCKPIT, START COM-

PROCEDURE COMPLETE PLETED REMOVE CHOCKS AND DISCON-
NECT”
• DO • DO
COCKPIT COM FWS................................ RECALL
HATCH............................ CLOSE
AZULTEC AT A VISUALLY
SAFETY DISTANCE FROM
NW STEERING............... CHECK ON • READ
BEFORE TAXI C/L
THE AIRCRAFT
“BEFORE TAXI C/L” REFER TO NORMAL C/L
Date: 05/06/2012 Revision 01 Pg. 4-54

FIRST OFFICER
BEFORE TAXI CAPTAIN ANNOUNCE OBS.
ANNOUNCE
BEFORE TAXI CHECKLIST
FWS RECALL
COCKPIT COM HACTH CLOSED
CL 1+2 AUTO
ANTI-ICING OFF or ON ON only icing conditions
ANTI-SKID TEST
FLAPS 15° SET EWD GREEN
NWS ON
PROP BRK BLUE ....................................................................................................CHECK EXTINGUISED

on overhead panel : -- UNLOCK local light flashes then extinguishes
PROP BRK Local blue light extinguished on EWD :
BLUE label disappear
PEC SGL CH ..................................................................................................................................... CHECK
on EWD: Single Channel label displayed for few seconds then extinguishes
LOW PITCH....................................................................................................................................... CHECK

on EWD : Low Pitch label is displayed
HYD TRIPLE INDICATOR.................................................................... CHECK 3 x 3000 PSI (on SD page)
ANTISKID TEST...........................................................................................................................PERFORM
ANTISKID Test :
Depressed ANTISKID TEST P/B and check :
On alerting window :
WHEEL A-SKID................................................................................................................. AMBER
FFFF appears for few seconds ..........................................................................................AMBER
NNNN appears at the end of the test for few seconds .......................................................GREEN
Prior to all engine start, select ENG SD page
OVHD PANEL..................................................................................................................CHECK NO LIGHT
Except exhaust mode FAULT light for 2mn.
Date: 05/06/2012 Revision 01 Pg. 4-55

4.11 Taxi
4.11.1 Primary Task
Aircraft ground movement is a joint responsibility between the Captain and First Officer. The Captain will taxi
the aircraft and The First Officer will announce any time “HEAD’S DOWN” to alert the Captain s/he has sole
responsibility for aircraft movement.
Performing non-essential duties (i.e. flows, checklists, etc.) while crossing an active runway is not allowed
except for ATC communications. These items will be performed once clear of the active runway. Pilots will
verify that any intersection is clear while taxiing prior to crossing. Particular attention should be paid to the
following locations, and Pilots will verbally confirm with one another that they have verified the safety of the
crossing:
— When crossing active runways
— When crossing hot spots depicted on the airport diagram
Both Pilots are required to have the airport diagram displayed for reference during taxi.
4.11.2 Single Engine Taxi Out (SETO) (see “RT-OPS-P-28/12 - Operação ATR600 L1B1” on page RT-2.)
Crews are required to single engine taxi out (conditions and engine warmup time permitting) to reduce fuel
consumption.
Use the following general guidelines and specific procedures:
— Captain should announce the intention to single engine taxi out to the First Officer and Ground Crew
prior to first engine start.
— Consider gross weight, temperature, ramp congestion and taxiway surface conditions before decid-
ing to single engine taxi away from the gate.
High thrust settings required to initiate taxi can damage equipment in close proximity to the aircraft.
Limit breakaway thrust to Gust Lock.
— Sharp turns toward the operating engine will be difficult. If possible, begin single engine taxi out with
a slight turn toward the non-operating engine. There will be less resistance, resulting in a lower
thrust setting.
Do not start an engine in a turn as nose-wheel steering effectiveness could be degraded
Obs: Nowadays this procedure is not applicable for Azul operations on L2B2.
4.11.3 Aircraft Movement
— Allow adequate time for the aircraft to move forward after applying breakaway thrust. The aircraft will
not be as responsive at high weights or sloping ramps.
— Do not start a turn until sufficient forward speed has been attained to allow the aircraft to turn at idle
thrust.
— Sharp turns must be avoided when possible to minimize loss of energy and tire wear.
— When approaching a turn, adjust speed for the surface conditions.
— Avoid riding the brakes to control taxi speed.
— The nosewheel should not be turned when the aircraft is stopped.
— If taxi speed is too high, reduce the speed with a steady brake application and then release the
brakes to permit brake cooling.
Date: 05/06/2012 Revision 01 Pg. 4-56

Normal straight ahead taxiway speed should not exceed thirty (30) knots.
Maximum taxi speed on ramps and apron is ten (10) knots.
OBS: In wet conditions, reduce these values by 50%.

Exterior lights - Use the table below to set exterior lights
Taxi BCN ................................................ ON

NAV................................................. ON
TAXI T/O ......................................... ON
WING .............................................. ON
LOGO ............... (Night Time Only) ON
All previously listed lights depending on conditions with the following additions:
Position and Hold TAXI T/O ........ON (except on Ramps &

Apron)
STROBE ......................................... ON
Cleared for Takeoff All forward-facing lights and strobe (if LANDING LIGHTS.......................... ON
not already on)a
a. Captain’s discretion to leave the strobe light off while in position and hold if a distraction to other aircraft
nearby.
BEFORE TAXI C/L COMPLETED • ORDER • DO

“REQUEST TAXI” TAXI CLEARANCE ......... OBTAIN
• DO
SAFETY ..........................CHECK SAFETY.......................... CHECK
........................................LEFT SIDE RIGHT SIDE
TAXI & TO LT ..................SET ON
PARKINGBRAKE ............RELEASE
BRAKES .........................CHECK BRAKES ......................... CHECK
ON TAXIWAY • ORDER • DO
“TAXI CHECKLIST” INSTRUMENTS.............. CHECK
COUPLING ..................... SET
• DO FGCP: HDG SEL ............ SET
INSTRUMENTS ..............CHECK NAV SOURCE ................ CHECK
FMA ................................CHECK NAV MODE..................... SET
IAS AUTO ....................... SET
FMA ................................ CHECK
TO CONFIG.................... TEST
Date: 05/06/2012 Revision 01 Pg. 4-57

FLIGHT EVENTS PM PF
WHEN PF AND PM READY • DO • DO

FMS ................................CHECK/ FMS ................................ CHECK /
REVISE REVISE
TO BRIEFING .................RECEIVE TO BRIEFING................. REVIEW

CHANGES CHANGES
ONLY ONLY
PROCEDURE COMPLETED • READ

TAXI C/L
Refer to NORMAL C/L
FIRTS OFFICER
TAXI CAPTAIN ANNOUNCE OBS
ANNOUNCE
TAXI & T.O. LIGHTS ON
BRAKES CHECKED YOUR BRAKES / MY

BRAKES
FGCP / FMA HDG SEL, LO BANK, LNAV CHECKED BOTH FMA

BLUE, IAS AUTO, XXXX ft IAS AUTO can be identify by
SET, COUPLE MY SIDE speed in Magenta
TO CONFIG TEST Check OK Blue on EWD
TAKE OFF BRIEFING NO CHANGES
4.11.3.1 EXPANDED PROCEDURES
BRAKES..........................................................................................................................................CHECKS
Brakes checks :
— Captain Set Taxi PWR
— Captain set PARKING BRAKE handle from ON to EMER position
— FO checks BRAKES while Captain releases PARKING BRAKE (When captain say “YOUR BRAKES”
FO apply brakes)
— Captain checks BRAKES after FO released BRAKES (When captain say “MY BRAKES” FO release
the brakes)
— Captain start to TAXI
Date: 05/06/2012 Revision 01 Pg. 4-58

INTRUMENTS ................................................................................................................................... CHECK

Cross check Headings, Bearings, ADI, Side slip indicators
All actions on FGCP needs to be confirmed on FMA
FMS ....................................................................................................................... REVISE IF NECESSARY
Carefully confirm that the ATC clearance agrees with the FMS (RWY, SID, Constraints) and Disarm NAV
MODE if HDG is to be used at Take off.
4.12 Before Takeoff

General: These flows and checklist is used to ensure the aircraft is ready for takeoff.
4.12.1 To the Line
Who: Initiated by the Captain; read by the First Officer.

When: After BOTH engines are started and nearest holding point.
4.12.1.1 Before Takeoff (To the Line) Procedure
APPROACHING HOLDING POINT • ORDER

“BEFORE TAKE OFF CHECKLIST TO
THE LINE” • DO
GUST LOCK ................ RELEASE
• ANNOUNCE AND DO
“FLIGHT CONTROLS TEST: "FULL
DOWN, FULL UP, FULL LEFT BLUE,
FULL RIGHT BLUE, NEUTRAL NO
LIGHTS"
• DO
TCAS AUTO .................. SET
TRANSPONDER ............ CHECK
AIR FLOW ...................... NORM
DU CONFIGURATION.... CHECK
• ANNOUNCE AND DO LINE UP CLEARANCE... OBTAIN
“RUDDER TEST: FULL LEFT, FULL
RIGHT, NEUTRAL” • ANNOUNCE AND READ
“TO THE LINE”
• DO
OVERHEAD PANEL ......SCAN
DU CONFIGURATION ....CHECK
RECALL P/B ...................DEPRESS
WEATHER RADAR......... AS RQD
Date: 05/06/2012 Revision 01 Pg. 4-59

4.12.2 Below the Line
Who: Initiated by Captain, read by First Officer

When: When cleared to the runway by ATC
4.12.2.1 Before Takeoff (Below the Line) Procedure
LINE UP CLEARANCE RECEIVED “BELOW THE LINE” • DO

• DO BLEED VALVES. .......... AS RQD
EXTERNAL LIGHTS .......ON
• ANNOUNCE (PA)
“TRIPULAÇÃO, DECOLAGEM
AUTORIZADA”
WHEN LINED UP • DO • DO
LATERAL FD BAR ..........CHECK LATERAL FD BAR.......... CHECK

CENTERED CENTERED
RUDDER CAM................CENTER • ANNOUNCE

"PROCEDURE COMPLETED”
FIRST OFFICER
BEFORE TAKEOFF CAPTAIN ANNOUNCE OBS
ANNOUNCE
GUST LOCK RELEASE
FLIGHT CONTROLS CHECKED
XPDR / TCAS ALT / ABOVE PFD
AIR FLOW NORMAL
TO THE LINE
BELOW THE LINE
CABIN CREW ADVISED PAPER CHECKLIST
BLEED VALVES ON or OFF
EXT LIGHTS ON
WHEN LINED UP
FD BAR CENTERED
RUDDER CAM CENTERED
FLIGHT CONTROLS ........................................................................................................................ CHECK

Check full travel and freedom movement in PITCH, ROLL, YAW. For ROLL, check spoiler lights
illuminate
Date: 05/06/2012 Revision 01 Pg. 4-60

NOTE: After Relese GUST LOCK hold control wheel.
OVERHEAD PANEL.............................................................................................................................SCAN
Check all light extinguished except ANTI ICING if required.
DU CONFIGURATION....................................................................................................................... CHECK
Check display : PF : -- MFD = ND / VOR1+2 MAN,
- MCDU = PERF -- TAKE OFF page,
PM : -- MFD = ND / COM,
- MCDU = F/PLN page
LATERAL FD BAR.......................................................................................................................... CENTER
Check HDG = RWY HDG. If not, push to synchronize HDG
4.13 Takeoff
4.13.1 Setting Takeoff Power
Once the aircraft is aligned with the runway center line, advance the power levers slowly to NOTCH. The PM
will confirm the power levers advance and actual torque is equal to target torque (60kt), ATPCS is enabled
(displayed in green). Once the “V1" takeoff callout is made, the Captain will let go of the power levers to
indicate passing maximum reject speed.
Captain must avoid sudden power levers movements when setting take off power.
4.13.2 Initial Steering
Keep the aircraft on the runway center line with nosewheel steering until rudder effectiveness. The rudder
becomes effective at 70 KIAS.
4.13.3 Aft Center-of-Gravity Effects
At aft CG and light weights nose wheel steering effectiveness may be reduced. Hold the control wheel
slightly forward to improve nose wheel steering.
4.13.4 Crosswind Takeoff
The aircraft demonstrates need to correct crosswind moving aileron towards wind. Loss of runway axis
general occurs when the wings are at neutral position or insufficient aileron deflection, resulting an “S” take
off trajectory.
4.13.5 Rotation & Lift-Off
4.13.5.1 Rotation and Liftoff
At VR, rotate smoothly toward the target pitch attitude in one continuous motion. Use a rotation rate of
approximately 2° to 3° per second. High weights and temperatures or engine failure will require a lower
rotation rate. Correct rotation technique is important to ensure adequate performance is obtained. Lift-off will
occur prior to reaching initial climb target attitude. After lift-off, and once a positive rate of climb has been
established, select landing gear UP.
Date: 05/06/2012 Revision 01 Pg. 4-61

Be aware about tail strike at take-off. Never rotate the aircraft above 7.5° pitch
4.13.5.2 Clean-Up and Acceleration
At acceleration altitude (400 ft. minimum), adjust the pitch attitude to maintain a slight climb rate while
accelerating, avoiding negative climb and retract flaps at VFTO-Speed. After Flaps are retracted, accelerate
to normal enroute climb speed (170 KIAS). Flaps are considered retracted when EWD shows GREEN flap
indication at 0°.
4.13.5.3 Close-in turn after takeoff
When there is a need for a turn after takeoff for a divergent path in more of 180°, adopt the procedure with
the smallest radius curve with the best climbing performance. A "Close-In Turn" should be initiated above
400ft AFE. When passing through the acceleration altitude, select CLB power (PWR MGT), requesting the
Speed Bug to VFTO +10. Acceleration is recommended once the maneuvering phase is complete and the
aircraft is en route toward the destination
Date: 05/06/2012 Revision 01 Pg. 4-62

NORMAL TAKE OFF
CLIMB SPEED
Date: 05/06/2012
VFTO SPEED
FLAPS 0º
4.13.5.4 Normal Takeoff Profile
FD/AP SELECT MODE

FGCP HDG SEL RWY HDG
FGCP IAS AUTO
Revision 01
BLEED VALVES AS REQUIRED
PUBLISHED
CHECK ATPCS ARM ACCELERATION

LT ILLUMINATED+ ALTITUDE
T.O. INHIBIT CHECK
CLB procedure:
PM:
SELECTS PWR TO CLB
POSITIVE CLIMB SELECTS BOTH BLEED VALVES ON (IF NOT ALREADY SELECTED)
CHECKS CLB TORQUE
GEAR UP CHECKS CLIMB SPEED ON ASI
YD ENGAGED
V1
70 KT VR TAXI TO LIGHT OFF
IAS CROSSCHECK ROTATE AND FOLLOW FD BAR
Pg. 4-63
4.13.5.5 Takeoff Actions & Callouts
READY FOR TAKE OFF • DO
LANDING LIGHTS ..........ON
• ANNOUNCE
“ V1 XXX KT”
NW STEERING...............HANDLE • DO
BRAKES .........................RELEASE CONTROL WHEELHOLD INTO WIND
PLs ..................................SET IN FMA ............................... CHECK
THE NOTCH ATPCS ARM ................... CHECK
FMA ................................CHECK ENG PARAMETERS. ..... CHECK
TO INHIB ........................ CHECK
• ANNOUNCE
“AIRSPEED ALIVE”
• ANNOUNCE
AT 70KT ON FO PFD “70 KT”
• DO
SPEED ............................CROSS
CHECK
NOSE WHEEL
STEERING......................RELEASE
• ANNOUNCE
“ MY / YOUR CONTROLS”
Date: 05/06/2012 Revision 01 Pg. 4-64

FLIGHT EVENTS PM PF
FLIGHT CONTROL TRANSFER • ANNOUNCE

“ MY CONTROL”
• ANNOUNCE
REACHING V1 “V1”
CAPTAIN
• DO
PL .............................RELEASE
REACHING VR “ROTATE” ROTATION...................... PERFORM

ROTATE TO 7° AND FOLLOW THE
POSITIVE RATE “POSITIVE RATE” FD BAR
• DO • ORDER
LDG GEAR .....................SELECT UP “GEAR UP”
YAW DAMPER ................ENGAGE
LNAV ...............................CHECK
GREEN
TAXI & TAKE OFF LT......SET OFF
NO LIGHT ON LDG GEAR PANEL • ANNOUNCE

“GEAR UP, NO LIGHTS”
4.14 After Takeoff

General: This checklist is used to confirm that the aircraft is configured for climb/cruise.
Who: Initiated by the PF; PM reads and PF answer. After complete the checklist PM announce
When: Transition Altitude
FLIGHT EVENTS PM PF
PASSING ACCELERATION ALTITUDE • ANNOUNCE

“ACCELERATION ALTITUDE”
• ORDER
MINIMUN ACCELERATION • DO “CLIMB PROCEDURE”
ALTITUDE IS 400 FT AGL OR PLs IN THE NOTCH .......CHECK
HIGHER IF PUBLISHED PWR MGT.......................SET CLB
NP ...................................CHECK 82%
BLEEDS ..........................CHECK ON
Date: 05/06/2012 Revision 01 Pg. 4-65

FLIGHT EVENTS PM PF
PASSING FLAPS RETRACTION • ORDER

SPEED “F” ON SPEED TAPE • ANNOUNCE “FLAPS ZERO”
“SPEED CHECK, FLAPS ZERO”
• DO
FLAPS ZERO..................SET &
CHECK
PASSING TRANSITION ALTITUDE • DO • ORDER

ALTIMETER ....................DEPRESS “TRANSITION STANDARD”
STD
• DO
ALTIMETER.................... DEPRESS
STD
ACOMPLISH AFTER TAKEOFF • ANNOUNCE

CHECKLIST “STANDARD ”
• READ “AFTER TAKE OFF C/L”
AFTER TAFE OFF C/L
NORMAL C/L
• ANNOUNCE
AFTER TAKEOFF PF ANNOUNCE PM ANNOUNCE OBS
LDG GEAR UP NO LIGHTS
FLAPS ZERO EWD GREEN
PWR MGT / NP CLIMB / 82
TAXI & T.O. LIGHTS OFF
ALTIMETERS STD or STD TWICE STD or STD TWICE
4.14.1 EXPANDED PROCEDURES
ENGINE PARAMETERS ................................................................................................................... CHECK
Note :Parameters should be obtained at around 60 Kt
ACTUAL TQ .......................................................................................................................MATCH T.O BUG
Note : If necessary, adjust PLs to obtain TO TQ (bugs )
RTO BUG........................................................................................................................................... CHECK

NP ..................................................................................................................................................... ~ 100 %
Note : NP =100 % - 0.6% + 0.8%
ITT ..................................................................................................................................................... CHECK
Date: 05/06/2012 Revision 01 Pg. 4-66

Captain - SPEED ......................................................................................... CROSS CHECK on CAPT ASI

And cross check speeds with IESI
- “MY CONTROLS” / “YOUR CONTROLS” .......................................................................... ANNOUNCE
-- If Captain becomes PF, Captain announce only “MY CONTROLS”
-- If FO becomes PF, Captain announce “YOUR CONTROLS” & FO answer “MY CONTROLS”
- ROTATION .................................................................................................................................PERFORM
Note : Pitch rotates smoothly and follow FD bar.
BLEEDS.......................................................................................................................................CHECK ON
Note : Pack 2 valve FAULT will illuminate during 10 seconds. A 10 seconds delay is
used for pack 2 valve to avoid pressure shocks.
SPEED TARGET ................................................................................................. MAGENTA 170 kt CHECK
Note : During Climb, check all system SD pages
Cab Press to be checked periodically.
4.15 Climb
4.15.1 Climb Speed Determination
Maintain flaps-up maneuvering speed if necessary to clear obstacles. If there are no altitude or airspeed
restrictions, accelerate to the desired climb speed schedule.
Maneuvering - If considerable maneuvering is required during the departure, the flaps-up maneuvering
speed is recommended until the maneuvering phase is complete and the aircraft is en route toward the
destination.
4.15.2 Climb Speed Schedule
The following climb speed schedule presents five (5) climb speeds
Best Rate (no ice) WHITE BUG + 10
Best Rate (ice) RED BUG + 10
Best Angle(no ice) WHITE BUG
Best Angle(ice) RED BUG
STANDARD 170kt
At pilots discretion, when pitch reaches 5º on climb with 170 kts, it´s possible to use PITCH
MODE 5º MAX.
When using PITCH 5º during climb the speeds must be limited to 170 kts (NO ICE) and not
less then VminOps
Date: 05/06/2012 Revision 01 Pg. 4-67

4.16 FL100 Procedure

Gerneral: This flows are used to configure the aircraft´s exterior lights for climb and notify the cabin crew that
the flight is at sterile cockpit enviroment.
Who: Iniciated by PM
When: Leaving FL100
FLIGHT EVENTS PM PF
CLIMBING THROUGH • DO • ANNOUNCE

FL100 PRESSURISATION.........CHECK “ONE ZERO ZERO”
NO DEVICES ..................OFF
LIGHTS ...........................SET OFF
4.17 Cruise
4.17.1 General
These flows ensures aircraft systems are checked once level at cruise altitude, an initial fuel check
conducted, and wind entries completed if desired. Workload permitting, these duties should be completed as
assigned after level off; however, both pilots should actively monitor these items during the flight.
FLIGHT EVENTS PM PF
CRUISE SPEED ACHIEVED • ORDER

• DO “CRUISE PROCEDURE”
PWR MGT.......................CRZ
• DO
TQ & SPEED .................. CHECK
DURING CRUISE ALL SYSTEMS ...............CHECK PREDICTIONS ............... MONITOR

FUEL/FOB .....................CHECK/
ADJUST
ALTIMETERS..................CHECK
WIND ..............................CHECK/
ADJUST
PREDICTIONS................MONITOR
FLIGHT LOG...................FILL
System Synoptic Pages .................................................................................................... Periodically Check

Flight Progress....................................................................................................................................Monitor
— Monitor fuel during flight to ensure the required destination FOB quantity upon landing.
REDUCED POWER SETTING IN CRUISE

The airline, according to its cost policy, can choose to cruise at reduced power, e.g. at long-range power or
given IAS. The associated cruise derated tables need to be available on board for the flight crew. Those
tables can be published with the FOS Module 2, In-flight performance, as shown in example in figure 1 page
2.
The PLs are set according to the torque given in the tables. This requires a PL adjustment out of the notch.
Date: 05/06/2012 Revision 01 Pg. 4-68

Limitations:
The reduced power cruise is not allowed in case of icing conditions, as the IAS may already be decreased
due to ice accretion on the airframe.
In case of an engine failure, the PLs need to be immediately moved back into the notch, power management
to MCT.
From a maintenance point of view, reduced power operations may achieve lower engine overhaul costs as a
result of the reduced power settings.
For More Details see FCOM 2.03.15
Date: 05/06/2012 Revision 01 Pg. 4-69

4.17.2 CRUISE PARAMETERS
• PM reads SAT on the EWD permanent data window.
Example:
Assuming that the aircraft is cruising at FL200, what is the ISA deviation?
In standard ISA conditions, temperature at sea level is 15°C and decreases by 2°C each 1000ft.
FL200 standard temperature = 15°C –20x2°C = –25°C
In the case described below, the aircraft is flying in ISA conditions.
• Take the FCOM or QRH page in compliance with the cruise weight.
Example:
Assuming that your cruise weight is 20T, what are your cruise parameters in 72-600?
For NP 82% and 20T

TQ = 69.4%
FF = 336 kg/H/eng
IAS = 204 kt
TAS = 273 kt
FLIGHT FUEL MANAGEMENT
1. Fuel used versus distance (in Kg/Nm) = FF / GS

2. FU to DEST (in Kg) = actual FU + (dist. to go x Fuel used versus distance) = X
3. Remaining Fuel at Destination (in Kg) = FOB* - X = RF
4. Holding quantity (in Kg) = RF - (alternate fuel + final reserve) = HF
5. Estimated maxi-holding time (in min) = HF / 10 (i.e. 600kg/h**)
* FOB: Fuel On Board before engine start
** please refer to FCOM for exact value.
Date: 05/06/2012 Revision 01 Pg. 4-70

4.18 Descent Preparation

General: These flows and checklist are used to set up the aircraft for a descent and approach.
Descent preparation and approach briefing can take approximately 10 minutes, so it should begin
approximately 50 NM before top of descent.
Who: Initiated by the PF
When: Flow is completed prior to top of descent (TOD) while the workload is at a minimum. Checklist is
performed leaving cruise flight level.
FLIGHT EVENTS PM PF
50 NM BEFORE TOD RECEIVE CONTROLS • DO

“TRANSFER CONTROLS?”
ARRIVAL ATIS ................ OBTAIN

SPS................................. RUN
FMS PERFORMANCE ... SET
F-PLN ............................. SET
NAV................................. SET
ICP: DA/MDA/DH............ SET &
X CHECK
FWS................................ RECALL
• ANNOUNCE
“ARE YOU READY FOR BRIEFING?
• DO
“ I AM READY” ARRIVAL BRIEFING....... PERFORM
FWS................................ CLEAR
• DO RESTABLISH
ARRIVAL BRIEFING .......RECEIVE CONTROL ...................... PERFORM
INITIATE DESCENTE “DESCENT CHECKLIST”

Date: 05/06/2012 Revision 01 Pg. 4-71

DESCENT PF ANNOUNCE PM ANNOUNCE OBS
FWS RECALL / STATUS

APPLIED (if req)
LANDING ELEVATION XXXX SET
FMS (NAV/PERF) SET CHECK
DH / MDA XXXX SET CHECK
ARRIVAL BRIEFING COMPLETED
PF will transfer control of aircraft to PM prior to initiating the approach preparation and briefing.
ATIS ..................................................................................................................................... Obtain

— Ensure weather meets the legality requirements for the planned approach and
discuss most suitable procedure with PM. Both pilots should be aware of the
ATIS.
NOTAMS .............................................................................................................................Review
— Review applicable NOTAMS to include Jeppesen charts.
FLIGHT PLAN ..........................................................................................................................SET
LANDING DATA ..........................................................................................................COMPLETE
— Complete SPS for landing performance
APPROACH BRIEFING ..............................................................................................COMPLETE
The pilot briefing should use the STAR and approach charts to commence the brief, making
use of the applicable cockpit displays to complete the descent and approach brief.
If the Crew determines that high terrain is a factor at a given airport, at least one pilot is
required to select the TERRAIN option on the MAP display.
Brief only applicable items for a visual approach. The visual approach will be backed up with
an instrument approach when available.
Date: 05/06/2012 Revision 01 Pg. 4-72

4.18.2 General
Normally, the descent will be managed by the FMS, however, it is important to monitor the schedule and
intervene as necessary.
When a flight reports leaving an altitude, the PF maintains a descent rate consistent with ATC requirements
and fuel conservation procedures.
Good descent planning is necessary to arrive at the desired altitude and correct speed & configuration. Plan
all descents to arrive at traffic pattern altitude at flaps-up maneuvering speed.
FMS PREPARATION :
PF should run through the following 2 steps to prepare the FMS :
1 -- NAVIGATION
2 -- PERFORMANCE
1. NAVIGATION :
FPLN
- Press FPLN key
— Check the Route to destination
— Enter the RWY, STAR, TRANS wpt
— Check/enter Constrainst (ALT CNSTR or SPD CNSTR).
— Prtess TMPY to check entered data before activation. (All STAR, APPR &
MISSED APPR Wpt)
— Press EXEC to activate F--PLN
- F- PLN VERIFICATION
Cross check F--PLN and Route on MCDU and NP MAP MODE
- SECONDARY F- PLN
- Press FPLN key twice
SEC F- PLN ................................................................................................... AS APPROPRIATE
Press twice on F--PLN key to open SEC F--PLN
Copy of the active F--PLN and prepare a diversion to ALTERNATE
2. PERFORMANCE
PERF
- Press PERF key on the MCDU to display APPROACH page
- TRANS ALT .....................................................................................................................CHECK
If transition altitude has changed.
- QNH ................................................................................................................................ INSERT
- GND WIND / GUST........................................................................................................ INSERT
- - - - - - - - - - - - - - - - - - - - - - - End of FMS preparation- - - - - - - - - - - - - - - - - - - - - -

PF - NAVAIDs .........................................................................................................................SET
Prepare NAVAIDs using MCP VCP
Set -- NAVAIDs using MCP / VCP (MCDU / RMS should only be used as back up)
-- COURSEs using FGCP
Date: 05/06/2012 Revision 01 Pg. 4-73

-- Check on PFD :
-- Cross check NAV SOURCE on PFD (EHSI)
-- VOR / ILS 1&2 set MANUAL TUNE
Remark :
If ATIS warns of any unreliable DME or VOR/DME, crew must deselected.
Press DATA key, select NAV FRQ page then DESELECTED those related
NAVAIDs.
PF - GO AROUND TQ .......................................................................................................CHECK
4.19 FL100
General: These flows are used to configure the aircraft’s exterior lights for descent and notify the Cabin
Crew that the flight is entering the sterile cockpit environment.
Who: Initiated by PF and executed by PM
When: Leaving FL100
For high altitude airports, pay special attention to time constraints for STERILE and FSTN
BELTS Switches occurring at FL100. Plan the flow in order to give the cabin crew time to
prepare the cabin before the landing gear is lowered.
FLIGHT EVENTS PM PF
DESCENT THROUGH FL100 • DO • ANNOUNCE

PRESSURISATION.........CHECK “ONE ZERO ZERO”
NO DEVICES ..................ON
LIGHTS ...........................SET ON
Exterior lights are required for all operations conducted below FL100, as long as their use
does not create a distraction to the Flight Crew.
Date: 05/06/2012 Revision 01 Pg. 4-74

4.20 Approach
4.20.1 Approach Procedures
FLIGHT EVENTS PM PF
WHEN CLEARED TO AN ALTITUDE • DO • ORDER

OR PASSING TRANSITION LEVEL ALTIMETERS..................SET “TRANSITION XXXX”
• ANNOUNCE • DO
“XXXX”
ALTIMETERS ................. SET
PRESSURISATION.........CHECK
PROCEDURE COMPLETED • ANNOUNCE AND READ • REQUEST AND ANSWER

APPROACH C/L “APPROACH C/L”
NORMAL C/L
4.20.1.1 Aproach Checklist
APPROACH PF ANNOUNCE PM ANNOUNCE OBS
SEAT BELTS ON
LANDING LIGHTS ON
ALTIMETERS XXXX SET or XXXX TWICE XXXX SET or XXXX TWICE

SET SET
CABIN ALTITUDE CHECK CABIN AIR
Altitude Callout............................................................................................................... “Transition (setting)”
Example: “Transition, One zero one five”. The Captain is required to announce “twice”
on the altimeter callout to verify that the PFD and IESS altimeter settings are set.
(Example: “One zero one five twice”)
PRESSURIZATION ........................................................................................................................... CHECK
Note : Check Cabin ALT, RATE, DIFF pressure on SD pages
CAUTION: Max ∆P authorized at landing = 0.35 psi

DU CONFIGURATION....................................................................................................................... CHECK
Check display :
PF : MFD= ND ARC / VOR1+2 MAN, PM : -- MFD = ND / COM
MCDU = PERF APP page -- MCDU = FPLN page
Date: 05/06/2012 Revision 01 Pg. 4-75

4.20.2 Approach Procedures
4.20.2.1 Area Arrival and Configuration Overview
Allowing the aircraft to decelerate while descending on the approach by configuring the aircraft so as to
comply with the Stabilized Approach Criteria will aid in lower fuel consumption, noise levels, and saved time.
This is preferred for all approach types.
Because this relies on the interaction of aircraft configuration and aerodynamics, there is no one-size-fits-all
answer. Many factors affect an approach including: landing weight, wind, position/speed at glideslope
capture, distance/altitude available to decelerate.
In some instances, it may be desirable to achieve a stabilized configuration earlier in the approach phase.
Navaids must be tuned and identified prior to beginning an instrument approach. If instrument and/or
navigation discrepancies become evident, abandon the approach, climb to the missed approach altitude but
delay required turns until arriving at the published missed approach point (MAP).
4.20.2.2 Configuration Overview
— Standard Approach
• The Standard Approach is used to capitalize on the similarities between Precision and Precision-
Like approaches and is associated with the use of Managed lateral and Managed vertical guidance.
• The Standard Approach is designed to reduce errors and minimize the risk of Controlled Flight Into
Terrain (CFIT) by:
— Maximizing the use of automation
— Maximizing the use of FMS system capabilities
— Maximizing commonality between approach types
— Stepdown Approach
• The Stepdown Approach is used for approaches without the availability of Managed vertical guid-
ance. This procedure is flown using Managed lateral guidance and Selected vertical guidance (Man-
aged / Selected) or Selected / Selected guidance. These are non-precision approaches with multiple
step-down altitude constraints.
When under visual conditions the decision is to continue the approach, bellow the MDA the
FD must be turned off in accordance with the procedure described in the “Turning Off the
Flight Director” section within this SOP
Date: 05/06/2012 Revision 01 Pg. 4-76

4.20.2.3 Approach Configuration Guide (Standard Profile)
The aim of this Approach is to reduce the flight environmental impact concerning the noise and the emission
of pollutants (minimum noise and minimum emission), making it more comfortable for clients and optimizing
the fuel consumption during the approaching phase. The Azul crews must always plan the utilization of this
Approach, unless the situation requires an early configuration. (i.e. increased approach path angle, tailwind
during approach).
Through this procedure pilots must plan the flight approach so as to configure the Flaps 15, 140 kt and gear
up, while in the intermediate segment of the Instrument Approach Procedures (or about 7nm from the
runway in procedures without intermediate segment) This configuration will be kept till 5nm from the runway.
At this point, the final configuration of the aircraft to land will be initiated to be stabilized:
- 1.000 ft AFE night / IMC or
- 500ft AFE day / VMC
NOTE: Meeting these gates exactly may not always be possible, however, they do provide a
reference to maintain situational awareness and facilitate a stabilized approach
Date: 05/06/2012 Revision 01 Pg. 4-77

Runway
Approach Configuration Guide
3º
Before Landing Check
5 NM to RWY
VAPP speed
Gear Down
Flaps 30
FAF
Select Flaps 15
Speed 140 kts
7 NM
7NM
Reduce Speed to 170 kts
15 NM to RWY
15 NM
PL = FI
Date: 05/06/2012 Revision 01 Pg. 4-78

4.20.2.4 Authorized Approaches
Refer to the Manual Geral de Operações (MGO).
4.20.2.5 Minimums / Go-Around Altitude Selection
Use Category B minimums, except where noted.

The speeds given in the following profiles are general recommendations. At heavy weights, higher speeds
may be appropriate. The speed reduction shall be made just after the selection of flap lever to desired
position.
Date: 05/06/2012 Revision 01 Pg. 4-79

4.20.2.6 Stabilized Approach Criteria
Stabilized Approach
Landing Gear: Down
Flaps: In landing configuration
1000 ft. AFE (Night or IMC) Thrust: Above idle
Speed: VAP -5/+10 Kts

500 ft. AFE (Day and VMC)
Localizer: Within 1/2 dot
Glideslope: Within 1 dot
Descent rate: < 1000 fpm (unless required / briefed)
Excessive or uncorrected deviations inside the FAF require a go-around unless that deviation results from an
ATC restriction and has been briefed. In all cases, excessive or uncorrected deviations below 1000 ft. AFE
(night / IMC) or 500 ft. AFE (day / VMC) require a go-around.
Every effort should be made to be stable at the required altitude for the type of approach and conditions. The
PM is required to check this at the required altitude and make one of the following callouts:
“1000 (500), STABLE”
or
“NOT STABLE, GO AROUND”
If, due to Crew tasking, the callout is initiated late, use the actual altitude in the callout. For
example, “800 STABLE”.
4.20.3 Precision Approaches (ILS, ILS/DME)
4.20.3.1 General
A precision approach is an instrument approach based on a ground based navigation system that provides
course and glide path deviation information (ILS).
The precision approach begins when the aircraft is over the initial approach fix for the procedure being used
and ends when the aircraft either lands or completes the transition to a missed approach.
4.20.3.2 Approach Switch Selection and Display Guide
Guidance Panel (When cleared

Approach Display Controller Panel
for approach, select...)
ILS VCP APP
Set and select ADF bearing pointers and markers if available. At pilots discretion, the ILS
intercept cold be with LNAV until FAF. The PM must crosscheck in ILS RAW DATA.
Date: 05/06/2012 Revision 01 Pg. 4-80

4.20.3.3 ILS CAT I Actions & Callouts
FLIGHT EVENTS PM PF
CLEARED FOR APPROACH • DO • DO

WHEN ON FMA: DU CONFIGURATION.... CHECK DU CONFIGURATION ... CHECK
APPROACH MODE ....... SET
“ACTIVATE APPROACH SPEED”
APPROACH SPEED....... ACTIVATE
Verify LOC/GS ................ ARMED Verify LOC/GS................ ARMED
GS GREEN ON FMA GLIDESLOPE GREEN ... ....CHECK GLIDESLOPE GREEN... CHECK
• ANNOUNCE • ORDER
“XXXX FT SET” “SET GO AROUND ALTITUDE”
• DO
ICING AOA LT ................ CHECK
WHEN 7 NM FROM RUNWAY • ANNOUNCE • ORDER

THREESHOLD “SPEED CHECK FLAPS 15” “FLAPS 15”
• DO
FLAPS 15° ...................... SET & CHECK
CABIN CREW ................. ADVISED

THREESHOLD “SPEED CHECK” “GEAR DOWN”
• DO
LND GEAR LEVER......... SELECT
DOWN
PWR MGT....................... SET T.O.
TAXI & TO LIGHT ........... SET ON
TLU LO SPEED .............. CHECK
WHEN BELOW DOUBLE LINE • ANNOUNCE • ORDER

ON SPEED TAPE “SPEED CHECK FLAPS 30” “FLAPS 30”
• DO
FLAPS 30........................ SET & CHECK
WHEN AIRCRAFT STABILISED • READ • REQUEST AND ANSWER

BEFORE LANDING C/L “BEFORE LANDING C/L”
Refer to NORMAL C/L
1000 FT AFE IN IMC/NIGHT OR • ANNOUNCE

500 FT AFE DAY/VMC “1000 FT STABLE”
OR 500 FT STABLE
1000 FT AFE IN IMC/NIGHT OR • ANNOUNCE • ANNOUNCE

500 FT AFE DAY/VMC NON STA- “NOT STABLE, GO AROUND” “GO AROUND, SET POWER, FLAPS”
BILISED CONTINUE WITH THE GO AROUND
PROCEDURE
Date: 05/06/2012 Revision 01 Pg. 4-81

FLIGHT EVENTS PM PF
80 FT ABOVE DA • ANNOUNCE
“APPROACHING MINIMUMS”
DA RUNWAY IN SIGHT • ANNOUNCE • ANNOUNCE

OR “MINIMUMS” “LANDING”
DA RUNWAY NOT IN SIGHT CONTINUE WITH LANDING
PROCEDURE
OR
• ANNOUNCE
“GO AROUND, SET POWER, FLAPS”
CONTINUE WITH THE GO AROUND
PROCEDURE
4.20.3.4 Non-Precision Approach
When the weather is below 1000 ft/5 km, the autopilot will be used from at least the FAF until:
— Leveling at MDA;
— 50 ft above the MDA with a continuous descent flight path;
— Until a “Landing” call is made during non-precision approaches.
When the weather is above these minimums, the use of the autopilot is at the pilots discretion. Use of the
autopilot reduces Crew workload with respect to flight path control, and allows more time for management
and monitoring of the approach
4.20.3.5 Setting Minimums
When the published MDA is not a multiple of 100 ft., round it up to the next 100 ft. (e.g. 660 ft. is rounded up
to 700 ft.). When setting MDA, set the “adjusted” MDA in the PFD. This number now becomes the ‘new’ MDA
for the approach.
When an intermediate step-down altitude(s) is designated, set the altitude preselect to the step-down
altitude(s), then to the “adjusted” MDA.
For all RNAV approaches with continuous descent profile, set 50 ft above the publish MDA. (e.g. 610 ft. is
rounded up to 660 ft.). Set the “adjusted” MDA on the PFD.
4.20.3.6 Descent Profile
TCS permits the aircraft to fly through the selected altitude. The use of TCS is prohibited when
conducting an instrument approach in weather below 1000 ft./5 km.
4.20.3.7 Calculated VDP
If a non-precision approach does not contain a published VDP, a calculated VDP can be created for better
situational awareness during the approach. The purpose of determining a ‘calculated’ VDP is to validate that
the aircraft is at the proper position on the approach corresponding to the point of intercept with a 3° profile to
the touchdown zone. There are several ways to calculate a VDP. If using DME or FMS mileage, the
calculated VDP can be derived by determining the distance to the runway and using the 3-to-1 rule. For each
one mile from touchdown the normal glide path is a multiple of 300 ft. above the TDZ elevation. For example,
assume the MDA places you 480 ft. above the TDZ elevation. That means the normal glide path intercepts
the MDA approximately 1.6 NM from the arrival end of the runway. At this point during the approach you
should be at the proper location to begin normal pitch and thrust adjustment to establish a 3° profile (600-700
fpm descent rate).
Date: 05/06/2012 Revision 01 Pg. 4-82

4.20.3.8 MDA to Landing
Step-Down Profile:
After leveling off at the MDA (the MDA set on the ALT SEL is the minimum altitude for the approach), request
the altitude window on the ALT SEL to the missed approach altitude after ALT (green) is displayed on the
FMA, or after the landing callout is made. Maintain the MDA until a 3° glide path can be established to the
TDZ. When leaving MDA, the autopilot must be disengaged. Complete the landing manually.
4.20.3.9 RNAV Approaches
General
The ATR 72-600 is authorized to conduct RNAV approaches that provide lateral guidance to the runway
threshold. This FMS generated guidance can use a variety of sensor inputs of which GPS is primary. The
RNAV approach is a non-precision approach using an MDA based on LNAV minimums.
Approach Plate Terminology - Approach charts may be labeled RNAV (GPS), RNAV (NDB), RNAV, GPS,
VOR, NDB or GPS, etc. In other words, if the title of the approach contains RNAV or GPS and the approach
is stored in the NAV database, then the approach may be flown.
Pilot modifications to the stored procedures (to include fixes, altitudes or angles from the FAF
to the runway) are not permitted.
The Pre-Approach Briefing Information section of the approach plate lists approach requirements. For
instance, ‘GPS or RNP - 0.3 required’ means that if you have GPS or no GPS, but your RNP is 0.3 NM or
less, you are legal to execute the approach. ‘DME/DME RNP - 0.3 not authorized’ means that if you do not
have GPS, you are not authorized to execute the approach
4.20.3.10 Required Navigational Performance (RNP)
Currently, all published RNAV approaches have an RNP of 0.3 NM which is depicted on the approach plate.
Selection of the RNP is automatic in the FMS and will change from the terminal setting of “1.0” to the
approach setting of “0.3” two miles from the final approach fix. RNP is displayed on the PFD HSI and on the
FMS PROG page 1.
If “APP” in green is not displayed on PFD, disregard the RNAV procedures
4.20.3.11 Discontinuing the Approach
The approach must be discontinued if any of the following messages annunciate, unless under VMC:
— DGRAD message on the PFD
— GPS RAIM ABOVE LIMIT, GPS RAIM UNAVAILABLE, or GPS FAILED messages on the MCDU
Date: 05/06/2012 Revision 01 Pg. 4-83

4.20.3.12 Non-Precision Approach (NDB / VOR) Actions & Callouts
FLIGHT EVENTS PM PF
BEFORE STARTING THE • DO • DO

APPROACH FMS ................................CHECK FMS ................................ SET
FGCP: NAV SOURCE.... NDB, VOR or

FMS: FGCP: NAV SOURCE .... FMS
ND: BRG 1 & 2................SET ND: BRG 1 & 2 .............. SET
ICP: AUTO SPEED......... SET
SPEED TARGET
magenta ..........................CHECK
5 NM to Cross NDB/VOR to adjust at • ANNOUNCE • DO AND ANNOUNCE

Hold Pattern or 15nm to RWY “APPROACH SPEEDS ACTIVATED” “ACTIVATE APPROACH SPEEDS”*
REDUCTION .................. INITIATE
TO 170KT
(BASE LEG) or 7nm to RWY • ANNOUNCE • ORDER

“SPEED CHECK FLAPS 15” “FLAPS 15”
• DO
FLAPS 15° ......................SET &
CHECK
CABIN CREW .................ADVISED
WHEN FLAPS 15° INDICATING • ANNOUNCE • ORDER

“SPEED CHECK” “GEAR DOWN”
• DO
LDG GEAR LEVER.........SELECT
DOWN
PWR MGT .....................SET T.O.
TAXI & TO LT ..................SET ON
AT THE END OF BASE LEG • DO • ORDER

TLU LO SPEED ..............CHECK “FLAPS 30”
• ANNOUNCE
“SPEED CHECK FLAPS 30”
• DO
FLAPS 30........................SET AND
CHECK
WHEN FLAPS 30 INDICATING AND • READ • DO AND ANNOUNCE

ON FINAL APPROACH BEFORE LANDING C/L ALT SELECTOR ............. MINIMUMS
Refer to NORMAL C/L
“PROCEDURE COMPLETE” “BEFORE LANDING C/L”
1000 FT AFE IN IMC/NIGHT OR 500 • ANNOUNCE

FT AFE DAY/VMC “1000 FT STABLE”
OR 500 FT STABLE
Date: 05/06/2012 Revision 01 Pg. 4-84

FLIGHT EVENTS PM PF
1000 FT AFE IN IMC/NIGHT OR 500 • ANNOUNCE • ANNOUNCE

FT AFE DAY/VMC NON STABILISED “NOT STABLE, GO AROUND” “GO AROUND, SET POWER, FLAPS”
PROCEDURE
80 FT ABOVE MDA • ANNOUNCE

Divide time between monitoring instru-
ments and scanning outside for runway
environment
MDA RUNWAY IN SIGHT • ANNOUNCE • ANNOUNCE

“MINIMUMS” “LANDING”
CONTINUE WITH LANDING PROCE-
DURE
WHEN REACHING MDA AND ALT • DO • ANNOUNCE

GREEN “GO AROUND ALTITUDE XXXX SET” “SET GO AROUND ALTITUDE XXXX”
WHEN RUNWAY IN SIGHT OR • ANNOUNCE • ANNOUNCE

APPROACH LIGHTS BEFORE VDP “ RUNWAY” OR “APPROACH “LANDING”
LIGHTS” CONTINUE WITH LANDING PROCE-
DURE
WHEN REACHING VDP OR MAPT • ANNOUNCE • ANNOUNCE

WITH RUNWAY NOT IN SIGHT “NO CONTACT” “GO AROUND, SET POWER, FLAPS”

PROCEDURE
Date: 05/06/2012 Revision 01 Pg. 4-85

4.20.3.13 VOR / ADF Non Precision Approach
170 Kt
MDA ALT SET

FLAPS 30
150 Kt
GEAR DOWN
FLAPS 15
PWR MGT TO
OBS: RESPECT MAX OUTBOUND SPEED
SPEED REDUCTION
IF APLICABLE
VOR - ADF NON PRECISION APPROACH
VDP ( GO AROUND
OR LDG)
START TIMING
Date: 05/06/2012 Revision 01 Pg. 4-86

4.20.4 Deviations and limits
Height
General ± 100 Ft
Beginning of go-around + 50 Ft
At decision height 0 Ft
Tracking
On radial ±5°
Precision approach half deviation of LOC and GS, according to altitude
Speed
Both engines + 10 Kt / – 5 Kt
One engine + 10 Kt / – 0 Kt
Aircraft handling when performing a precision approach manually
LOCALIZER Corrections must be done inside the heading bug.
GLIDE SLOPE Pitch variations should not exceed ± 2°.
Note: PM calls for any deviation:
• “SPEED” if +10/-0 Kt deviation exceeded.

• “GLIDE SLOPE” if ½ dot deviation exceeded.
• “LOCALIZER” if ½ dot deviation exceeded.
PF answer is:
• “CORRECTION” (and performs correction)
Date: 05/06/2012 Revision 01 Pg. 4-87

4.20.5 Circling Approach
4.20.5.1 General
If the runway is not aligned within 30° of the final approach course or no straight-in runway minima are
published, Crews are authorized to execute a circling approach. Circling approach minimums are ceiling and
visibility as published.
The circling maneuver is accomplished using Flaps 15 and Gear Down. Speed will be White Bug minimum,
during all approach, until Flaps 30 extended.
At pilots discretion landing flaps maybe delayed but not later than landing runway numbers
abeam.
The entry into the circle-to-land maneuver may be from any type of instrument approach procedure.
The circling maneuver of an approach commences once the aircraft has departed the Final Approach Course
and begins maneuvering to land.
If a go-around or missed approach is required, fly the published missed approach procedure of the original
approach.
4.20.5.2 Circling Approach Actions & Callouts
Circle to land
FLIGHT EVENTS PM PF
REACHING CIRCLING ALTITUDE ALT GREN ......................CHECK • DO

FGCP: ALT ..................... SET
ALT GREEN................... CHECK

PL around 40%
AT LEVEL OFF • DO • DO
TIMING ...........................START PL/TQ ............................ ADJUST
........................................ AS RQD
FGCP: HDG SEL ........... SET
HEADING BUG. .............. TURN
BY 45°
• DO
TIMING ........................... START
AFTER 30 SECONDS turn to down- • DO • ANNOUNCE

wind segment “ GO-AROUND ALTITUDE XXXX “SET GO AROUND ALTITUDE
SET” XXXX”
ABEAM THRESHOLD • DO • DO
TIMING ...........................START TIMING ........................... START
Date: 05/06/2012 Revision 01 Pg. 4-88

FLIGHT EVENTS PM PF
ABEAM THRESHOLD • ORDER

• ANNOUNCE “FLAPS 30,”
• DO
FLAPS 30° ......................SET & • DO AND ANNOUNCE
CHECK “BEFORE LANDING C/L”
• ANNOUNCE
Date: 05/06/2012 Revision 01 Pg. 4-89

LOW VISIBILITY CIRCLING APPROACH
Date: 05/06/2012
RUNWAY IN SIGHT
LEVEL OFF
PROCEED TO DOWN WIND LEG
TURN BY 45º
MAINTAIN VISUAL CONTACT WITH RUNWAY
INITAL CONFIG.
ABEAM FLAPS 15º
THRESHOLD GEAR DOWN
PWR MGT TO
START TIMING
FLAPS 30º
- 30 sec.
VAPP OBTAINED BUT
4.20.5.3 Low Visibility Circling Appoach
NOT LESS THAN VMCL
BASE TURN
45º
MINIMUM CIRCLING
APRROACH HEIGHT
Revision 01
T NOT
VAPP BU VMCL
S T H A N
LES
NP DECELERATION HEIGHT
FINAL TURN (IAS x10) FT + 1000
82%
Pg. 4-90
4.20.5.4 Side-Step Maneuver
The side-step maneuver is authorized since the aircraft is stabilized at 500 ft AFE.
Definition - A side-step maneuver is a visual maneuver accomplished at the completion of an instrument
approach to permit a straight-in landing on a parallel runway not more than 365 m (1200 ft.) to either side of
the runway to which the instrument approach was conducted
4.20.6 Visual Approach
4.20.6.1 Visual Approach Procedures
To assist in situational awareness, enter the best available approach to the landing runway into the FMS. If
an approach is not available, enter the landing runway, then create an intercept leg to the runway with the
runway heading as course. Autopilot and flight director use is at pilot discretion.
Initial Approach - Fly at an altitude of 1500 ft. AFE and enter downwind with Flaps 0 at approximately 170
knots. Select Flaps 15 abeam the approach end of the runway. Extend downwind for 45 seconds (+/- 1 sec.
for each knot of HW/TW).
Base Leg - When turning onto base leg, extend the landing gear, select Flaps 30, slow to Vapp. If the
approach pattern must be extended, delay extending gear and remain at Flap 15 until approaching the
normal visual approach profile. Extend landing Flaps 30 when turning final.
On Final - Roll out on runway centerline and maintain the appropriate approach speed and select. Stabilize
the aircraft on the selected approach airspeed with a constant rate of descent between 600 fpm and 800 fpm
on the desired glide-path (approximately 3°), in-trim. Regardless of approach type, the aircraft must be stable
at 500 ft. AFE. The autopilot must be disengaged no later than 500 ft AGL.
4.20.6.2 Engine-Out Visual Approach
An ILS approach is recommended for any engine-out approach and landing. It provides a stable framework
and familiar cues for configuration, deceleration, and descent.
4.20.6.3 Position Orientation & Energy Management
Align with the runway approximately 5 miles on final at 1500 ft. AFE or 3 miles on final at 1000 ft. AFE. This
profile is based on an approximate 300 ft. AFE per NM reference (3:1 Ratio). The objective is to constantly
monitor the profile and take actions to maintain a stabilized approach. Use 100% OVRD for larger
adjustments. Maintain stabilized approach rate of descent and landing parameters; if unable to maintain a
stabilized approach, go around.
4.20.6.4 Setting Minimums
For visual approaches, minimums of 500 ft. AFE will be used for approaches with no instrument back up.
When using an instrument approach as a back up, set the appropriate minimums for that approach.
4.20.6.5 Go-Around Altitude
When cleared for a visual approach with or without an instrument back up, the Flight Crew will set 1500 ft.
AFE rounded to the nearest hundred feet.
FLIGHT EVENTS PM PF
ALT ON FMA REACHING CIRCUIT • DO

HEIGHT/1500 FT AGL PL/TQ ............................. ADJUST
AS RQD
Date: 05/06/2012 Revision 01 Pg. 4-91

FLIGHT EVENTS PM PF
WHEN READY TO TURN TAKE INTO ACCOUNT CROSSWIND

COMPONENT IN ORDER TO APPLY
DRIFT
ON DOWNWIND LEG AND ABEAM • ORDER

THREESHOLD • ANNOUNCE “FLAPS 15”
• DO
FLAPS 15........................SET &
CHECK
• ORDER
“START TIMING”
• DO
TIMING ...........................START • DO
TIMING ........................... START
AFTER 45 SECONDS HEADING BUG ......................... TURN

TO BASE • ORDER
“GEAR DOWN”
• ANNOUNCE
“SPEED CHECK”
• DO
LDG GEAR .....................SELECT
DOWN
PWR MGT.......................SET TO
TAXI & TO LT ..................SET ON
3 GREEN LIGHTS ON LANDING • DO

GEAR PANEL TLU LO SPEED ..............CHECK
WHEN BELOW DOUBLE LINE ON • ORDER

SPEED TAPE AND ESTABLISHED ON • ANNOUNCE “FLAPS 30”
FINAL “SPEED CHECK FLAPS 30”
• DO
FLAPS 30........................SET &
CHECK
WHEN FLAPS 30 • READ • REQUEST AND RESPOND

INDICATING BEFORE LANDING C/L “BEFORE LANDING C/L”
AND ON FINAL APPROACH Refer to NORMAL C/L

FT AFE DAY/VMC “1000 FT STABLE” “LANDING”
OR 500 FT STABLE

FT AFE DAY/VMC NON STABILISED “NOT STABLE, GO AROUND” “GO AROUND, SET POWER, FLAPS ”
PROCEDURE
Date: 05/06/2012 Revision 01 Pg. 4-92

VISUAL APPROACH
Date: 05/06/2012
GO AROUND
DEPRESS GA pbs ON PLs
APPLY GA POWER
ABEAM
4.20.6.6 Visual Approach
RETRACT FLAPS AND ROTATE

THRESHOLD ACCELERATE TO OR MAINTAIN VGA
START TIMING WHEN POSITIVE CLIMB RETRACT GEAR
FLAPS 15º PROCEED AS FOR A TAKE OFF

170 KT
BASE TURN
GEAR DOWN WHEN CLIMB IS ESTABLISHED
AND AIRCRAFT TRIMMED;
PWR MGT TO FD/AP MAY BE ENGAGED
1500 FT
TAXI TO LIGHT ON FGCP HDG SEL
IN D FGCP IAS MODE
OF W
/1 KT SPEED AUTO
+1 sec.
ec.
45 s
Revision 01
VAPP
TOUCH DOWN
NOSE WHEEL DOWN
COMMITTED PL = Gl
TO LAND BOTH LOW PITCH
FINAL TURN 1000 FT 20 FT LIGHTS ILLUMINATED:
FLAPS 30º AP DISCONNECT REVERSE AS NECESSARY
PL = Fl
BRAKES
FLARE AS REQUIRED
Pg. 4-93
4.21 Prior to the “Landing” Callout

All approach callouts will be made in accordance with the procedures outlined in this manual. The PM will
callout “Approach lights” or “Runway” unless the PF calls out “Landing.”
PF’s Procedure PM’s Procedure
At Minimums “CONTINUING”2 “APPROACH LIGHTS” 1

Approach lights in sight
Runway in sight “RUNWAY”
Landing requirements satisfied “LANDING”
1. If approach lights are not in sight at “MINIMUMS”, the PM will callout “NO CONTACT”. The PF will then
callout “GO-AROUND, SET POWER, FLAPS” and initiate the go-around.
2. “CONTINUING” indicates the PF's intention to fly below minimums, during an ILS approach, with the
approach lights in sight, but no lower than 100 ft. AFE, while attempting to acquire the required visual cues
for landing.
Date: 05/06/2012 Revision 01 Pg. 4-94

4.22 Landing Callout
4.22.1 For CAT I ILS, Non-Precision, and Visual Approaches
The PF may call “Landing” when:

— the aircraft is cleared to land;
— the aircraft is in position to land safely;
— the runway environment will remain in sight until touchdown; and
— required visual cues are in sight (as per the MGO).
4.22.2 After the “LANDING” Callout
The PM will continue to monitor instruments and call out any deviations that would prevent a safe landing. No
further callouts are required.
4.23 Before Landing

General: This checklist is performed after the aircraft is in the landing configuration
Who: Initiated by pilot flying, read by pilot monitoring
When: When called for by PF, after selection of landing flaps.
4.23.1 Before Landing Checklist
BEFORE LANDING PF ANNOUNCE PM ANNOUNCE OBS
CABIN CREW ADVISED
LDG GEAR DOWN 3 GREEN
FLAPS 30° SET
PWR MGT TAKEOFF
TLU LO SPEED
ICING AOA LIGHT ON / NO LIGHT
EXT LIGHTS ON
4.23.1.1 Expanded procedures
PL 1 + 2 ...................................................................................................... ADJUST TO MAINTAIN V APP
Note : Vapp must be updated with the actual wind, in perf page
PF - AP DISCONNECT ................................................................................................................PERFORM
AP Disconnect PB press twice
PM - FLIGHT PARAMETERS .......................................................................................................... CHECK
At 20 ft (radio altimeter)
PF - PL ........................................................................................................................................................FI
PF - FLARE ..................................................................................................................................PERFORM
Date: 05/06/2012 Revision 01 Pg. 4-95

4.23.1.2 Landing Actions & Callouts
FLIGHT EVENTS PM PF
AT DA or MDA +80FT “APPROACHING MINIMUM”
AT DA or MDA “MINIMUM” • ANNOUNCE

“LANDING”
OR
• ANNOUNCE

PROCEDURE
DISCONNECTING AP • DO
AUTOPILOT ................... OFF
RA INFORMATION “100”
“50”
“30” • DO
“20” PLs.................................. FI
“10” FLARE ............................ PERFORM
• DO
FLARE ............................MONITOR
PITCH
ON RUNWAY (BOTH LOW PITCH • CHECK AND ANNOUNCE • DO

GREEN) “2 LO PITCH” PLs.................................. GI
PLs.................................. REVERSE
AS RQD
REACHING 70 KT • ANNOUNCE
“70 KT”
BELOW 70 KT • ANNOUNCE • ANNOUNCE

“MY CONTROLS” “YOUR CONTROLS”
FLIGHT CONTROL TRANSFER • DO • DO

NW STEERING...............HOLD CONTROL WHEEL ........ HOLD INTO
BRAKES .........................AS RQD WIND
Date: 05/06/2012 Revision 01 Pg. 4-96

PF ACTION on
ENGINES LO PITCH LIGHT PM ANNOUNCE
REVERSE
2 ENG 2 LO PITCH green “2 LOW PITCH” Normal use
1 LO PITCH green & 1 NO “NO REVERSE” No reverse

REV reverse video red
2 NO REV red reverse video “NO REVERSE” No reserve
1 ENG 1 LO PITCH green & 1 LO “ONE LOW PITCH” Use with care
PITCH amber or NO REV
reverse video
4.23.1.3 Vertical Guidance During Landing
The key to a successful landing is to make a stabilized approach using:

— glideslope (ILS) or
— visual cues (VASI, PAPI, etc.)
The aircraft should cross the landing threshold at a height of approximately 50 ft., which corresponds to a
touchdown point of 1000 ft.
4.23.1.4 Power
The PF should decide when to retard the power levers considering all external circumstances (e.g., landing
configuration, aircraft speed versus target, speed trend arrow, aircraft acceleration/deceleration rate, aircraft
height versus descent path, aircraft rate of closure with the runway, gusts, shears, outside perception of the
runway, etc.).
4.23.1.5 Flare
A concerted flare is neither required nor desirable. A slight increase in pitch (3° to 4°) at approximately 20 ft.
is all that is needed to check the rate of descent. This will produce a consistent touchdown point, while
protecting against a tailstrike and excessive float. The landing should occur without a long flare. If pitch
reaches more then 5°, PM must say “MONITOR PITCH”.
4.23.1.6 Touchdown
The landing must be made in the touchdown zone as defined in the MGO. After main gear touchdown, begin
to smoothly fly the nose wheel onto the runway by relaxing aft control column pressure. First Officer must to
maintain the aileron deflection towards wind below 70kt.
Pitch rates sufficient to cause aircraft structural damage can occur if large nose down control
column movement is made prior to nose wheel touchdown.
4.23.1.7 Reverse
Please refer to MGO (Cap. 6 - 120 C16).
Date: 05/06/2012 Revision 01 Pg. 4-97

4.24 Braking
4.24.1 Brakes
The following procedure will ensure optimum manual braking for all runway conditions:
— The Pilot’s seat and rudder pedals should be adjusted so it is possible to achieve maximum brake
pedal deflection with full rudder deflection.
— After touchdown, smoothly apply a constant brake pedal pressure for the desired braking. For short
or slippery runways, use full brake pedal. Pumping the brakes degrades braking effectiveness.
Applying a steadily increasing brake pressure allows the anti-skid system to function at its optimum.
— The anti-skid system will stop the aircraft in a shorter distance than is possible with either anti-skid
off or brake pedal modulation (all runway conditions). The anti-skid system adapts pilot-applied
brake pressure to runway conditions by sensing an impending skid condition and adjusting the
brake pressure to each individual wheel for maximum braking effort. When brakes are applied on a
slippery runway, several skid cycles will occur before the anti-skid system establishes the right
amount of brake pressure for the most effective braking.
— Do not release the brake pedal pressure until the aircraft speed has been reduced to a safe taxi
speed.
4.24.2 Anti-Skid Inoperative
When the anti-skid system is inoperative, the following procedures apply:

— Ensure the nosewheel is on the ground.before applying the brakes.
— Initiate wheel braking using very light pedal pressure and increase pressure as ground speed
decreases.
Apply steady pressure. Do not pump the pedals
Anti-skid-off braking requires even greater care during light-weight landings.

Brake Cooling - A series of taxi-back or stop-and-go landings, without additional in-flight cooling, can cause
excessive brake temperature. The energy absorbed by the brakes from each landing is cumulative.
4.25 Landing Contingencies
4.25.1 Crosswind Landing
Four methods for crosswind landing can be used:

• Sideslip: In the sideslip condition, the airplane's longitudinal axis remains parallel to the
runway course, but the airplane no longer flies straight along its original track. Downwind
rudder combined with aileron applied into the wind. The upwind wheels touchdown before
downwind wheels.
• Crab: Proper rudder and upwind aileron. On very slippery runways the crab may be main-
tained to touchdown, reducing the drift toward the downwind when touchdown.
• De-Crab: On final approach the crab is accomplished, just prior to touchdown while flaring,
downwind rudder is applied to align the airplane with the runway centerline simultaneously
with aileron control (to keep wings level) into the wind. Both main landing gear touchdown
simultaneously.
• Crab and Sideslip: The crab method is applied until the touchdown. When the upwind
wheels touchdown, a slight increase in downwind rudder simultaneously with aileron aligns
Date: 05/06/2012 Revision 01 Pg. 4-98

the airplane with the runway centerline while keep the wing level. This combined method
may be used during strong crosswind.
4.25.2 Flaring Too High
Flaring the aircraft too high above the runway has the greatest potential for a tail strike and resulting damage.
When the flare is started too high above the runway, airspeed will decrease below VAP causing the PF to
compensate. When placed in this situation, the tendency is to continue to increase pitch in an effort to arrest
the excessive sink rate. The correct action to take is to immediately lower the pitch attitude and fly the aircraft
to the runway before the airspeed dissipates any further. While the touchdown will be firm, taking this
corrective action will prevent a tail strike. Remember, executing a go-around is always an option.
4.25.3 Bouncing at Touchdown
Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate.
For a low bounce:
— Maintain pitch attitude and complete the landing while keeping the thrust at idle.
For a high bounce:
— Maintain pitch attitude and initiate a go-around
— Do not try to avoid a second touchdown during the go-around. Should the aircraft touchdown, the
impact will be soft enough to prevent damage to the aircraft provided pitch attitude is maintained.
— When safely established in the go-around and no risk of further touchdown exists, follow normal go-
around procedures.
CAUTION - A landing should not be attempted immediately after a high bounce. Never push
foward control column
-GA Pitch
-Set Power
-Flaps, When speeds above VGA.
4.25.4 Nosewheel & Rudder Inputs after Touchdown
Nosewheel - If the nosewheel is not promptly lowered to the runway, braking and steering capability are
significantly degraded.
Rudder control is effective to approximately 70 knots. Nosewheel steering is sufficient for maintaining
directional control during the roll out.
Date: 05/06/2012 Revision 01 Pg. 4-99

4.26 GO-AROUND
FLIGHT EVENTS PM PF
INITIAL GO AROUND PHASE • DO • ANNOUNCE

FLAPS 15........................SET & “GO AROUND, SET POWER, FLAPS”
CHECK
• DO
• ANNOUNCE GO AROUND P/B........... DEPRESS
“FLAPS 15, POWER SET” PLs.................................. ADVANCE
TO THE
• DO RAMP
TQ ............................. CHECK GA PITCH....................... ROTATE TO
PLs ............................. ADJUST IF GA PITCH
NECESSARY
WHEN POSITIVE RATE ESTAB- • ANNOUNCE • ORDER

LISHED “POSITIVE RATE” “GEAR UP”
“SET HDG SEL / IAS VGA*”
NO LIGHT ON LDG GEAR PANEL • DO
LANDING GEAR .............SELECT UP *LNAV CAN BE ENGAGED AT THIS
YAW DAMPER ................ENGAGE STAGE AND ABOVE VMINOPS
TAKE OFF & TAXI LT......OFF
ICP: SPEED AUTO .........SET/ CHECK
FGCP: HEADING SEL ....SET
FGCP: IAS ......................CHECK
• ANNOUNCE
“GEAR UP”

“ACCELERATION ALTITUDE” • DO
PLs.................................. RETARD TO
THE NOTCH
• ORDER
“CLIMB PROCEDURE”
• DO
PL IN THE NOTCH .........CHECK
PWR MGT.......................SET
CLIMB NP .......................CHECK
82% BLEEDS..................CHECK ON
SPEED BUG ...................CHECK
170KT FMA MODE .........ANNOUNCE • DO
FMA ................................ CHECK
CONTINUE WITH CLIMB PROCEDURE AND AFTER TAKE OFF C/L
4.26.1 EXPANDED PROCEDURES
SPEED TARGET VGA ..................................................................................................................... CHECK

Check speed target to VGA / AUTO mode
Date: 05/06/2012 Revision 01 Pg. 4-100

4.27 After Landing

General: These flows and checklist are used to configure the aircraft for taxi to the gate.
Who: Initiated by the Captain, read and accomplished silently by the First Officer, who verbalizes
When: After the aircraft has cleared the active runway the FO will perform the after landing procedures
and checklist.
Both pilots are required to have Airport Diagrams open and available for reference during taxi.
Date: 05/06/2012 Revision 01 Pg. 4-101

4.27.1 After Landing Procedures
RUNWAY VACATED • REQUEST • DO

“AFTER LANDING C/L” START TIME................... 1 min
cool down
in GI
LANDING LIGHT &
STROBES....................... OFF
FLAPS 0 ......................... SET &
........................................ CHECK
GUST LOCK ................... ENGAGE
FLIGHT CONTROLS ...... CHECK
LOCKED
RADAR ........................... STBY
TCAS .............................. STBY
TRANSPONDER ............ 2000
TRIMS............................. RESET
DE ICING........................ SET OFF
ANTI ICING..................... SET OFF
PROBES HEATING ........ SET OFF
WINDHIELD HEATING... maintain on
ON THE LAST FLIGHT OF THE DAY • ORDER • DO

“ATPCS TEST” ATPCS DYNAMIC TEST PERFORM
CAUTION: DO NOT • ANNOUNCE

PERFORM WHILE “ATPCS TEST COMPLETED”
TAXIING
AFTER 1 MINUTE IN GROUND IDLE • ORDER • DO

“ CL1, FEATHER THEN SHUT OFF” CL1 ................................. FEATHER,
WAIT 20 SECONDS IN FEATHER FUEL S/O
BEFORE SHUT-OFF FOR LAST ACW BTC ....................... CHECK
FLIGHT OF THE DAY (FOR OIL MAIN- CLOSED
TENANCE CHECK). • DO
HYDRAULIC
PRESSURE .................... CHECK
• ANNOUNCE
“HYDRAULIC PRESSURE CHECKED”
WHEN ENGINE • ANNOUNCE

1 IS SHUT DOWN AFTER LANDING C/L TO BE READ
SILENTLY Refer to NORMAL C/L
• ANNOUNCE
“PROCEDURES COMPLETED”
Date: 05/06/2012 Revision 01 Pg. 4-102

4.27.2 After Landing Checklist
FIRST OFFICER (SILENT)
RADAR STBY
FLIGHT CONTROLS LOCKED
FLAPS ZERO
TRIMS RESET
LANDING LIGHTS / STROBES OFF
ANTI-/DE- ICING OFF
AFTER AT LEAST ONE MINUTE
CL 1 FTR THEN FUEL SO
ATPCS TEST (Last flight of the day) ............................................................................................PERFORM

Do not perform ENG TEST while taxiing as ACW is temporary lost and, subsequently, both
main HYD pumps are temporarily lost as well.
ATPCS TEST (dynamic test: once a day)..................................................................................... Refer QRH
After at least one minute :
FO - CL1 .......................................................................................................................FTR THEN FUEL SO
Prior to ENG FTR, select HYD SD page, to check HYD pressure for Normal brake efficiency
Keep running at least one minute at GI power before shutting down to assist in reducing
residual heat build up in the engine nacelle.
After the last flight of the day,maintain feather position for 20 seconds before selecting
FUEL SO to allow oil level check by maintenance.
If possible, park the aircraft with wind relative to the nose at 10 o’clock, to minimize
noise and exhaust gas inconvenience when in hotel mode.
Date: 05/06/2012 Revision 01 Pg. 4-103

Marshaller in sight (last turn):

FO - HYD SYST PRESS ............................................................................................... CHECK 3x 3000 psi
Engage PROP BRK only when NP STABILISED
If PROP BRK is used, insure that propeller area is clear and protected
Date: 05/06/2012 Revision 01 Pg. 4-104

4.28 Parking
General: These flows and checklist are required to ensure the aircraft engines can be safely shutdown and
that the Crew can perform their required post-flight duties. Thrust levers MUST be at ground idle
for engine shutdown.
Who: Initiated by the Captain; read by the First Officer
When: Parked at the gate
4.28.1 Parking Procedures
MARSHALLER IN SIGHT • REQUEST • DO

“TAXI & TO LIGHTS OFF” TAXI & TO LIGHTS......... SET OFF
ON PARKING STAND • DO
PARKING BRAKE ...........SET
CL2 .................................SET TO
FEATHER
NP BELOW
20% STABLE ..................CHECK
READY LIGHT ................CHECK
PROP BRAKE.................SET ON PROP 2 STOPPED ........ CHECK
• ANNOUNCE
“PROPELLER STOPPED”
BEACON .........................SET OFF
TAIL PROP • DO
INSTALLED.....................CONFIRM TRANSPONDER ............ SET STBY
SEAT BELT .....................SET OFF
ONLY
DURING
CHECKLIST
WHEN GPU AVAILABLE • DO

DC EXT PWR P/B...........DEPRESS
CL2 ................................FUEL SHUT

OFF
NWS................................OFF
PROCEDURE COMPLETED • REQUEST • READ

“PARKING C/L” PARKING C/L
Refer to NORMAL C/L
• ANNOUNCE
Date: 05/06/2012 Revision 01 Pg. 4-105

FIRST OFFICER
PARKING CAPTAIN ANNOUNCE OBS
ANNOUNCE
PARKING BRAKE ON
TAXI & T.O. LIGHTS OFF
CL 2 FEATHER CHECKED
BEACON OFF
XPDR STBY
TAIL PROP INSTALLED
SEAT BELTS OFF ONLY DURING CHECKLIST
4.29 Leaving
General: This checklist ensures that the aircraft is properly secured during RONs or other extended periods
on the ground.
Who: Initiated by the Captain, read and accomplished by the First Officer who verbalizes
“PROCEDURE COMPLETE.”
When: When the aircraft is ready to be secured.
ALL PAPER- WORK COMPLETED • REQUEST • DO

“LEAVING THE AIRCRAFT C/L” O2 SUPPLY .................... SET OFF
ICE AND RAIN
PROTECTION ................ CHECK OFF
EXT LIGHTS................... AS RQD
RADAR ........................... SET OFF
CL2 ................................ CHECK
FUEL SO
FUEL PUMPS................. SET OFF
EMER EXIT LT ............... DISARM
CDLS .............................. SET OFF
CDLS FAULT LT ............. CHECK ON
EXT PWR ....................... OFF
BATTERY ....................... SET OFF
• READ
“LEAVING THE AIRCRAFT C/L”
Refer to NORMAL C/L
• ANNOUNCE
Date: 05/06/2012 Revision 01 Pg. 4-106

4.29.1 Leaving Aircraft Checklist
FIRST OFFICER ANNOUNCE
OXYGEN MAIN SUPLY OFF
ICE & RAIN PROTECTION OFF
EXT LIGHTS OFF
EMER EXIT LIGHT DISARM
RADAR OFF
CL 2 FUEL SO
FUEL PUMPS 1+2 OFF
CDLS OFF
EXT PWR OFF
BAT OFF
4.29.1.1 Expanded Procedures
STICK PUSHER / SHAKER TEST (once a day)

— Release gust lock
— Push control column in nose down position
— Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES
— Depress and maintain PTT
— Monitor stall cricket and stick shaker.
— After ten seconds, monitor:
CHAN 1 and CHAN2 illuminate green on LH maintenance panel.
STICK PUSHER lights illuminate green on both pilots FMA.
Stick pusher actuator operates.
— Select WARN rotary selector to NORM FLT
— Reengage the gust lock
ATPCS TEST (dynamic test: once a day) (autofeather and uptrim while engines running)
Conditions: -- PL 1 + 2 in GI -- CL 1 + 2 in AUTO.
— ATPCS P/B depressed in, OFF light extinguished
— PWR MGT on TO position
Check the following results on EWD:
— Turn the ATPCS knob to the left to the arm position and check
— ARM light .................................................................................................................... ILLUMINATES
— TQ INDICATION ................................. ............................................................................ INCREASE
— NP & NH INDICATION ...................... ........................................................................... DECREASE
— Turn the ATPCS knob to ENG 1 position and check :
— ENG 2 UPTRIM LIGHT ...................... ...................................................................... ILLUMINATES
— TQ 2 .................................................. ......................................................................... NO CHANGE
— NP, NH................................................ .......................................................... INCREASE SLIGHTLY
— TQ 1 needles indication...................... ................................................... DECREASE BELOW 18 %
— After 2.15 s : associated propeller is automatically feathered
Date: 05/06/2012 Revision 01 Pg. 4-107

— ARM light .................................................................................................................EXTINGUISHED

— PROP 1 AUTO FTR LABEL ............................................................................................ DISPLAYS
— Turn the ATPCS knob to the right to the arm position and check :
— ARM light .................................................................................................................... ILLUMINATES
— TQ INDICATION ............................................................................................................. INCREASE
— NP & NH INDICATION ................................................................................................... DECREASE
— Turn the ATPCS knob to ENG 2 position and check :
— ENG 1 UPTRIM LIGHT .............................................................................................. ILLUMINATES
— TQ 1 ............................................................................................................................. NO CHANGE
— NP, NH........................................................................................................... INCREASE SLIGHTLY
— TQ 2 needles indication...........................................................................DECREASE BELOW 18 %
— After 2.15 s : associated propeller is automatically feathered
— ARM light ................................................................................................................EXTINGUISHED
— PROP 2 AUTO FTR LABEL ............................................................................................. DISPLAYS
Do not perform ATPCS TEST while taxiing as ACW is temporarily lost and consequently, both
main hyd pumps are temporarlily lost as well.
If ENG TESTmust be repeated, wait 10 minutes before setting ATPCS selector in ENG
position in order not to damage feathering pumps. (Winding heating).
Date: 05/06/2012 Revision 01 Pg. 4-108

Chapter 5 - Emergency & Abnormal Procedures
Chapter 5: Emergency & Abnormal Procedures

5.1 Introduction ...................................................................................................................................................... 5-3
5.1.1 Task sharing .......................................................................................................................................... 5-3
5.1.2 In-flight engine management ................................................................................................................. 5-4
5.1.3 Priorities management ........................................................................................................................... 5-4
5.1.4 Flight path management ........................................................................................................................ 5-4
5.1.5 Task sharing policy ................................................................................................................................ 5-4
5.1.6 Cockpit philosophy................................................................................................................................. 5-4
5.2.1 Standard communication ....................................................................................................................... 5-6
5.4 How to find the correct checklist ...................................................................................................................... 5-8
5.4.1 Use of the checklist................................................................................................................................ 5-9
5.4.2 The read and do and crosscheck procedure ....................................................................................... 5-10
5.4.3 Preconditions ....................................................................................................................................... 5-10
5.4.4 Memory Items ...................................................................................................................................... 5-11
5.4.5 Check System(analysis of failure)........................................................................................................ 5-11
5.4.6 Reset Policy ......................................................................................................................................... 5-11
5.4.7 Circuit breaker policy ........................................................................................................................... 5-12
5.4.8 Checklist priority and sequence of events ........................................................................................... 5-12
5.4.9 Checklist priority for L2B2 .................................................................................................................... 5-12
5.4.10 Checklist reading ............................................................................................................................... 5-14
5.4.11 System failure treatment - example ................................................................................................... 5-15
5.4.12 Sum up / Decision / Information......................................................................................................... 5-17
5.4.13 Aircraft configuration management .................................................................................................... 5-19
5.5 Rejected Takeoff............................................................................................................................................ 5-19
5.5.1 General ................................................................................................................................................ 5-19
5.5.2 Decision Management ......................................................................................................................... 5-19
5.6 Engine fire before V1 and emergency evacuation (1/3) ................................................................................ 5-20
5.7 Engine fire after V1 ........................................................................................................................................ 5-24
5.7.1 Engine fire after V1 .............................................................................................................................. 5-26
5.8 Engine flame out after V1 ............................................................................................................................. 5-29
5.8.1 Engine flame out after V1 (1/4) ............................................................................................................ 5-29
5.9 Single engine operation (1/3)......................................................................................................................... 5-36
5.9.1 Single engine operation (2/3)............................................................................................................... 5-37
5.9.2 Single engine operation (3/3)............................................................................................................... 5-38
5.10 Single Engine Go-around (1/2) .................................................................................................................... 5-39
5.10.1 Single engine go around (2/2 )........................................................................................................... 5-40
5.11 Emergency Descent .................................................................................................................................... 5-42
5.11.1 Emergency descent (2/2)................................................................................................................... 5-43
Date: 05/06/2012 Revision 01 Pg. 5-1

Date: 05/06/2012 Revision 01 Pg. 5-2

5.0 Emergency & Abnormal Procedures
5.1 Introduction
5.1.1 Task sharing
The organization of general task sharing follows the principles stated below. The pilot actually flying keeps
his role throughout the emergency procedure. Radio communications can be transferred from PM to PF
while performing Emer/Abnorm Checklist.
Cockpit organization
Left seat Right seat
Task Pilot in charge

Decision making Captain

CAP & FO take turns for PF & PM

Pilot in charge
Task
PM PF
Flying/aircraft config 
Navigate 
Mechanical / Checklists 
Communicate  

5.1.2 In-flight engine management
PF manages power levers or asks for setting, when necessary.

PM manages condition levers.
5.1.3 Priorities management
Task sharing, whoever is in charge of a function, follows a strict priority of application:

• Fly the aircraft
• Navigate the aircraft
• Understand the problem before acting
• Assess risk and time pressure
• Match response strategy to simulation requirements
• Plan for contingencies
• Consider implications before decision
• Manage workload
• Create shared problem model by communications
5.1.4 Flight path management
Captain may decide to change Pilot Flying, (in case of TCAS procedure for instance) and announce “MY
CONTROLS” or “YOUR CONTROLS”.
PF may decide to transfer flight controls to PM in certain circumstances (elevator control jammed for
instance), in that case PF will announce “YOUR CONTROLS” and check control transfer. PM will announce
“MY CONTROLS”.
5.1.5 Task sharing policy
On ground
Captain is PF for any action, except engine start which is performed by FO.
In flight
Following emergency or abnormal events, PF assesses the situation and then suggest a decision, validated
by Captain.
5.1.6 Cockpit philosophy
To achieve aircraft systems monitoring, the information of any failure or abnormal / emergency situation has
to be clearly notified to the crew. To reach this goal, ATR’s philosophy is based on two main principles:
5.1.6.1 Dark cockpit philosophy
In normal operation, all lights, except blue or green lights for transient phases, are extinguished.
No light = normal operation
Remember lights philosophy:

Dark (no light) ...normal operation
Amber ............................... caution
Red ..............................emergency
White .....................System is OFF
BLUE status (switched temporary ON by crew)

Green backup (switched temporary ON by system)
5.1.6.2 Detection sequence
In case of system failure, information is provided to the crew:
1 - CREW INFORMATION
+ CRC
(Continuous
repetitive chime) 2 - SYSTEM IDENTIFICATION
or EWD
+ SC
(Single chime)
P0 CALL 3 - ISOLATION
LOCAL ALERT
“MASTER WARNING / CAUTION”
P0 CALL
“XXX ON EWD” P0 CALL
“XXX (system) FAULT”
Automatic check lists be available on the L2B2.

5.2 Emergency and abnormal situations
3.1. Emergency situation definition
ICAO definition:
“A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.”
Such a situation is encountered when aircraft safety is directly concerned. It includes emergency
manoeuvers, fires, smokes, and needs immediate assistance.
It’s generally triggered by Master Warning + Continuous Repetitive Chime + red label on EWD, and refer to
an emergency C/L (red).
Example: Engine fire, smoke…
3.2. Abnormal situation definition
ICAO definition:
“A condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight,
but which does not require immediate assistance.”
Such a situation is encountered when aircraft safety is not directly concerned. It includes system failures or
unusual events.
It’s generally triggered by Master Caution + Single Chime + amber label on EWD, and refer to Following
failure C/L (amber). PF may delay crew actions or C/L, if necessary.
Example: Engine flame out.
5.2.1 Standard communication
Distress (Emergency) message Urgency (Abnormal) message
(a) MAYDAY; MAYDAY; MAYDAY; (a) PAN PAN; PAN PAN; PAN PAN;
(b) Name of the station addressed (when appropriate and time

and circumstances permitting);
(c) Callsign;
(d) Type of aircraft;
(e) Nature of the emergency
(f) Intention of the pilot-in-command;

5.3 Azul Documentation

FCOM
Provide detailed information about malfunctions: ALERT-PROCEDURE-COMMENTS

Once the procedure is complete, if needed and depending on workload, it can be used in flight.
Used in flight
QRH
Quick Reference Handbook provides checklist presenting only procedures

5.4 How to find the correct checklist

The procedures in the QRH are classified in three parts: “Emergency”, “following failures” and “normal
procedures”.
RED COVER: “EMERGENCY”
Listed in this section are all distress situations and emergency procedures (generally linked to a RED
ALARM).
An illuminated EWD label and local alert(s) show the origin of the failure to the crew. Read the table of
contents and select the appropriate heading for the given warning.
AMBER COVER: “FOLLOWING FAILURES”
In this section you will find the urgency situations and all the abnormal malfunctions linked either to
AMBER or RED ALARMS.
An illuminated EWD label shows the crew either the origin of the failure ELEC SYS GEN or an abnormal
configuration LDG GEAR NOT DN
• The crew must refer to the relevant C/L:
ELEC FCOM
2.05.04
The EWD label and the displayed SD page inform the crew of the C/L to be applied
ACW GEN1 FAULT C/L is the Checklist to be called.

5.4.1 Use of the checklist
Confirmation
Before reading the checklist the crew will confirm it is the appropriate one:
PM PF
When available, PF requests 
the appropriate C/L
• ANNOUNCE
“DC GEN FAULT CHECKLIST”
PM shows C/L title to PF
• ANNOUNCE
“DC GEN FAULT CHECKLIST?”
• CHECK AND ANNOUNCE
“CONFIRM”
After completion of C/L
• ANNOUNCE
“DC GEN FAULT CHECKLIST COMPLETED”

5.4.2 The read and do and crosscheck procedure
Aircraft in flight
PM reads out the item loudly and performs the required action AFTER PF confirmation.
PM PF
PM Reading the C/L
• READ AND ANNOUNCE

“DC GEN AFFECTED ....OFF”
PM points out the DC GEN PB • CHECK AND ANNOUNCE
• ANNOUNCE
“DC GEN 1?”
“CONFIRM”
After PF confirmation, PM depresses DC GEN
1 PB
• ANNOUNCE
“OFF”
Aircraft on ground
Aircraft is stopped and parking brake set. CAPTAIN performs the required actions as stated in the
emergency procedure. FIRST OFFICER reads the checklist and controls CAPTAIN actions. No crosscheck
procedure needed.
5.4.3 Preconditions
A black square highlights a precondition: PM will announce “YES OR NO?” at the end of the item to help
PF’s decision.
A black dot highlights when an action has to be applied.
When an item refers to another checklist, read all items of present C/L before
performing the other one.
Date: 05/06/2012 Revision 01 Pg.5-10

5.4.4 Memory Items
It is a flow of actions known by heart that has to be performed by the crew (see checklist above).
Memory items are boxed inside the checklist and have to be read back when the relevant checklist is
performed.
As soon as the flight path is controlled, and after confirmation of the failure or the emergency/abnormal
situation, PF orders “XXX MEMORY ITEMS”
Except for engine flame out, which requires immediate check or action before reaching acceleration altitude.
In this case, the memory items will be initiated by PM without any PF call out.
Memory items must be followed by QRH. The procedures in the SOP referred of QRH are only for
illustration.
For an engine flame out at take off, PM will perform the first part of memory items without PF order:
•uptrim
•autofeather
•bleed fault lit (according to the situation)
PM PF
After confirmation of the event:
• ANNOUNCE
“XXX MEMORY ITEMS”
Act and crosscheck by memory Act and crosscheck by memory
After completion of all items
• ANNOUNCE
“XXX MEMORY ITEMS COMPLETE”
• ANNOUNCE
“XXX CHECKLIST”
After confirmation of title, start to read back boxed
items and then perform checklist
5.4.5 Check System(analysis of failure)
Four checks must be undertaken for failure confirmation. They are triggered by PF, and made by PM:
• Control: system command in a logical position? Reset?
• Supply: supply source(s) available?
• Circuit breakers: C/B pop out?
• Lighting: LED failure
5.4.6 Reset Policy
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 push button OFF for 3 seconds and then ON.
Exceptions: LEAKS, LO LEVEL, EEC, PEC, BUS.
Date: 05/06/2012 Revision 01 Pg.5-11

5.4.7 Circuit breaker policy
In flight, a pilot should re-engage a tripped circuit breaker only if it is judged necessary for the safe
continuation of the flight. In such case, only one re-engagement should be attempted and then recorded in
maintenance logbook.
On the ground, a pilot may re-engage a tripped circuit breaker provided the action is coordinated with the
maintenance team.
5.4.8 Checklist priority and sequence of events
While performing a failure procedure, the crew will respect the following checklist priority:
• EMERGENCY
• NORMAL
• ABNORMAL
5.4.9 Checklist priority for L2B2
While performing a failure procedure, the crew will follow checklist priority below:
Date: 05/06/2012 Revision 01 Pg.5-12

Sequence:
FLIGHT EVENTS PM PF
MASTER PM checks the master warning or caution
WARNING is flashing, and the displayed labed on
or FWS window on the EWD.
MASTER 
CAUTION • ANNOUNCE
+EWD “MASTER XXXX, XXXX ON EWD”
+ORAL
SD PAGE + • ANNOUNCE
LOCAL ALERT Cancels by pressing warning or caution “CHECK”
ILLUMINATED push button, then checks local alert if
lighted and SD page, and:
• ANNOUNCE
“XXXX FAULT (OR NAME OF EVENT)”
PF acknowledges identification of
failure
and, when available:
• REQUEST
“CHECK SYSTEM”
PM analyzes failure (See 5.4.5)
• ANNOUNCE
“SYSTEM CHECKED, XXXX FAILURE
CONFIRMED” (OR NOT)
• ANNOUNCE
“XXXX CHECKLIST”
Date: 05/06/2012 Revision 01 Pg.5-13

5.4.10 Checklist reading
The checklist reading is triggered by PF, and never before the acceleration altitude has been reached. PM
must read and execute each item under PF cross-check. Associated notes must be read aloud for complete
understanding.
On the ground, in emergency situation, CAPTAIN performs actions without request “CONFIRM?” Before
acting, but under FIRST OFFICER monitoring.
When a C/L refers to another one, the first C/L is complete only when the second C/L is done.
When the first checklist is completed, PM clears the EWD by pressing CLR PB (after check of
each EWD labels).
i.e.: 1) When ENG FIRE C/L is complete, then

2) EWD analyzed and cleared, then
3) SINGLE ENG OPERATION C/L.
C/L is read by PM in flight and by FIRST OFFICER on the ground.
Date: 05/06/2012 Revision 01 Pg.5-14

5.4.11 System failure treatment - example
Flight Events PM PF
MC + SC • ANNOUNCE AND DO
+ DC GEN ON EWD “MASTER CAUTION, DC GEN ON EWD”
+ DC GEN 2 FAULT MASTER
(LOCAL ALERT) CAUTION PB ................. DEPRESS
AFTER ASSOCIATED • ANNOUNCE • ANNOUNCE

PANEL CHECK “DC GEN 2 FAULT”
“CHECK
• DO • ORDER
DC GEN PB.................... CHECK
DEPRESSED IN “CHECK SYSTEM”
ENGINE 2 NH ................ CHECK ABOVE
61.5% CIRCUIT
BREAKER ...................... CHECK
LIGHTING ...................... TEST
(PERFORM ANN LIGHT IF NECESSARY)
• ANNOUNCE
“SYSTEM CHECKED”
IF NO ABNORMAL • DO AND ANNOUNCE • ORDER

CONDITION IS DC GEN 2.......... POINTED AT WITH FINGER “RESET DC GEN 2”
NOTED DURING “DC GEN 2?”
SYSTEM CHECK • DO AND ANSWER
ITEM POINTED
AT BY FO ....................... CHECK
“CONFIRM”
• DO AND ANNOUNCE
DC GEN 2. ..................... OFF (for 3 seconds)
“OFF”
DC GEN 2. ..................... ON
“ON”
IF FAULT ON DC GEN • ANNOUNCE

2 PB REAPPEARS “DC GEN 2 FAILURE CONFIRMED”
• ORDER
“DC GEN FAULT CHECKLIST, RADIO
• DO AND ANNOUNCE MY SIDE”
DC GEN FAULT
C/L TITLE ....................... POINTED AT
WITH FINGER
“DC GEN FAULT CHECKLIST?”
C/L TITLE POINTED
AT BY FO ....................... CHECK
“CONFIRM”
Date: 05/06/2012 Revision 01 Pg.5-15

Flight Events PM PF
PM READS C/L WITH • READ, DO AND ANNOUNCE • DO AND ANWSER

PF CROSSCHECK “DC GEN AFFECTED OFF”
DC GEN 2 ...................... POINTED AT

WITH FINGER ITEM POINTED
“DC GEN 2?” AT BY FO ....................... CHECK
“CONFIRM”
• DO AND ANNOUNCE
DC GEN 2 ...................... OFF
“OFF"
• ANNOUNCE • ANSWER
“TAXI ON BOTH ENGINES”
“CHECK”
• ANNOUNCE
“IF OAT EXCEEDS ISA+25, YES OR NO?”
• ANSWER
“YES”
• ANNOUNCE
“MAXIMUM FLIGHT LEVEL 200”
• ANSWER
“CHECK”
• ANNOUNCE
“CHECKLIST COMPLETE”
Note: announce C/L title in case of secondary

associated C/L • DO AND ANNOUNCE
AMBER LABEL
ON EWD......................... CHECK
“WE HAVE ELEC DC GEN ON EWD

DC GEN 2 OFF, CLEAR EWD”
• DO AND ANNOUNCE
CLR PB............................DEPRESSED
“EWD CLEARED”
WHEN AVAILABLE, PF • ANNOUNCE • ANNOUNCE

ASSESSES “READY FOR ASSESSMENT?”
SITUATION •
“GO AHEAD”
• ANNOUNCE
TECHNICAL: “WE HAVE A DC GEN 2
FAILURE.
BTC CLOSED, ALL SYSTEMS ARE
AVAILABLE, OPERATIONAL: NO
PERFORMANCE IMPACT, DESTINA-
TION AIRPORT IS ACCESSIBLE.”
COMMERCIAL: NO CONSE-
QUENCE*
Date: 05/06/2012 Revision 01 Pg.5-16

Flight Events PM PF
PF SUGGESTS A • ANNOUNCE
DECISION TO “I SUGGEST WE CONTINUE TO
CAPTAIN DESTINATION, AND WRITE IT
DOWN IN MAINTENANCE LOG.
NOBODY NEEDS TO BE INFORMED,
EXCEPT COMPANY, DO YOU
AGREE”
CAPTAIN
• ANNOUNCE
“I AGREE”
*Note: Technical assessment can be simplified depending on the number of systems

concerned: consider only affected system(s).
Use all SD pages to sum up the situation.
5.4.12 Sum up / Decision / Information
Sum up
Once the checklist is completed, PF sums up situation by taking into account the three following aspects: 
T-O-C
• Technical assessment: consider consequences of a failure on systems (fuel, electricity, hydraulic, air
conditioning) (helped by pressing RCL push button).
• Operational assessment: consider the possibility to land at destination or at alternate depending on
failure type (i.e.: degraded anti-icing system and icing conditions reported at destination).
• Commercial assessment: consider passengers or crew casualties (e.g.: depressurization) and also in
case of diversion, capacity to bring back passengers to destination airport (train, bus...), in accordance
with operator policy.
Decision
After performing the assessment, PF is able to suggest a decision, validated by Captain.
CREW MUST ASSESS BEFORE MAKING A DECISION
Information
PF and PM plan together the consequences of failure(s) encountered.
Then PM informs, if necessary: – ATC
– Flight attendant
– Passengers
– Airline flight operations (CCO)
Date: 05/06/2012 Revision 01 Pg.5-17

5.4.12.1 Emergency Cockpit / Cabin Signal
In the event of an emergency, the Flight Crew will notify the cabin by pressing ATTND CALLS 5 TIMES,. This
signals an emergency that requires immediate communication with the Cabin Crew. The Lider Flight
Attendant will immediately contact the Captain for instructions and, if directed, may be required to proceed to
the Flight Deck for instructions.
The briefing for the Lider Flight Attendant should include information regarding the emergency, in a format
using the acronym, T.E.S.T.
T Type of Emergency (i.e. ditching, gear-up landing, hydraulic failure, etc.)

E Evacuation; A statement of whether or not preparation for an evacuation is required or likely to be
needed.
S Signal; Define the signals to be used during the emergency (i.e. Brace for Impact). Review the use
of the “Echo Victor” sequence and the aircraft’s evacuation signal equipment.
T Time; The amount of time remaining until the landing, ditching or evacuation.
Captain should ask for acknowledge from Cabin Crew
There is an emergency buttom on cabin interphone in case of an emergency call, Flight

Attendants will press Emer button once on the cabin interphone. Pilots should answer
as soon as possible.
Date: 05/06/2012 Revision 01 Pg.5-18

5.4.13 Aircraft configuration management
Aircraft configuration: Normal versus Single engine operation
Normal procedure Single engine procedure

• Glide Slope alive: Flaps 15 • Glide Slope alive: Flaps 15
ILS • 1 dot: Gear down • Glide Slope Star: Gear down
• ½ dot: Flaps 30 • Established in descent: Flaps 30
• 2 Nm before FAP/FAF: • 4 Nm / 2 min. before FAP/FAF:

Flaps 15
Non Precision Flaps 15 + Gear down
Approach • 1 Nm before FAP/FAF: Gear down
• FAP/FAF: Flaps 30
• Established in descent: Flaps 30
• Flaps 15 • Flaps 15: Refer to ILS or NPA

+ Gear down: Refer to ILS or NPA sequence sequence
Circle to Land • Read “Before landing C/L“ • End of Downwind: Gear down
• ABEAN THR Flaps 30 • Read “Before landing C/L“
• Aligned on final RWY: Flaps 30
5.5 Rejected Takeoff
5.5.1 General
Only the Captain will make the decision to reject a takeoff, and will execute the reject. When the Captain calls
“Reject”, the Captain immediately assumes PF duties and the First Officer assumes the PM duties,
regardless of who was performing those roles previously. (In this case, no additional callout of “My controls”
is made.)
5.5.2 Decision Management
5.5.2.1 Below 70 knots
Seventy knots separates the low and high speed regimes and is based on the inhibit logic of the ATR 72-600
Crew Alerting System. Rejected takeoffs in the low speed regime may be completed with relative ease. The
Captain should reject at these speeds for any CAS message that can’t be quickly judged as unworthy of a
reject. When in doubt, a reject should be initiated below 70 knots.
NOTE: Check if PL stayed in GI after rejected
5.5.2.2 Above 70 knots and below V1
Rejecting a takeoff at these speeds is a more serious matter, particularly on slippery runways. Very few
situations should lead to the decision to reject the takeoff. The main ones are:
— Fire or severe damage indications
— Sudden loss of engine thrust.
— Compressor stalls
— Additional malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely.
5.5.2.3 Above V1
The V1 call takes precedence over any other callout during takeoff. This ensures that the takeoff will be
continued regardless of any non-normal condition. Rejecting a takeoff above V1 may be extremely
hazardous to the aircraft.
Date: 05/06/2012 Revision 01 Pg.5-19

5.6 Engine fire before V1 and emergency evacuation (1/3)
FLIGHT CAPTAIN FIRST OFFICER

EVENTS
READY FOR • DO
TAKE OFF
LANDING LIGHTS.......... ON
• ANNOUNCE
“ V1 XXX KT”
NW STEERING .............. HANDLE • DO

BRAKES ......................... RELEASE CONTROL WHEELHOLD INTO WIND FMA
PLs ................................. SET IN CHECK
THE NOTCH ATPCS ARM ...................CHECK
FMA ................................ CHECK ENG PARAMETERS.......CHECK
TO INHIB.........................CHECK
• ANNOUNCE
• ANNOUNCE
“70 KT”
AT 70KT ON FO
PFD
• DO
SPEED ........................... CROSS
CHECK
NOSE WHEEL
STEERING ..................... RELEASE
• ANNOUNCE
Date: 05/06/2012 Revision 01 Pg.5-20

FLIGHT EVENTS PM PF
“MY CONTROL”

ENGINE FIRE • ANNOUNCE LOUDLY • ANNOUNCE
“ENGINE FIRE”
•
“REJECT” • DO
MW + CRC ..................... CANCEL
• DO
CONTROL WHEEL ........ HOLD INTO
PL 1 + 2...........................GI/ WIND
REVERSE ATC................................. NOTIFY
AS RQD
BRAKES .........................APPLY • BROADCAST (ON VHF 1)
FULLY “ AZUL XXX PARANDO”
AIRCRAFT STOPPED • DO
PARKING BRAKE ................... SET
• ANNOUNCE (ON PUBLIC
ADDRESS)
“ATENÇÃO AGUARDEM • DO
INSTRUÇÕES” CAPTAIN ACTIONS ....... MONITOR
• ANNOUNCE AND DO
“ENGINE 1(2) FIRE ON GROUND TIMING ........................... START
MEMORY ITEMS”
PL 1+2.............................CHECK GI
PARKING BRAKE ...........CHECK SET
CL 1+2 ............................FTR THEN
FUEL SO
FIRE HANDLE
(AFFECTED)...................PULL
AGENT 1
(AFFECTED)...................DISCHARGE
TIMING ...........................START
• IF FIRE AFTER FURTHER 30
SECONDS
AGENT 2
(AFFECTED)...................DISCHARGE
• ANNOUNCE AND
REQUEST
“MEMORY ITEMS COMPLETED
ENGINE 1(2) OR SEVERE MECHANI-
CAL DAMAGE ON GROUND C/L”
Date: 05/06/2012 Revision 01 Pg.5-21


C/L ON CAPTAIN REQUEST • ANNOUNCE AND READ
“ENGINE 1(2) OR SEVERE
MECHANICAL DAMAGE ON
GROUND C/L”
PL 1 +2 .......................... GI
• When aircraft stopped

PARKING BRAKE........... ENGAGE
CL 1 +2 ........................... FTR THEN
FUEL SO
FIRE HANDLE
illuminated....................... PULL
• If fire
FIRST AGENT
affected side ................... DISCH
TIMING ........................... START
• If fire after further 30 sec-

onds
SECOND AGENT 2 ........ DISCH
FIRE NOT • ANNOUNCE “EVACUATION REQUIRED? YES OR

EXTINGUISHED “YES” NOT?”
• If evacuation required
ON GROUND EMER
EVACUATION
procedure........................ APPLY
“ENGINE 1(2) OR SEVERE

MECHANICAL DAMAGE ON
GROUND C/L COMPLETED”
Date: 05/06/2012 Revision 01 Pg.5-22


EVACUATION • ANNOUNCE AND
REQUIRED REQUEST
• READ AND DO
“EMER EVACUATION C/L”
“EMER EVACUATION C/L”
AIRCRAFT/PARKING
BRAKE............................ STOP/
ENGAGE
AUTO PRESS................. DUMP
ATC (VHF) ...................... NOTIFY
CL 1+2 ............................ FTR THEN
FSO
MINI CAB LIGHT ............ ON
CABIN CREW (PA)......... NOTIFY
FIRE HANDLES 1+2 ...... PULL
AGENTS ......................... AS RQD
ENG START ROTARY
SELECTOR .................... OFF/START
ABORT FUEL
PUMPS 1+2.................... OFF
EVACUATION (PA .......... INITIATE
• ANNOUNCE
“WE EVACUATE”
THEN ON PUBLIC ADDRESS:
• Before leaving aircraft
“ECHO VICTOR, ECHO VICTOR”
BAT ................................. OFF
• DO AND ANNOUNCE
BATTERY TOGGLE SWITCH OFF
“BATTERY OFF” “EMER EVACUATION C/L COM-

PLETED”
Date: 05/06/2012 Revision 01 Pg.5-23

5.7 Engine fire after V1

READY FOR TAKE • ANNOUNCE • DO
OFF “V1 XXX KT” CONTROL WHEEL ........ HOLD
INTO WIND
• DO FMA ................................ CHECK
BRAKES ......................... RELEASED “ATPCS ARM.................. CHECK
PL1+2 ............................. SET TO THE NOTCH ENG PARAMETERS ...... CHECK
FMA ................................ ANNOUNCE TO INHIB ........................ CHECK
CHECK
ATPCS ........................... ARMED
POWER .......................... SET
REACHING 70KT • ANNOUNCE
READ ON IESI ON “70 KT”
FO PFD • ANNOUNCE AND DO
CHECK (on CAPTAIN ASI)
NOSE WHEEL
• ANNOUNCE
“YOUR CONTROLS”
FLIGHT EVENTS PM PF
FLIGHT • ANNOUNCE
CONTROL “ MY CONTROLS”
TRANSFER
REACHING V1 • ANNOUNCE AND DO
“V1”
PL (CAPTAIN)................. RELEASE
REACHING VR • ANNOUNCE • DO
“ROTATE” ROTATION...................... PERFORM
ROTATE TO 7° AND FOLLOW THE FD BARS

POSITIVE RATE • ANNOUNCE
“POSITIVE RATE”
• ORDER
• DO “GEAR UP”
LDG GEAR ..................... SELECT UP
YAW DAMPER................ ENGAGE
TAKE OFF & TAXI LT ..... OFF
ICP: SPEED AUTO......... SET/ CHECK
FGCP: IAS ...................... SET
MW+CRC+ EWD • ANNOUNCE AND DO
“ENGINE X FIRE”
FIRE • ANNOUNCE
ON THE EWD THE ENGINE ON FIRE WOULD
1(2) BE INDICATED “CHECK”
ENG X FIRE MASTER

WARNING PB................. DEPRESS
+ FIRE HANDLE
ILLUMINATED
Date: 05/06/2012 Revision 01 Pg.5-24

IN CASE OF HIGH PUBLISHED ACCELERATION ALTITUDE. CAPTAIN MAY DECIDE TO START MEMORY ITEMS
BEFORE REACHING IT BUT NEVER BEFORE 400 FT AGL
NO LIGHT ON LDG • ANNOUNCE
GEAR PANEL “GEAR UP, NO LIGHTS”
RE ACHING • ANNOUNCE • ORDER
ACCELERATION “ACCELERATION ALTITUDE” “ SET MCT”
ALTITUDE
• DO AND ANNOUNCE • ANNOUNCE
NOTE: MINI 400 FT PWR MGT ...................... MCT “CHECK”
OR HIGHER IF “ MCT SET”
REQUESTED “VFTO SET”
FLIGHT EVENTS PM PF
ON REACHING • ANNOUNCE • ORDER
VFTO “VFTO” “SET IAS”
• DO AND ANNOUNCE
FGCP: IAS ...................... SET
“IAS SET” • ANNOUNCE

“CHECK”
• ORDER
“NORMAL CONDITIONS, FLAPS 0”
OR
“ICING CONDITIONS, REMAIN FLAPS 15”
• DO
FLAPS LEVER................ SET AS RQD
FLAPS ACCORDING • ANNOUNCE
TO ATMOSPHERIC
CONDITIONS IN NORMAL CONDITIONS
When Flaps at 0/15 “FLAPS 0”
on flaps indicator
IN ICING CONDITIONS
“FLAPS 15”
Date: 05/06/2012 Revision 01 Pg.5-25

5.7.1 Engine fire after V1
FLIGHT EVENTS PM PF
WHEN FLIGHT • ORDER
PATH “ENGINE 1(2) FIRE AT TAKE OFF
STABILIZED • ANNOUNCE
MEMORY ITEMS”
“GEAR UP”
• ANNOUNCE
“CHECK”
• DO AND ANNOUNCE
• ANNOUNCE PL 1 OR 2 ....................... POINT AT
PL POINTED AT BY PF ..CHECK “PL 1 (OR 2)”
“CONFIRM”
• DO AND ANNOUNCE
• DO AND ANNOUNCE PL 1 (or 2)....................... RETARD
CL 1 (or 2) .......................POINT AT GENTLY TO FI
“CL 1 (OR 2)” “FLIGHT IDLE”
• DO AND ANNOUNCE • ANNOUNCE
CL1 (or 2) ........................FEATHER CL POINTED BY PM ...... CHECK
THEN FUEL SO “CONFIRM”
“FEATHER THEN FUEL SHUT-OFF”
NOTE: DO ALL ACTIONS STEP BY

STEP. LEAVE THE CL FOR 1 SECOND
IN FEATHER POSITION BEFORE
SETTING IT TO FUEL SHUT OFF.
• DO AND ANNOUNCE
FIRE HANDLE 1 (or 2)....POINT AT
“FIRE HANDLE 1 (OR 2)” • DO AND ANNOUNCE
FIRE HANDLE POINTED BY PM
FIRE HANDLE 1 (or 2)....PULL CHECK
“PULLED” “CONFIRM”
TIMING............................START
PN/PM WILL ANNOUNCE “FIRE STOPPED” AS SOON AS THE RED WARNINGS ON EWD AND FIRE
HANDLE EXTINGUISH. IF FIRE HAS STOPPED PROCEDE TO C/L
10 SECONDS • DO AND ANNOUNCE
AFTER AGENT 1.........................POINT AT
FIRE HANDLE “10 SECONDS”
WAS “AGENT 1 “ • DO AND ANNOUNCE
PULLED
AGENT P/B POINTED
FIRE
AT BY PM ....................... CHECK
PERSISTING
“CONFIRM”
AGENT 1 P/B ..................DEPRESS
WHEN 1ST • ANNOUNCE AND DO
AGENT “D ISCHARGED”
AMBER • ANNOUNCE
DISCHARGE TIMING FOR 30”.............START “RADIO MY SIDE”
LIGHT
DISPLAYED • BROADCAST
“MAYDAY, MAYDAY, MAYDAY, (CALL
SIGN), ENGINE FIRE, I WILL CALL
YOU BACK”
Date: 05/06/2012 Revision 01 Pg.5-26

IF FIRE PERSIST • DO AND ANNOUNCE

AFTER 30” AGENT 2 P/B ..................POINT AT
• DO AND ANNOUNCE
“30 SECONDS”
“AGENT 2” AGENT P/B POINTED AT
BY PM............................. CHECK
“CONFIRM”
AGENT 2 P/B ..................DEPRESS
FLIGHT EVENTS PM PF
WHEN 2ND • ANNOUNCE • REQUEST AND RESPOND
AGENT “DISCHARGED” “ENGINE 1 (2) FIRE AT TAKE OFF C/
AMBER “MEMORY ITEMS COMPLETED” L”
DISCHARGE
LIGHT
DISPLAYED
PM READS C/L • DO AND ANNOUNCE
C/L TITLE IN QRH ..........POINT AT &
• ANNOUNCE
• DO AND ANNOUNCE
“ENG 1 (2) FIRE AT TAKE OFF C/L”
C/L POINTED AT............ CHECK
• READ, CHECK AND “CONFIRM”
ANNOUNCE
• When airborne
LDG GEAR......................UP
• When above 400 FT AGL

POWER MGT..................MCT
PL affected side ..............FI
CL affected side ..............FTR THEN
FUEL SO
FIRE HANDLE
illuminated ......................PULL
• After 10 seconds
FIRST AGENT
affected side....................DISCH
• If fire after further 30seconds

SECOND AGENT ...........DISCH
LAND ASAP
SINGLE ENG OPERATION
procedure ........................APPLY
“ENG 1(2) FIRE AT TAKE OFF C/L
COMPLETED”
WHEN C/L • DO AND ANNOUNCE
COMPLETED EWD DISPLAY, SD PAGES,
LOCAL ALERTS ............. X CHECK
• DO AND ANNOUNCE “CLEAR EWD”
CLR P/B ..........................DEPRESS
“EWD CLEARED”
“AFTER TAKE OFF C/L”
• READ
AFTER TAKE OFF C/L
REFER TO NORMAL C/L
Date: 05/06/2012 Revision 01 Pg.5-27

AN ENGINE FIRE AT TAKE-OFF
Date: 05/06/2012
ENG FIRE AT T/O C/L
VFTO SPEED
FLAPS REMAIN 15º

5.7.1.1 An Engine Fire at Take Off
PUBLISHED
ACCELERATION ICING
ALTITUDE CONDITIONS
SET MCT
IF TURN
SAME PROCEDURE
BANK MAX BETWEEN
CONTINUE MEMORY ITEMS

0 AND 15º
ION
Revision 01
RAT
AC CELE
NORMAL
CONDITIONS
VFTO SPEED
FLAPS 0º
AP IS SET AT DISCRETION
POSITIVE CLIMB WHEN THE AIRCRAFT IS
V1 VR PROPERLY TRIMMED
GEAR UP
TAXI TO LIGHT OFF
ENGINE FIRE
Pg.5-28
5.8 Engine flame out after V1

READY FOR • ANNOUNCE • DO
TAKE OFF “V1 XXX KT” CONTROL WHEEL.........HOLD INTO
WIND
• DO FMA.................................CHECK
BRAKES ......................... RELEASED “ATPCS ARM ..................CHECK
PL1+2 ............................. SET TO THE ENG PARAMETERS ....... CHECK
NOTCH TO INHIB.........................CHECK
FMA ................................ ANNOUNCE
• CHECK
ATPCS ...........................ARMED
POWER........................... SET
REACHING 70KT • ANNOUNCE
READ ON IESI “70 KT”
ON • ANNOUNCE AND DO
FO PFD “CHECK” (on CAPTAIN ASI)
NOSE WHEEL
• ANNOUNCE
“YOUR CONTROLS”
5.8.1 Engine flame out after V1 (1/4)
FLIGHT EVENTS PM PF
FLIGHT • ANNOUNCE
CONTROL “ MY CONTROLS
TRANSFER
REACHING V1 • ANNOUNCE AND DO
“V1”
CAPTAIN
• DO
PL.......................................................RELEASE
REACHING VR • ANNOUNCE • DO
“ROTATE” ROTATION ..................... PERFORM
ROTATE TO 7° AND FOLLOW THE FD
BARS
ENGINE FLAME FIRST CREW MEMBER WHO DETECTS FAILURE ANNOUNCES LOUDLY
OUT
“ENGINE FLAME OUT”
DETECTION CLUES
PF: DISSYMMETRIC FLIGHT
PM: ENGINE PARAMETERS DECREASING
THE OTHER CREW MEMBER ACKNOWLEDGES

“CHECK”
Date: 05/06/2012 Revision 01 Pg.5-29

POSITIVE RATE • ANNOUNCE • ORDER

“POSITIVE RATE” “GEAR UP”
• DO
LDG GEAR ..................... SELECT UP
YAW DAMPER................ ENGAGE
TAKE OFF & TAXI LT ..... OFF
ICP: SPEED AUTO......... SET/ CHECK
FGCP: IAS ...................... SET
FLIGHT EVENTS PM PF
MEMORY ITEMS • DO AND ANNOUNCE
TRIGGERED AT
GEAR RETRACTION UPTRIM ON EWD.......... CHECK
ON LIVE ENGINE AUTOFEATHER ............. CHECK
UP TRIM
ON FLAMED OUT “ENG 2 (OR1) UPTRIM”
ENGINE ENG 1 (OR 2) AUTO FEATHER (TWO)
AUTO FTR • ANNOUNCE
BLEED FAULT LIT”
“CHECK”
IF NO UPTRIM, PF ORDERS CORRECTIVE ACTIONS BEFORE ACCELERATION ALTITUDE
NO LIGHT ON LDG • ANNOUNCE
GEAR PANEL “GEAR UP, NO LIGHTS”
REACHING • ANNOUNCE
ACCELERATION “ACCELERATION ALTITUDE”
ALTITUDE • ORDER
NOTE: MINI 400 FT “SET ALT”
OR • DO AND ANNOUNCE
HIGHER IF • ANNOUNCE
FGCP:ALT ...................... SET
REQUESTED “ALT GREEN” “CHECK”
• DO AND ANNOUNCE
“VFTO SET”
• ANNOUNCE
“CHECK”
VFTO “VFTO” “SET MCT”
“SET IAS”
• DO AND ANNOUCE
PWR MGT ...................... MCT
FGCP: IAS...................... SET
“MCT SET” • ANNOUNCE
“IAS GREEN” “CHECK”
• DO • ORDER
FLAPS LEVER ............... SET AS RQD “NORMAL CONDITIONS, FLAPS 0”
OR
“ICING CONDITIONS, REMAIN
FLAPS 15”
Date: 05/06/2012 Revision 01 Pg.5-30

FLAPS ACCORDING • ANNOUNCE

TO ATMOSPHERIC IN NORMAL CONDITIONS
CONDITIONS “FLAPS 0”
IN ICING CONDITIONS
WHEN FLAPS AT 0/ “FLAPS 15”
15 ON FLAPS
INDICATOR
Date: 05/06/2012 Revision 01 Pg.5-31

FLIGHT EVENTS PM PF
WHEN  • ORDER
FLIGHT PATH “ENGINE FLAME OUT AT TAKE OFF
STABILIZED MEMORY ITEMS”
• DO AND ANNOUNCE
PL 1 (or 2)....................... POINT AT
• DO AND ANNOUNCE
“PL 1 (OR 2)?”
PL POINTED AT
BY PF..............................CHECK PL 1 (or 2)....................... RETARD
“CONFIRM” GENTLY
TO FI
• DO AND ANNOUNCE
CL 1 (or 2) .........................POINT AT “FLIGHT IDLE”
“CL 1 (OR 2)”
• DO AND ANNOUNCE
CL POINTED BY PM ...... CHECK
• DO AND ANNOUNCE
“CONFIRM”
CL1 (or 2) ........................FEATHER
THEN FUEL
SO
“FEATHER THEN FUEL SHUT-OFF”
NOTE: DO ALL ACTIONS STEP BY

STEP. LEAVE THE CL FOR 1 SECOND
IN FEATHER POSITION BEFORE
SETTING IT TO FUEL SHUT OFF.
• ANNOUNCE
“BLEED LIVE ENGINE OFF IF NECES-
SARY, YES OR NOT?”
• ANNOUNCE
ACCORDING TO PERFORMANCE
• ANNOUNCE “BLEED OFF” “ BLEED ON”
“MEMORY ITEMS COMPLETED”
• REQUEST
“ENGINE FLAME OUT AT TAKE OFF
C/L”
“RADIO MY SIDE”
• BROADCAST
“PAN PAN, PAN PAN, PAN PAN,
(CALL SIGN), ENGINE FLAME OUT, I
WILL CALL YOU BACK”
Date: 05/06/2012 Revision 01 Pg.5-32

PM READS C/L • DO AND ANNOUNCE

C/L TITLE IN QRH ..........POINT AT
“ENG FLAME OUT AT TAKE OFF C/L”

• DO AND ANNOUNCE
CL POINTED AT BY PM CHECK
“CONFIRM”
• READ, CHECK AND

ANNOUNCE
UPTRIM ..........................CHECK
• if no uptrim
PL 1+2.............................ADVANCE TO
RAMP
AUTOFEATHER..............CHECK
BLEEDS
and PACKS
FAULT lights ....................CHECK LIT
• Above 400ft AGL

PL affected side ..............FI
CL affected side ..............FTR THEN
FUEL SO
BLEED engine alive ........OFF if
necessary
Date: 05/06/2012 Revision 01 Pg.5-33

FLIGHT EVENTS PM PF
DAMAGE • ANNOUNCE
SUSPECTED "IF DAMAGE SUSPECTED, YES OR
• ANSWER
NOT?”
“YES”
• DO AND ANNOUNCE
FIRE HANDLE 1 (or 2)....POINT AT
“FIRE HANDLE 1 (OR 2)?”
• DO AND ANNOUNCE
FIRE HANDLE 1 (or 2)....PULL
“PULLED”
• ANNOUNCE
• ANNOUNCE “CONFIRM”
PROCEDURE .................APPLY
• ANNOUNCE
“ENG FLAME OUT AT TAKE OFF C/L
COMPLETED”
IF NO DAMAGE • ANNOUNCE
SUSPECTED “IF DAMAGE SUSPECTED, YES OR
• ANSWER
NOT?”
“NO”
• If no damage suspected
ENG RESTART IN FLIGHT
• If unsuccessful
• ANNOUNCE
“ENG FLAME OUT AT TAKE OFF C/L
COMPLETED”
WHEN C/L • DO AND ANNOUNCE
COMPLETED EWD DISPLAY, SD PAGES,
LOCAL ALERTS ............. X CHECK
• DO AND ANNOUNCE “CLEAR EWD”
CLR P/B ..........................DEPRESS
“EWD CLEARED”
“AFTER TAKE OFF C/L”
• READ
AFTER TAKE OFF C/L
REFER TO NORMAL C/L
CONTINUE WITH SINGLE ENG OPERATION C/L AND SUM UP
Date: 05/06/2012 Revision 01 Pg.5-34

Date: 05/06/2012
DURING AN ENGINE FLAME OUT AT TAKE-OFF
ENGINE OPERATION AT RTO THRUST IS LIMITED TO 10 MIN
VFTO SPEED ENGINE FLAME OUT

SET MCT AT TAKE-OFF C/L
SET IAS
MAINTAIN FLAPS 15º
SET ALT ICING CONDITIONS
PUBLISHED
ACCELERATION
ALTITUDE
ENGINE FLAME OUT CONTINUE MEMORY ITEMS

ACCELERATION
Revision 01
- AUTOMATIC UP TRIM OF
THE REMAINING ENGINE D 400 FT MIN
EE
- 2.15 sec AFTER, SP )
NG A XI
AUTOMATIC FEATHERING TI M NORMAL CONDITIONS
IS 0
OF THE FAILED ENGINE N
EX 2+1
V
TAI I -
N IN VFTO SPEED
- BLEED FAULT LIT AI M

M 2
(V
SET MCT
SET IAS
SET FLAPS 0º
POSITIVE CLIMB
V1 VR GEAR UP
YAW DAMPER ON
TAXI LIGHTS OFF
ROTATE TO PITCH = 7º
Pg.5-35
5.9 Single engine operation (1/3)
FLIGHT EVENTS PM PF
PM READS C/L • DO • REQUEST
SINGLE ENG OPERATION “SINGLE ENGINE OPERATION C/L”
C/L TITLE........................POINT AT
• READ, DO AND ANNOUNCE

“SINGLE ENGINE OPERATION C/L” • DO AND ANNOUNCE
C/L POINTED AT............ CHECK
“LAND ASAP” “CONFIRM”
“PWR MGT: TO IF NECESSARY THEN
MCT”
“ENG BOOST (IF INSTALLED): ON”

“FUEL PUMP AFFECTED SIDE: OFF”
FUEL PUMP 1 (or 2) .......POINT AT
“FUEL PUMP 1 (OR 2)?” • DO AND ANNOUNCE
FUEL PUMP 1 (or 2) .......SET OFF FUEL PUMP POINTED ATCHECK
“OFF” “CONFIRM”

“DC GEN AFFECTED SIDE: OFF”
DC GEN 1 (or 2)..............POINT AT
“DC GEN 1 (OR 2)?” • DO AND ANNOUNCE
DC GEN 1 (or 2)..............SET OFF DC GEN POINTED AT..CHECK

“ACW GEN AFFECTED SIDE: OFF”
ACW GEN 1 (or 2) ................POINT AT
“ACW GEN 1 (OR 2)?” • DO AND ANNOUNCE
ACW GEN
ACW GEN 1 (or 2) .................SET OFF POINTED AT .................. CHECK

“PACK AFFECTED SIDE: OFF”
PACK 1 (or 2) ......................POINT AT
“PACK 1 (OR 2)?”
PACK 1 (or 2) .......................SET OFF • DO AND ANNOUNCE
“OFF” PACK POINTED AT ........ CHECK
“CONFIRM”
“BLEED AFFECTED SIDE: OFF”
BLEED 1 (or 2) ....................POINT AT

“BLEED 1 (OR 2)?”
• DO AND ANNOUNCE
BLEED 1 (or 2) .....................SET OFF BLEED POINTED AT...... CHECK
Date: 05/06/2012 Revision 01 Pg.5-36

5.9.1 Single engine operation (2/3)
FLIGHT EVENTS PM PF
“APM: OFF”
• DO AND ANNOUNCE
APM ................................POINT AT
“APM” APM POINTED AT.......... CHECK
APM ................................SET OFF “CONFIRM”
“OFF”

TCAS TA ONLY...............SET
“TCAS: TA ONLY”

“OIL PRESSURE ON FAILED ENGINE:
MONITOR”
NOTE: REFER TO QRH PAGES (4.61)
AND (4.62) TO DETERMINE SINGLE
ENGINE GROSS CEILING
NOTE: IN ICING CONDITIONS, FLAPS

15 WILL BE SELECTED TO IMPROVE
DRIFT DOWN PERFORMANCES AND
SINGLE ENGINE CEILING.

“IS FUEL CROSS FEED REQUIRED,
YES OR NOT?” *
* NOTE: THE AVIONICS SYSTEMS IN • DO AND ANNOUNCE

CASE OF EXCESSIVE FUEL FUEL UNBALANCE........ CHECK *
UNBALANCE WILL TRIGGER “NO”
CAUTIONS TO THE CREW.
WHEN P • READ, DO AND ANNOUNCE
REPARING FOR “MAX APPROACH SLOPE FOR STEEP
APPROACH OR APPROACH: 5.5°”
AT CAPTAIN
DISCRETION • READ, DO AND ANNOUNCE
“BLEED NOT AFFECTED: OFF”
BLEED 2 (or 1)................POINT AT

“BLEED 2 (OR 1)?” • DO AND ANNOUNCE
BLEED C/L
BLEED 2 (or 1)................SET OFF POINTED AT .................. CHECK

“CL LIVE ENGINE: 100% OVRD”
CL 2 (or 1) .......................POINT AT
“CL 2 (OR 1)?”
• DO AND ANNOUNCE
CL POINTED AT............. CHECK
CL 2 (or 1) .......................SET 100% “CONFIRM”
OVRD
“100% OVRD”
Date: 05/06/2012 Revision 01 Pg.5-37

5.9.2 Single engine operation (3/3)
FLIGHT EVENTS PM PF
“APPROACH SPEED NOT LESS THAN
1.1 VMCA”
READ ALL NOTES AND COMPUTE

APPROACH SPEED
• ANNOUNCE
“SINGLE ENGINE OPERATION C/L
COMPLETED”
“RADIO YOUR SIDE”

“RADIO MY SIDE”
PF SUMS UP • DO
SITUATION BROWSE SD PAGES
• DO
SUM UP (Press RECALL)
SUGGESTION INFORMATION DECISION (Final decision CAPTAIN)
INFORMATION
Date: 05/06/2012 Revision 01 Pg.5-38

5.10 Single Engine Go-around (1/2)
FLIGHT EVENTS PM PF
MINIMUM • ANNOUNCE
“MINIMUM”
DA OR MDA • ANNOUNCE AND DO
(RUNWAY OR “GO AROUND, SET POWER FLAPS”
APPROACH GA P/B ON PL ................ DEPRESS
LIGHTS NOT IN PL ................................... ADVANCE
SIGHT) OR TO RAMP
OTHER GA PITCH....................... ROTATE
UNEXPECTED TO 8°
EVENT CAVALRY CHARGE ....... CANCEL
• DO
FLAPS 15........................SELECT
TQ ...................................CHECK/
ADJUST
WHEN FLAPS AT
15° ON FLAPS • ANNOUNCE
INDICATOR “FLAPS 15, POWER SET”
POSITIVE RATE • ANNOUNCE
“POSITIVE RATE”
• ORDER
• DO “GEAR UP”
LANDING GEAR .............SELECT UP
• ORDER
TAKE OFF & TAXI LT......OFF “SET HDG SEL / IAS VGA”*
FGCP: HEADING SEL ....SET *LNAV CAN BE ENGAGED AT THIS
FGCP: IAS ......................SET STAGE
NO LIGHT ON • ANNOUNCE
LDG GEAR “GEAR UP”
PANEL
ACCELERATION • ANNOUNCE • ORDER
ALTITUDE “ACCELERATION ALTITUDE” “SET ALT”
NOTE: MINIMUM • DO AND ANNOUNCE

1000 FT AGL OR FGCP: ALT......................SET
HIGHER IF “ALT GREEN” • ANNOUNCE
REQUESTED “CHECK”
• DO AND ANNOUNCE
“VFTO SET”
• ANNOUNCE
“CHECK”
Date: 05/06/2012 Revision 01 Pg.5-39

5.10.1 Single engine go around (2/2 )
FLIGHT EVENTS PM PF
VFTO “VFTO” “SET MCT”
“SET IAS”
• DO AND ANNOUNCE
PWR MGT.......................MCT
FGCP: IAS ......................SET
“MCT SET”
“IAS GREEN”
• ANNOUNCE
“CHECK”
• ORDER
“NORMAL CONDITIONS, FLAPS 0”
• DO OR
FLAPS.............................AS RQRD
“ICING CONDITIONS, REMAIN
FLAPS 15”
FLAPS • ANNOUNCE
ACCORDING
TO IN NORMAL CONDITIONS
ATMOSPHERIC “FLAPS 0”
CONDITIONS
IN ICING CONDITIONS
“FLAPS 15”
Date: 05/06/2012 Revision 01 Pg.5-40

SINGLE ENGINE APPROACH AND GO-AROUND
Date: 05/06/2012
GO AROUND NORMAL CONDITIONS
FLAP 0 OR
ICING CONDITIONS
PRESS GO-AROUND PBs ON PLs
REMAIN FLAP 15º
ROTATE AND APPLY GA POWER &
SIMULTANOUSLY APPLY FORCE AND SET ALT
RUDDER PEDAL (LIVE ENGINE SIDE)
Pls IN NOTCH VFTO
SET MCT
WHEN CLIMB IS SET IAS/VFTO

ESTABLISHED AND
ACFT TRIMMED AP
MAY BE ENGAGED
ACC ALTITUDE (1000 FT min)

WHEN POSITIVE
CLIMB RETRACT
GEAR
ADJUST PITCH TO ACCELERATE

ABOVE VMINOPS
Revision 01
AFTER (HDG/IAS/SPEED AUTO)
COMMITTED TO LAND
20 ft
MAINTAIN FINAL VAPP
(BUT NOT LESS THAN VMCL) PL = FI
FLARE AS REQUIRED
AP DISCONNECT
RUDDER TRIM TO NEUTRAL
TOUCH DOWN
NOSE WHEEL DOWN

PL = GI
- LOW PITCH LIGHT ILLUMINATED REVERSE AS NECESSARY
BRAKES
Pg.5-41
5.11 Emergency Descent
FLIGHT EVENTS PM PF
CAPTAIN
• ORDER
“EMERGENCY DESCENT MEMORY ITEMS”
Autopilot remains engaged

ACCORDING TO • DO • DO
FLIGHT EVENT OR O2 MASKS ..................... WEAR* O2 MASKS ..................... WEAR*
MASTER WARNING GOOGLES GOOGLES
(IF NECESSARY) ........... WEAR (IF NECESSARY) .............. WEAR
CREW CREW
COMMUNICATION ......... ESTABLISH COMMUNICATION......... ESTABLISH
“CAPTAIN/COPILOT OXYGEN ON, RADIO “COPILOT/CAPTAIN OXYGEN ON, RADIO

YOUR SIDE” MY SIDE”
LOWER ALTITUDE ........ SET

FGCP: IAS...................... SET
HDG SEL........................ SET
HDG TURN BY 45.......... SET
O2 PAX SUPPLY ............ SET ON ACCORDING TO FLIGHT CONDITIONS
SEAT BELTS................... ON
XPDR.............................. EMER
• ANNOUNCE (ON PUBLIC PL ................................... FI

ADDRESS) CL ................................... 100% OVRD
“DESCIDA RÁPIDA, PERMANEÇAM SENTA-
DOS” • BROADCAST (ON VHF1)
“MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),
EMERGENCY DESCENT, CONFIRM
SAFETY ALTITUDE”
• DO
MORA/MEA .................... CHECK
ALT SEL.......................... MORA/MEA SET
• ANNOUNCE
“MEMORY ITEMS COMPLETED”
• REQUEST
“EMERGENCY DESCENT C/L”
• ANNOUNCE AND READ
“EMERGENCY DESCENT C/L” • DO
SPEED ........................... ADJUST
Refer to QRH 1.08 ACCORDING TO POTENTIAL STRUCTURAL

DAMAGE.
SET MAN SPEED ON ICP AND SELECT

SPEED.
HEADING ....................... ADJUST
ACCORDING TO FLIGHT PATH (AWY, ATC)
Date: 05/06/2012 Revision 01 Pg.5-42

*NOTE: BREATHING 100% OXYGEN FOR A LONG PERIOD MAY CAUSE UNDERSTANDING ALTERATIONS, SET
OXYGEN MASK TO NORMAL IN ABSENCE OF SMOKE.
AT OR BELOW • ANNOUNCE
FL100 “YOU CAN REMOVE OXYGEN MASK”
• DO
O2 MASK........................ REMOVE
• ANNOUNCE
“BREATHING NORMALLY”
• DO
• DO
OXYGEN MASK ............. REMOVE
OXYGEN HATCH ........... CLOSE
OXYGEN HATCH ........... CLOSE
OXYGEN TEST P/B ....... DEPRESS
OXYGEN TEST P/B DEPRESS
ENABLES NORMAL HEADSET USE
ENABLES NORMAL HEADSET USE
5.11.1 Emergency descent (2/2)
FLIGHT EVENTS PM PF
WHEN NORMAL
RATE OF DESCENT
ESTABLISHED*
CAPTAIN
• DO
FLIGHT ATTENDANT REPORT...REQUEST
ASSESMENT
DECISION
INFORMATION
*NOTE: UNPRESSURISED FLIGHT RATE OF DESCENT MUST BE USED.
Date: 05/06/2012 Revision 01 Pg.5-43

Date: 05/06/2012 Revision 01 Pg.5-44

Chapter 6 - Adicional Procedures
Chapter 6: Adicional Procedures

6.1 Push Back Operations ..................................................................................................................................... 6-3
6.1.1 Push-back with Tug ............................................................................................................................... 6-3
6.2 TAIL PROP use ............................................................................................................................................... 6-4
6.2.1 Before start ............................................................................................................................................ 6-4
6.2.2 Parking................................................................................................................................................... 6-4
Date: 05/06/2012 Revision 01 Pg. 6-1

Date: 05/06/2012 Revision 01 Pg. 6-2

6.0 Adicional Procedures
6.1 Push Back Operations
6.1.1 Push-back with Tug
• CAUTION: To avoid NAC OVHT triggering, the wind direction has to be taken into account for
the push back in hotel mode.
• Push back is done after ATC clearance.
• Ground staff remains connected to the aircraft by using conventional signs and / or headphones
with several persons according to airline policy. Parking brake released and steering OFF.
• Each crew member keeps his feet on the floor. NEVER USE BRAKES during push back (to
avoid toppling over and / or constraint on towing system). Wait for disconnection of the tow bar
by the ground staff before switching ON the steering
• Set nose wheel steering to ON. Caution: never set the hydraulic of the steering before the
deconnection of the tow bar.
• Specific phraseology is used:
FLIGHT EVENTS CAPTAIN GROUND STAFF

CLEARED TO • DO
PUSH BACK NOSE WHEEL
STEERING SWITCH ...... OFF
PARKING BRAKE........... OFF
• ANNOUNCE
“GROUND FROM COCKPIT, I CONFIRM
CLEAR TO PUSH, FACING NORTH (SOUTH, • ANNOUNCE
EAST, WEST), PARKING BRAKE IS “STARTING PUSH”
RELEASED, NOSE WHEEL STEERING IS
OFF”
WHEN PUSH BACK • DO • ANNOUNCE
COMPLETED PARKING BRAKE........... ON “COCKPIT FROM GROUND, PUSH BACK
COMPLETE, PARKING BRAKE ON”
TOW BAR • ANNOUNCE
DISCONNECTED “TOW BAR IS DISCONNECTED, YOU MAY
AND VISUALLY • DO
CONNECT NOSE WHEEL STEERING”
CONFIRMED BY NOSE WHEEL
CREW STEERING SWITCH ..... ON
• ANNOUNCE
“NOSE WHEEL STEERING IS ON, YOU CAN
DISCONNECT YOURSELF, GOOD BYE”
Date: 05/06/2012 Revision 01 Pg. 6-3

6.2 TAIL PROP use
6.2.1 Before start
Captain should coordinate and check with Azultec, TAIL PROP removed just after doors closed.
6.2.2 Parking
Captain should check TAIL PROP installed with Azultec before seatbelts SW OFF.
Date: 05/06/2012 Revision 01 Pg. 6-4

Chapter 7 - Abnormal Situations
Chapter 7: Abnormal Situations

7.1 Cold Weather and icing conditions operations ................................................................................................ 7-3
7.1.1 Systems Description .............................................................................................................................. 7-3
7.1.2 Electrical System ................................................................................................................................... 7-4
7.1.3 Pneumatic System ................................................................................................................................. 7-4
7.1.4 Aircraft Performance Monitoring (APM) ................................................................................................. 7-4
7.1.5 System Operation .................................................................................................................................. 7-5
7.1.5.1 Icing accretion monitoring .......................................................................................................... 7-5
7.1.5.2 Enhanced icing accretion monitoring with the APM .................................................................. 7-6
7.1.6 Flight profile in icing conditions .............................................................................................................. 7-6
7.1.6.1 Entering icing conditions ............................................................................................................ 7-7
7.1.6.2 At 1st visual indication of ice accretion and as long as icing conditions exists ......................... 7-8
7.1.6.3 End of ice accretion ................................................................................................................... 7-9
7.1.6.4 Leaving icing condition ............................................................................................................ 7-10
7.2 Severe Icing................................................................................................................................................... 7-11
7.2.1 Overview .............................................................................................................................................. 7-11
7.2.1.1 Super cooled large droplet ...................................................................................................... 7-11
7.2.1.2 Temperature Inversion ............................................................................................................ 7-11
7.2.1.3 Collision-coalescence process ................................................................................................ 7-12
7.2.2 Detection of SLD.................................................................................................................................. 7-13
7.2.2.1 Conditions conductive to SLD ................................................................................................. 7-13
7.2.2.2 Visual cues .............................................................................................................................. 7-13
7.2.3 Procedures........................................................................................................................................... 7-14
7.3 Procedures following APM alerts................................................................................................................... 7-16
7.3.1 Cruise speed low (QRH normal procedures) ....................................................................................... 7-16
7.3.2 Degraded Perf. (QRH following failures procedures)........................................................................... 7-16
7.3.3 Increase Speed (QRH following failures procedures).......................................................................... 7-16
7.4 Wake Turbulence........................................................................................................................................... 7-17
7.4.1 Take-off and landing ........................................................................................................................... 7-17
7.5 Windshear...................................................................................................................................................... 7-18
7.5.1 Description ........................................................................................................................................... 7-18
7.5.2 Procedures........................................................................................................................................... 7-18
7.5.2.1 Windshear recovery procedure at take-off .............................................................................. 7-18
7.5.2.2 Procedure during an approach ................................................................................................ 7-19
7.5.3 Comments............................................................................................................................................ 7-19
7.6 Unusual Attitude Recovery ............................................................................................................................ 7-19
7.6.1 Stall recovery ....................................................................................................................................... 7-19
7.6.2 Hazardous positions ............................................................................................................................ 7-19
7.6.2.1 Nose Up ................................................................................................................................... 7-20
7.6.2.2 Nose Down .............................................................................................................................. 7-20
7.7 Terrain Avoidance Warning ........................................................................................................................... 7-20
7.7.1 Background.......................................................................................................................................... 7-20
7.8 TCAS ............................................................................................................................................................. 7-23
7.8.1 Definition .............................................................................................................................................. 7-23
7.8.1.1 Traffic advisory ........................................................................................................................ 7-23
7.8.1.2 Resolution Advisory ................................................................................................................. 7-24
7.8.2 TCAS Procedures ................................................................................................................................ 7-25
7.8.2.1 Traffic Advisory (TA) ................................................................................................................ 7-25
7.8.2.2 Resolution Advisory (RA) ........................................................................................................ 7-26
7.8.2.3 When clear of conflict .............................................................................................................. 7-27
7.8.2.4 TCAS phraseology .................................................................................................................. 7-27
7.9 Crew member incapacitation ......................................................................................................................... 7-27
7.9.1 General ................................................................................................................................................ 7-27
Date: 05/06/2012 Revision 01 7-1

7.9.2 Recognition .......................................................................................................................................... 7-27

7.9.3 Action ................................................................................................................................................... 7-28
7.10 Rudder use .................................................................................................................................................. 7-28
7.10.1 General .............................................................................................................................................. 7-28
7.10.2 Rudder design functions .................................................................................................................... 7-29
Date: 05/06/2012 Revision 01 7-2

7.0 Abnormal Situations
7.1 Cold Weather and icing conditions operations
7.1.1 Systems Description
On a turboprop aircraft the ancillary Power available (bleed air and electrical power) is less than on a jet.
Consequently a permanent thermal protection is impracticable, in particular for the airframe. A solution
consists in installing a pneumatic de-icing system on the exposed critical parts (i.e airframe) complemented
by an electrical anti-icing protection for the parts on which a pneumatic de-icing device is not applicable, i.e
rotating components (such as propellers), windshields, probes. This philosophy is applied on all new
generation turboprop airplanes. On ATR aircraft, ice protection is generally provided by the system, as
illustrated on the figure below.
To review the specific system installed on your aircraft, refer to

your FCOM.
Pn eumatic Wing leading Horizontal tailplane

de-icing edges leading edge
Engine air
intakes
Gas path
de-icer
Ice evidence Electronic Ice

probe detec tor
Electrical
Windshield Probes Propellers Horns
anti-icing
Example of ATR 72-500 basic ice protection system
Date: 05/06/2012 Revision 01 Pg. 7-3

7.1.2 Electrical System
The electrical heating power is supplied by AC wild frequency power.

Permanent level
■ Probes and windshield (always selected ON),
Anti-icing
■ Side windows (heating for defogging only, not for
ice protection),
■ Flight control horns (ailerons, elevators, rudder),
■ Inner leading edge of propeller blades (outer part is
de-iced by centrifugal force only).
Propeller ice protection system combines electrical
heating of blades leading edge and centrifugal force.
Heating cycle duration have been optimized
according to OAT to decrease the adhesion strength
of the accreted ice. Ice is then shed by the
centrifugal effect. Eletrical ice protection sequence - Example of sequencing applicable to
ATR 72-500.
7.1.3 Pneumatic System
Pneumatic System (de-icing) supplying the de-icing

for the critical areas of the airframe:
■Wing and horizontal tailplane leading edges,
■Engine air intakes and engine gas paths¹.
The pneumatic boot de-icers are constituted by dual
chambers (chordwise chambers on the airframe)
which alternatively inflate. The de-icing cycle
duration has been determined by tests to provide
optimized de-icing performance according to the
outside air temperature. Two cycles are available: 1
mn for cool temperature and 3 mn for cold
temperature. On ATR-500 aircraft the cycles are Eletrical ice protection sequence - Example of sequencing applicable to
automatically set. ATR 72-500.
7.1.4 Aircraft Performance Monitoring (APM)
Some Aviation Investigation Authorities have recommended to all aircraft manufactures developing an
onboard detector to warn the crew when the aircraft is in severe icing conditions. Recent recommendations
also ask for the installation of low speed warning devices.
In response to the Authority recommendations, ATR has developed the Aircraft Performance Monitoring
(APM) to contribute to the safety of flight and to deal with severe icing conditions. This function is included
into the MPC (Multi Purpose Computer) and does not need additional sensors or any calculation of
atmospheric ice content. The APM calculates, during the flight, the airplane actual performance and
compares them with the expected ones. It also computes the actual minimum icing and severe icing speeds
for the given flight condition.
Date: 05/06/2012 Revision 01 Pg. 7-4

7.1.5 System Operation
7.1.5.1 Icing accretion monitoring
Ice accretion may be detected primarily by observing the Ice Evidence Probe (IEP). At night, the IEP is
automatically illuminated when NAV lights are turned ON. Ice accretion may also be detected on windshield,
airframe (leading edges), wipers, side windows and propeller spinners (visible from cockpit on ATR 42).
The IEP allows monitoring ice accretion mentioned above, an anti icing advisory system (AAS) is installed on
ATR aircraft.
It includes:
■ An electronic ice detector
■ Three lights in the cockpit on the central panel between the two pilots: ICING (amber), ICING AOA (green),
DE ICING (blue)
This system is not a primary system but has been designed to alert the crew to implement the corrent
procedures when flying in icing conditions (see Procedures). The electronic ice detector is located under the
left wing and alerts the crew as soon as and as long as ice accretion develops on the probe. Aural and visual
alerts are generated (Amber ICING light on the central panel and single chime).
ICING (amber – ice detector light)
ICING flashes amber when ice accretion is detected and horns anti-icing and/or airframe de-icing are not
selected ON (associated with a single chime if horns anti-icing and airframe de-icing are not selected ON).
The crew has forgotten to select both ice protection systems. Icing light is flashing until the airframe push-
button is selected ON. ICING illuminates steady amber when ice accretion id detected provided both horns
anti-icing and airframe de-icing are selected ON.
Note: To verify that the electronic ice detection is functioning properly, press the ice detector test push button.
ICING AOA (green – push button)
Illuminates green as soon as one of the horn anti-icing push buttons is selected ON, reminding the crew that
the stall warning AOA threshold is lower in icing conditions. The lower stall warning AOA threshold defined
for icing is active.
The ICING AOA green light can only be extinguished manually by depressing it, provided both horns anti-
icing buttons are selected OFF. This should be done after the pilots have confirmed that aircraft is clear of
ice. In this case the stall warning AOA threshold recovers the values defined for flight in normal conditions.
DE-ICING (blue)
Illuminates blue when the airframe deicing system is selected ON.
Flashes blue when the airframe de-icing system is still selected ON five minutes after the last ice accretion
detection.
Date: 05/06/2012 Revision 01 Pg. 7-5

7.1.5.2 Enhanced icing accretion monitoring with the APM
Icing drastically decreases the aircraft performance: an abnormal increase in drag can be due to ice
accre¬tion on the aerodynamical surfaces of the aircraft. Monitoring the aircraft performance is thus an
efficient means of ice detection, in addition to the common means detailed above.
The APM enables to compare the aircraft theoretical drag with the in-flight drag computed with the measured
parameters, and therefore to detect if an abnormal loss of aircraft performance occurs. The APM is activated
in icing conditions, i.e. when ICING AOA is illuminated, or if the airframe de-icing is activated, or if ice
accre¬tion has been detected, and aims at alerting the crew of a risk of severe icing conditions, through
three different levels of signal:
■ Cruise speed low
■ Degraded Performance
■ Increase speed
CRUISE SPEED LOW (blue)
The speed in cruise is monitored and if an abnormal increase in drag induces an abnormal speed decrease
of more than 10kts compared to the expected one. this message lights on.
DEGRADED PERF. (amber)
In cruise or in climb, if an abnormal drag increase induces a speed decrease or a loss of rate of climb, this
alert is triggered in association with a single chime and a master CAUTION on the attention getter. In cruise,
this occurs right after the CRUISE LOW SPEED.
INCREASE SPEED (amber)
In cruise, climb or descent, if the drag is abnormally high and that IAS is lower than the MSIS (Minimum
Severe Icing Speed equivalent to red bug + 10 kts). this message flashes in association with a single chime
and a master CAUTION on the attention getter. This occurs right after the DEGRADED PERF.
7.1.6 Flight profile in icing conditions
Date: 05/06/2012 Revision 01 Pg. 7-6

This diagram is a sum-up of the different procedures for flight in atmospheric icing conditions that can be
found in FCOM 2.02.08:
■ Entering icing conditions
■ At first visual indication of ice accretion and as long as icing conditions exist
■ Leaving icing conditions
■ When the aircraft is visually verified clear of ice
7.1.6.1 Entering icing conditions
Operations in atmospheric icing conditions require special care since accretion on airframe and propellers
significantly modify their aerodynamic characteristics. To avoid such problems, the crew must select “anti-
icing” level ON (level 2) as soon as aircraft reaches icing conditions.
Icing conditions definition:
■ Visible moisture
■ Temperature SAT ≤ 5ºC on ground or at take-off
TAT≤ 7ºC in flight
■ Visibility less than 1 Nm
By depressing one of both horns push buttons to the ON position, “ICING AOA” green light appears
automatically, alerting the crew that the stall threshold alarm has been decreased
■ In normal operations the stick shaker threshold is set at ~12º of angle of attack to prevent stall with flaps 0.
■ When ICING AOA light is ON, stick shaker threshold is reduce at ~7º
Date: 05/06/2012 Revision 01 Pg. 7-7

7.1.6.2 At 1st visual indication of ice accretion and as long as icing conditions exists
Ice accretion
Aircraft enters in ice accretion area, at first sign of ice
building up on any part of the airframe.
The Ice Evidence Probe and the Ice detector are two
supplementary devices to help the crew detecting such
situation:
■ Ice evidence probe (primary mean)
This component is located near the cockpit left side
window. When encountering ice accretion, ice builds
up on the leading edge of this probe allowing visual
detection. An integrated lighting controlled by the NAV
LIGHT switch has been included for night operations.
Some ATR 42 may not be equipped with an IEP. In this case, the propeller spinners are the primary mean of
detection.
■ Ice detector
The ice detector electronic sensor is located under left wing, and alerts the crew with a single chime, a master
caution and an icing amber light as soon as ice accretion is sensed. If ice accretion is detected with horns anti-
icing and/or airframe de-icing still OFF the icing light will flash until the crew select both anti-icing and de-icing
systems ON. The icing light remains steady ON as long as ice builds upon the aircraft.
Date: 05/06/2012 Revision 01 Pg. 7-8

7.1.6.3 End of ice accretion
In icing conditions, even if ice accretion stops, crew must maintain “anti-icing” and “deicing” ON (level 2 and
3) for many reasons:
■To anticipate further ice accretion areas
■To keep aircraft in the flight envelope (due to ice on airframe, aerodynamic characteristics could change).
CAUTION
Blue memo de-icing light will flash 5 minutes after the last detection
of ice accretion by the ice detector. This must be disregarded and
de-icing systems must remain ON until icing conditions are left.
Date: 05/06/2012 Revision 01 Pg. 7-9

7.1.6.4 Leaving icing condition
One can consider leaving icing conditions when:

■Total Air Temperature (TAT) is above 7 °C
And/Or
■ Aircraft is flying without visible moisture
When leaving icing conditions, crew selects anti-icing and de-icing systems OFF and continues flying with
“ICING AOA” light ON until aircraft is checked clear of ice.
- When the aircraft is visually verified clear of ice

As soon as normal conditions are recovered (temperature, visibility), airframe condition must be monitored. If
the Ice Evidence Probe (IEP) is checked clear of ice, this means that there is no more ice on the critical
airframe surfaces. (If the IEP is not installed, the propeller spinner shall be used as a visual mean.)
Thus depress ICING AOA light. When ICING AOA light is OFF, normal flight conditions are recovered and
normal operating speeds must be applied.
Date: 05/06/2012 Revision 01 Pg. 7-10

7.2 Severe Icing
7.2.1 Overview
Current certification standards for icing call for protection against ice accretions generated within a certain
icing envelope defined in the Appendix C of JAR/FAR25. Icing conditions in clouds were established as
being satisfactory standards for the design and the certification of airplane ice protection provisions.
However atmospheric icing conditions are highly variable and can exceed these standards. An aircraft
certified for flight into known icing conditions may transit into more severe icing conditions. Under these
conditions, the ice protection systems may not be able to adequately protect the aircraft.
The AIM 7-20 provides the following definition for the icing severity index: “Severe”. The rate of accumulation
is such that de-icing/anti-icing equipment fails to reduce or control the hazard. Immediate flight diversion is
necessary.”
The icing conditions are characterized by their median volumetric diameters of droplets, the liquid water
content, the outside air temperature and the time of exposure. Exceedance of one of these parameters may
lead to accumulation of ice either beyond the capacity of the ice protection systems or in locations not
normally prone to icing and not protected. In this case the ice protection provisions may no longer be
effective to provide safe operations and the flight crew may be required to promptly exit these conditions.
The current certification standards for icing refer to supercooled clouds having droplets of a median diameter
(MVD) between 15 and 50 microns. In this view icing conditions involving larger droplet diameter such as
Supercooled Large Droplets (SLD) may be considered as severe icing conditions.
7.2.1.1 Super cooled large droplet
Freezing rain and freezing drizzle are forms of SLD. These conditions are observed and forecast as surface
conditions. They are typically found below 10,000 feet AGL. However, SLD may exist at altitude and not be
detected on the surface. Pilots have reported SLD encounters up to 18,000 feet. Ice pellets on the surface
also frequently indicate the presence of SLD aloft, but SLD conditions at altitude may be completely
undetectable from the ground.
Two different atmospheric conditions result in the formation of freezing rain and freezing drizzle:
■ Temperature inversion
■ Collision-coalescence Process
7.2.1.2 Temperature Inversion
Ordinarily, temperatures decrease with altitude.

However, when there is a temperature inversion,
this is not the case.
A layer of cold air lies under a layer of warmer air.
Temperature inversions are most often
associated with warm fronts and stationary
fronts.
Freezing rain and occasionally freezing drizzle
can form when liquid water dropsfall from an area
of warm air through a layer of air that is at or
Date: 05/06/2012 Revision 01 Pg. 7-11

7.2.1.3 Collision-coalescence process
Freezing drizzle is more often formed via the collision-coalescence process, than
temperature inversion. Through condensation, some droplets within the clouds may
grow in diameter, begin to settle, and fall fast enough to collide with smaller, slower
moving droplets to coalesce and form bigger droplets. These droplets can be found
throughout the entire depth of the cloud. This process is more likely to occur when
the cloud temperatures are warmer than –15 °C. Supercooled Large Droplets (SLD)
can be 100 times larger than the droplets to be considered in the current certification
standards
Certification Standards
■ Droplets diameter from 5 to 135 microns

■ MVD from 15 to 50 microns
Supercooled Large Droplets
■ Droplets diameter from 5 to 2000 microns

■ MVD from 15 to 2000 microns
Droplet trajectory relative to the aircraft is governed by aerodynamic

forces acting on the droplet and its inertia. The opposite chart evidences
how small droplets, essentially following the streamlines will escape the
airfoil except close to the stagnation point, when the much heavier larger
droplets will tend to go straight, with a significantly extended accretion
coverage.
200 microns versus 40 microns:
■ Droplet aerodynamic drag x 25

■ Droplet inertia x 125
Large droplets will also tend to stream back before freezing, further
extending the coverage of the resulting ice accretion.
The extent of the ATR wing de-icing boots is such as it is unlikely to

accrete ice beyond the protection on the upper surface. Nevertheless
under these SLD conditions ice may accrete aft of the protected area on
the lower surface and the whole boots extent may be covered with
residual ice.
Case of severe icing conditions: the whole chordwise extent of the
boot is covered with ice.
Date: 05/06/2012 Revision 01 Pg. 7-12

7.2.2 Detection of SLD
7.2.2.1 Conditions conductive to SLD
The following weather conditions may be a sign of SLD encounters:

■ Visible water precipitation at temperatures close to 0 °C ambient air tempe rature (SAT)
■ Droplets that splash or splatter on impact on cockpit windows at temperatures close to 0 °C ambient air
temperature
7.2.2.2 Visual cues
SLD encounters have been experienced several times on ATR during either flight test campaigns or
commercial flights and the following visual cues were established:
■ Ice spots covering all or a substantial part of the unheated portion of either forward side windows, possibly
associated with water splashing and streaming on the windshields
■ Unexpected decrease in speed or rate of climb
The following may be used as secondary indications of SLD encounters:

■ Unusually extensive ice accretion on the airframe in areas not normally observed to collect ice,
■ Accumulation of ice on the propeller spinner farther aft than normally observed,
■ Accumulation of ice on the lower surface of the wing aft of the protected areas.
Date: 05/06/2012 Revision 01 Pg. 7-13

7.2.3 Procedures
In case of severe icing, the crew must apply the SEVERE ICING emergency procedure. Each step of this
procedure is explained below.
INCREASE RED BUG BY 10KTS
During a severe Ice exposure, the icing atmosphere can create conditions beyond the ability of the aircraft
system to withstand. Ice will be accreting faster than the deicing system can get rid of it. The airfoil shape will
be changed and the stall warning system may not activate before the wing stall. It is to avoid this
circumstance that an additional safety margin of 10kts is added. Remember to apply conservative
maneuvering speed any time needed (refer to FCOM 2.02.00 Operating speeds).
PWR MGT SET TO MCT
Severe Ice on the aircraft increases the drag enormously, max available power will be required. Set CL/PL at
100%/MCT.
As power equal NP multiplied by TQ, it is mandatory to set both CL/PL at their maximum continuous values.
FIRMLY HOLD CONTROL WHEEL AND DISENGAGE AP
The AP may mask tactile cues that indicate adverse changes in handling characteristics. Full aileron trim
may be required so if the AP does not disengage automatically because of the unusual trim requirement,
when disengaged manually expect strong control column forces to avoid an aircraft upset.
ESCAPE SEVERE ICING CONDITIONS
Always plan the escape route when first encountering any ice accretion, anticipate conditions deteriorating.
Severe Ice atmosphere is usually very localised, climb (if possible) or descend (if terrain clearance allows).
An increase of 1 °C may be sufficient for escape.
Change heading based on information provided by ATC.
Date: 05/06/2012 Revision 01 Pg. 7-14

NOTIFY ATC
■ If an unusual roll response or uncommanded roll control movement is observed.
This is standard ATR stall symptoms which require stall recovery by:
Pushing firmly on the control wheel
Setting flaps 15°
Both actions reduce the angle of attack.
■ If the flaps are extended, do not retract them until the airframe is clear of ice.
Accretions collected with flaps 15° were found to be further aft and more severe than flaps 0°. Indeed, in
flaps 15° configuration, the low angle of attack – especially close to VFE – increases the exposure of the
upper side to large droplet impingement.
After this exposure, retracting flaps from 15° to 0° would increase the angle of attack, and the airflow could
easily disrupt from the contaminated wing, resulting in a stall.
■ If the aircraft is not clear of ice, use flaps 15° for landing.
Ice contaminated tail stalls are almost always associated with flaps extension. Lowering the flaps increases
the wing downwash, and thereby greatly increases the horizontal stabilizer’s angle of attack.
Increasing tailplane angle of attack with ice on the tail can disrupt the airflow under the stabilizer and make
the elevator less effective. The elevator may oscillate without pilot input and cause an uncommanded pitch
change.
Date: 05/06/2012 Revision 01 Pg. 7-15

7.3 Procedures following APM alerts

The APM allows improved ice accretion monitoring.
Icing drastically decreases the aircraft performance: an abnormal increase in drag can be due to ice
accretion on the aerodynamical surfaces of the aircraft. Monitoring the aircraft performance is thus an
efficient means of ice detection, in addition to the common means detailed above.
The APM enables to compare the aircraft theoretical drag with the in-flight drag computed with the measured
parameters, and therefore to detect if an abnormal loss of aircraft performance occurs. The APM is activated
in icing conditions, i.e. when ICING AOA is illuminated, or if the airframe de-icing is activated, or if ice
accretion has been detected, and aims at alerting the crew of a risk of severe icing conditions, through three
different levels of signal:
• Cruise speed low.
• Degraded Performance.
• Increase speed.
The associated C/L are found in the QRH, under MPC normal and following failures procedures.
7.3.1 Cruise speed low (QRH normal procedures)
The speed in cruise is monitored and if an abnormal increase in drag induces an abnormal speed decrease
of more than 10kts compared to the expected one, this message lights on.
7.3.2 Degraded Perf. (QRH following failures procedures)
In cruise or in climb, if an abnormal drag increase induces a speed decrease or a loss of rate of climb, this
alert is triggered in association with a single chime and a master CAUTION on the attention getter.
In cruise, this occurs right after the CRUISE LOW SPEED.
7.3.3 Increase Speed (QRH following failures procedures)
In cruise, climb or descent, if the drag is abnormally high and that IAS is lower than the MSIS (Minimum
Severe Icing Speed equivalent to icing bug + 10 kts), this message flashes in association with a single chime
and a master CAUTION on the attention getter. This occurs right after the DEGRADED PERF.
Date: 05/06/2012 Revision 01 Pg. 7-16

7.4 Wake Turbulence

Wake turbulence is the leading cause of airplane upsets. 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 counterrotating 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. The strength of the
turbulence is determined predominantly by the weight, wingspan, and speed of the airplane. Generally,
vortices descend at an initial rate of about 300 to 500 ft/min for about 30 sec. The descent rate decreases
and eventually approaches zero between 500 and 900 ft below the flight path. Flying at or above the flight
path provides the best method for avoidance. Maintaining a vertical separation of at least 1000-ft when
crossing below the preceding aircraft may be considered safe.
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.
7.4.1 Take-off and landing
Turbulence encountered during approach or take off may be due to wake turbulence.
ATR is classified in Medium category Aircraft (7 T<MTOW<136 T)
Aircraft turbulence categories and wake turbulence separation minima are defined (ICAO Doc. 4444) as
follows:
ATR BEHIND… APPROACH TAKE OFF

3 NM EXPECT TIME SEPARATION:
… LIGHT/MEDIUM
(2,5 NM according ATC) 2 to 3 MINUTES
… HEAVY
4 NM ACCORDING ICAO DOC 4444
(>136 T)
Date: 05/06/2012 Revision 01 Pg. 7-17

7.5 Windshear
7.5.1 Description
This phenomenon may be defined as a notable change in wind direction and/or speed over a short distance.
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.
This phenomenon must be avoided as much as is possible.
7.5.2 Procedures
7.5.2.1 Windshear recovery procedure at take-off
• Delay the take off. If a low-level windshear is reported, calculate VR, V2 at the maximum take-off weight
available for the day.
• If windshear is experienced, do not change the configuration until safe speed and altitude are reached
regardless of FD indication, increase pitch to 10°.
• When clear of obstacles, accelerate as much as possible and clear up the aircraft.
• Climb at the normal climb speed.
Date: 05/06/2012 Revision 01 Pg. 7-18

7.5.2.2 Procedure during an approach
If a windshear is encountered,
• Initiate a normal go around procedure then increase to 10° pitch, regardless of FD indication.
• Be aware of stick pusher
• Do not retract LDG Gear.
• When positively climbing at a safe altitude, retract the gear and complete the normal go around procedure.
CAUTION
Positive rate of climb must be verified on at least two instruments:
both the indicated and the vertical speeds must be checked as
increasing for more than 5 seconds.
7.5.3 Comments
• Ten degrees pitch attitude is the best compromise, making it to ensure a climbing slope while
respecting acceptable High value of AOA. If necessary, Max power (PL to ramp position) or Emer
power (PL to wall position) will be used with a smooth pitch increase, up to the limit of stick shaker
activation.
• Leaving the gear down until the climb is established will allow to absorb some energy impact, should
a microburst exceed the aircraft capability to climb.
7.6 Unusual Attitude Recovery
7.6.1 Stall recovery
Please refer to AFM 4.05 p 7 "Recovery after stall or abnormal roll control" checklist.
• Nose lower
• Set Power
• Flaps 15°
CAUTION
If the aircraft is in landing configuration, do not retract flaps to 15°.
7.6.2 Hazardous positions
These flight manoeuvers, are the best procedures in case of hazardous positions (extreme bank angle or
extreme pitch attitudes).
Such situations rarely occur, but may be encountered by flying into a large aircraft wake vortex, a rotor
downwind of a mountain range, severe turbulence or mechanical failure, etc…
Date: 05/06/2012 Revision 01 Pg. 7-19

7.6.2.1 Nose Up
RECOVERY PROCEDURE:
– Simultaneously: max power let nose lower (follow eyebrow if it appears)
– With nose below horizon: • roll out
• stop descent
• adjust power
7.6.2.2 Nose Down
RECOVERY PROCEDURE:
– Simultaneously: power flight idle / level wings
– Pull back smoothly (follow eyebrow if it appears)
– With nose on horizon: • stabilize
• adjust power
7.7 Terrain Avoidance Warning
On ATR 600, the Terrain Avoidance Warning System (TAWS) is integrated in the T2CAS (TAWS and TCAS).
7.7.1 Background
A pilot should never fly in a situation which may put his passengers, his aircraft and himself in danger.
Date: 05/06/2012 Revision 01 Pg. 7-20

Activation of TAWS is therefore a crucial alarm regarding flight safety. An analysis of some crashes shows
that the pilots involved did not believe in TAWS warning and, as a consequence of their disbelief, entered
into a state of inability to take proper action.
When flying under daylight VMC conditions, a warning threshold

may be deliberately exceeded due to a good knowledge of the
present terrain; the warning may be regarded as a caution and
theapproach may be continued.
A go around shall be initiated if the cause of the warning cannot

be identified immediately.
“TERRAIN TERRAIN PULL UP, PULL UP”

“TERRAIN AHEAD, PULL UP”
“OBSTACLE AHEAD, PULL UP”
“SINK RATE, SINK RATE, PULL UP, PULL UP”
— PLs................................................. GO AROUND POWER
— AUTOPILOT................................... OFF
— Climb or Go around initiate.
— Maintain wings levelled
When flight path is safe and warning ceased:

– Reduce pitch and accelerate.
When positive rate of climb and security are established:
– Aircraft configuration ........................As necessary
Date: 05/06/2012 Revision 01 Pg. 7-21

“SINK RATE”
— Increase pitch and power to make the warning cease.
“DON’T SINK”
— Adjust pitch and power to maintain altitude or a positive climb gradient.
“TOO LOW GEAR” – “TOO LOW FLAPS”

— Adapt aircraft confi guration or perform a go around.
“GLIDE SLOPE”
— Resume fl ight path to glide slope, or...
“TERRAIN AHEAD” – “OBSTACLE AHEAD”

— Change fl ight path to avoid obstacle and make the warning cease.
Date: 05/06/2012 Revision 01 Pg. 7-22

7.8 TCAS
On ATR 600, The TCAS (Traffic Alert and Collision Avoidance System) is integrated in the T2CAS (TAWS
and TCAS) AND IN SAME AIRCRAFTS WE HAVE THE NEW VERSION 7.1
FOR MORE INFORMATION FOR 7.1 SEE www.eurocontrol.int/acas
• Traffic Alert and Collision Avoidance System is used for detecting and tracking aircraft in the vicinity
of your own aircraft. By interrogating their transponder, it analyzes the replies to determine range,
bearing, and if reporting altitude, the relative altitude of the intruder. When the TCAS processor
determines that a possible collision hazard exists, it issues visual and audio advisories to the crew
for appropriate vertical avoidance maneuvers.
• TCAS is unable to detect any intruding aircraft without an operating transponder or in case of tran-
sponder failure.
• In case of TCAS resolution, ATC is not responsible of aircraft separation until resuming the initial
clearance.
• All information and data given in the following parts are specific to TCAS II version 7.0.
7.8.1 Definition
• There are two types of cockpit displays:

– The Traffic Advisory (TA)
– The Resolution Advisory (RA)
7.8.1.1 Traffic advisory
The goal of a Traffic Advisory is to inform the pilot of any surrounding traffic. The crew should attempt to gain
visual contact with the intruder and assess the potential collision risk.The TA display shows the intruding
aircraft’s relative position and altitude with the trend arrow to indicate if it is climbing descending at greater
than 500 feet per minute. The TA display identifies the relative threat of each intruder by using various
symbols and colors and provides appropriate synthesized voice announcements.
‘‘Non-threat traffic’’ advisory (TA)
Information about any non-threatening traffics in the vicinity. Symbol used:
‘‘Proximity intruder traffic’’ advisory (TA)
Information about any traffic in the proximity. Symbol used:
‘‘Traffic advisory’’
Information about intruding aircraft considered potentially hazardous. TCAS will display a TA, when time CPA
(Closest point of approach) is between 20 and 48 seconds with aural alert ‘‘TRAFFIC, TRAFFIC’’. This alert
has to make pilots look at the screen in order to determine visually the position of the intruder.
Symbol used: + “TRAFFIC, TRAFFIC”
Date: 05/06/2012 Revision 01 Pg. 7-23

7.8.1.2 Resolution Advisory
• The Resolution Advisory is an appropriate vertical avoidance maneuver. The RA display is incorpo-
rated into the vertical speed indicator RA/VSI. By illuminating red and green areas around the dial it
displays the required rate, or limitation of climb or descent to avoid a possible collision.
• Some of the typical Resolution Advisories, which are shown on the RA/VSI, will require a manoeuver
by the crew while others will warn against manoeuvering.
• Resolution Advisories are grouped as Corrective advisories or Preventive Advisories. Corrective
Advisories require a positive action by the crew accompanied by a green arc on the RA/VSI showing
‘‘Fly To’’ guidance. Preventive Advisories require that NO action be taken to alter the flight path of the
aircraft.
symbol used: + “CORRECTIVE ACTION TO DO”

• With the Resolution Advisory, the TCAS triggers an aural synthesized voice alert describing the
avoidance maneuver required at the same time.
RESOLUTION VERTICAL SPEED
DOWNWARD UPWARD
ADVISORY REQUIRED (VS)
INITIAL PREVENTIVE “Monitor vertical “Monitor vertical
0
RA TCAS 7.0 speed” speed”
INITIAL PREVENTIVE
“Level Off, Level Off” “Level Off, Level Off” 0
RA TCAS 7.1
CORRECTIVE
“Descent, descent” “Climb, climb” Monitor
RA
ANY
“Increase descent, “Increase climb,
STRENGTHENING ± 2500 ft /min
Increase descent” Increase climb”
OF AN RA
ANY WEAKENING
“Adjust vertical speed, “Adjust vertical speed,
OR SOFTENING OF ± 1500 ft /min
Adjust” Adjust”
AN RA
“Descent, descent
OPPOSITE RA “Climb, climb NOW” Adjust
NOW”
“Descend, crossing, “Climb, crossing
CROSSOVER RA descend, descend, climb, climb, crossing ± 2500 ft /min
crossing, descend” climb”
MAINTAIN EXISTING
“Maintain vertical “Maintain vertical
VERTICAL SPEED ± 1500 ft /min
Speed, Maintain” Speed, Maintain”
RA
MAINTAIN EXISTING
“Maintain vertical “Maintain vertical Maintain
VERTICAL SPEED
Speed, crossing Speed, crossing ± 4400 ft /min
WHILE CROSSING
maintain” maintain” >Vs > ± 1500ft /min
THREAT’S ALTITUDE
VERTICAL SPEED “Adjust vertical speed, “Adjust vertical speed,
Adjust
RESTRICTED Adjust” Adjust”
END OF RA Clear of conflict 0
Date: 05/06/2012 Revision 01 Pg. 7-24

The TCAS II processor is programmed with the specific aircraft

operating limitations, i.e., maximum altitude at which the aircraft
can climb at 1500ft/min. Climb or Increase Climb RAs are
therefore inhibited when the RA maneuver cannot be completed
safely due to lack of aircraft performance capability. These
performance limits are included as part of the aircraft wiring. See
the AFM (Airplane Flight Manual) for the specific performance
limitations for ATR.
7.8.2 TCAS Procedures
7.8.2.1 Traffic Advisory (TA)
FLIGHT EVENTS PM PF
“TRAFFIC,
TRAFFIC” CAPTAIN DECIDES: “TCAS, MY/YOUR CONTROLS”
• CHECK VSI AND ANNOUNCE

‘‘3 O’CLOCK, 500 FT BELOW’’
• ANNOUNCE IF TRAFFIC IN SIGHT
‘‘TRAFFIC IN SIGHT’’
CAUTION
At this step, the crew should take no evasive action, have to remain
on the same route, maintain the autopilot ON, even if the opposite
traffic is in sight.
A traffic advisory may become a Resolution Advisory within 15

seconds. If the intruder is Non- Altitude Reporting (NAR) the
traffic symbol appears without an altitude number or trend arrow.
The type of symbol selected by TCAS II is based on the intruder
location and closing rate. 

If TCAS direction finding techniques fail to locate the azimuth of
another aircraft, a NO BEARING message appears on the
screen.
Date: 05/06/2012 Revision 01 Pg. 7-25

7.8.2.2 Resolution Advisory (RA)
In case of RA, PF must maneuver the aircraft promptly and smoothly in response to the Resolution
Advisory. A typical TCAS II maneuver requires crew response within 5 seconds and G-forces of + / - 0.25G.
Because of this G-force requirement, the response to the RA cannot be flown using the autopilot. The
autopilot must be disconnected before responding to the RA.
FLIGHT EVENTS PM PF
WHEN RESOLU- • DO
TION OCCURS AP ................................... DISCONNECT
• DO
ATC................................. CALL • ANNOUNCE
“MY CONTROLS”
• IF CLIMB:
PWR MGT ...................... MCT • DO
SEAT BELT..................... ON PITCH ............................. INITIALLY +/- 3º
THEN
VSI GREEN ARC............ FOLLOW
POWER .......................... AS RQD
WHEN CLEAR OF • DO
CONFLICT FLIGHT PATH ...RETURN TO INITIAL FL
• DO
AP ................................... ENGAGED
ATC................................................. CALL
CAUTION
Do not follow the flight director and do not change the altitude
selected on AFCS.
Do not over react to a Resolution Advisory.
Two TCAS II 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 should never maneuver
in the opposite direction of the advisory. Fly only the vertical speed
commanded.
The TCAS installation needs to be wired to give TAWS higher

priority than TCAS. In case of simultaneous audio alarms, the
TCAS II system is placed in TA ONLY mode (aural annunciations
are inhibited) and the TA ONLY is displayed on the PFD, below
the VSI.
Date: 05/06/2012 Revision 01 Pg. 7-26

7.8.2.3 When clear of conflict
• If initially in level flight, promptly but smoothly return to the previously assigned altitude unless other-
wise directed by ATC.
• If previously climbing or descending resume the planned climb or descent unless otherwise directed
by ATC.
7.8.2.4 TCAS phraseology
EVENTS PHRASEOLOGY
“XXX CONTROL,
CALL SIGN”
After any vertical speed Pilot
“TCAS RESOLUTION”
modification due to an RA or “TCAS RA”
Controller “ROGER”
“XXX CONTROL,
CALL SIGN”
Pilot
“CLEAR OF CONFLICT
When clear of conflict RESUMING TO (FL / ALT)”
“ROGER (or alternative
Controller
instructions)”
7.9 Crew member incapacitation
7.9.1 General
Crew member incapacitation is defined as any condition which affects the health of a crew member during
the flight phase and which decreases his skill for the assigned tasks.
Incapacitation is a real air safety hazard, which occurs more frequently than many of the other emergencies,
which is the subject of routine training. Incapacitation can occur in many forms varying from obvious sudden
death to subtle, partial loss of function. It occurs in all age groups and during all phases of flight and may not
be preceded by any warning.
7.9.2 Recognition
The critical operational problem is early recognition of the incapacitation. The keys for immediate recognition
of incapacitation are:
Routine monitoring and cross-checking of flight instruments, particularly during critical phases of flight, such
as take off, climb out, descent, approach, landing and go around.
If a crew member does not respond appropriately to two verbal communications, or

if a crew member does not respond to a verbal communication associated with a significant deviation from a
standard flight profile.
Date: 05/06/2012 Revision 01 Pg. 7-27

Other symptoms of the beginning of an active incapacitation are:

• incoherent speech.
• strange behavior.
• irregular breathing.
• pale fixed facial expression.
• jerky motions that are either delayed or too rapid. Note: If a crew feels sick, he must transfer the flying task.
7.9.3 Action
The recovery from any detected incapacitation of the handling pilot shall follow the following sequence:
1. Flight
The remaining pilot must assume control and resume the aircraft to a safe flight path, and announce “MY
CONTROLS”. (use Autopilot and headset as much as possible)
2. Incapacitation
The healthy pilot must ensure that the incapacitated pilot cannot interfere with the aircraft control. He must
call a cabin crew to lock the sick pilot on his flight crew seat. If the cockpit door is locked, the assisting cabin
crew will apply the relevant procedure to unlock the system, and provide first aid.
3. Organization and communication

The pilot flying must land as soon as possible on an adequate airport (priority landing) and request medical
assistance in flight in order to prepare medical assistance on the ground.
7.10 Rudder use
7.10.1 General
On February 8th, 2002, the National Bureau of Transportation Safety Board (NTSB), in co-operation with the
French “Bureau Enquêtes Analyse” (BEA), issued recommendations for aircraft manufacturers to re-
emphasise the structural certification requirements of the rudder and vertical stabilizer, showing some
manoeuvers which can result in exceeding design limits and even lead to structural failures.
In this perspective, a new amendment to AFM & FCOM states:
Date: 05/06/2012 Revision 01 Pg. 7-28

CAUTION
RAPIDLY ALTERNATING LARGE PEDAL APPLICATIONS IN
COMBINATION WITH LARGE SIDESLIP ANGLES MAY RESULT IN
STRUCTURAL FAILURE AT ANY SPEED”
7.10.2 Rudder design functions
THE RUDDER MAY BE USED:
– In normal operations, for directional control:
• During the takeoff roll, when on ground, especially in crosswind conditions.

• During the landing flare with crosswind, for de-crab manoeuver.
• During the landing roll, when on the ground.
• The rudder may be used for turn coordination, as deemed necessary, to prevent excessive sideslip.
– In some other abnormal situations:
• Full rudder deflection can be used to offset the yawing moment of an asymmetric thrust.
• Runaway rudder trims: the rudder pedals may be used to move the rudder to the neutral position.
• Aileron jam: the rudder may be used to smoothly control the roll.
• Landing with unsafe indication: the rudder may be used to establish sideslip in an attempt to lock the
landing gear down by aerodynamic side forces.
• Landing gear not locked down: the rudder can be used for directional control on the ground.
For the above mentioned manoeuvers proper rudder usage will not affect the aircraft structural integrity.
THE RUDDER MUST NOT BE USED:
• To induce roll, except for aileron jam.

• To counteract turbulence.
Date: 05/06/2012 Revision 01 Pg. 7-29

Date: 05/06/2012 Revision 01 Pg. 7-30

Procedures
Procedures
A.1 Final Cockpit Preparation Procedure ........................................................................................................... A-3

A.2 Hotel mode start up . ...................................................................................................................................... A-4
A.3 Before Propeller Rotation ............................................................................................................................... A-5
A.4 Before Taxi ..................................................................................................................................................... A-6
A.5 Taxi ................................................................................................................................................................ A-8
A.6 Before Takeoff (To the Line) Procedure ....................................................................................................... A-10
A.7 Before Takeoff (Below the Line) Procedure ................................................................................................. A-10
A.8 Takeoff Actions & Callouts ........................................................................................................................... A-11
A.9 After Takeoff ................................................................................................................................................. A-12
A.10 FL100 Procedure ........................................................................................................................................ A-13
A.11 Cruise ......................................................................................................................................................... A-13
A.12 Descent Preparation. .................................................................................................................................. A-14
A.13 FL100 ......................................................................................................................................................... A-14
A.14 Approach .................................................................................................................................................... A-14
A.15 ILS CAT I Actions & Callouts ...................................................................................................................... A-15
A.16 Non-Precision Approach (NDB / VOR) Actions & Callouts ........................................................................ A-16
A.17 Circling Approach Actions & Callouts ........................................................................................................ A-18
A.18 Visual Approach ......................................................................................................................................... A-18
A.19 Prior to the “Landing” Callout ..................................................................................................................... A-20
A.20 Landing Actions & Callouts ........................................................................................................................ A-20
A.21 GO-AROUND ............................................................................................................................................. A-21
A.22 After Landing Procedures ........................................................................................................................... A-22
A.23 Parking Procedures .................................................................................................................................... A-23
Date: 05/06/2012 Revision 01 A-1

Procedures
Date: 05/06/2012 Revision 01 A-2

Procedures
Procedures
A.1 Final Cockpit Preparation Procedure
• DO • DO
PARKING BRAKE .......................... ON & PRESS CHECK ATIS................................................ OBTAIN
NWS ............................................... CHECK OFF SPS ................................................ BEGIN
SIGNS ............................................ ON LANDING ELEVATION................... SET
MEMO PANEL OPY ....................... CHECK
FUEL QUANTITY ........................... CHECK & BALANCED
ENG FUEL USED .......................... RESET
PM PF
• DO • DO
FMS PREPARATION
ALTIMETERS(PFD and IESI) ........ SET & CHECK Should run through the 3 following steps to prepare the FMS:
TAKE OFF TQ BUGS .................... CHECK 1 -- FMS INITIALIZATION
GREEN DOT RTO TQ.................... CHECK AMBER BUGS 2 -- NAVIGATION
SEAT, HARNESS, 3 -- PERFORMANCE
RUDDER PEDALS......................... ADJUST
NAVAIDs .................................. SET

Set : NAVAIDS using MCP / VCP
COURSEs using FGCP
NAV SOURCE on FGCP and
Check on PFD :
Cross check NAV SOURCE on PFD (EHSI)
VOR / ILS 1 & 2 set MANUAL TUNE
Note:
If NOTAMs warn of any unreliable DME or VOR/DME,

crew must deselect it from position computation. Press
MCDU DATA key, select NAV FRQ page then
DESELECTED those related NAVAIDs.
COM ......................................... SET
ALTIMETERS
(Main and Standby)................... SET & CHECK
TAKE OFF TQ BUGS ............... CHECK
GREEN DOT RTO TQ .............. CHECK AMBER
BUGS
SEAT, HARNESS,
RUDDER PEDALS ................... ADJUST
• DO
• DO
DEPARTURE AND TAKE DEPARTURE AND TAKE
OFF BRIEFING ........................ RECEIVE OFF BRIEFING......................... PERFORM
Date: 05/06/2012 Revision 01 Pg. A-3

Procedures
Call for “FINAL COCKPIT PREPARATION C/L” Accomplish FINAL COCKPIT PREPARATION C/L
Refer to NORMAL C/L
A.2 Hotel mode start up .
READY TO START ENGINE 2 IN • ANNOUNCE • DO

HOTEL MODE “GROUND FROM COCKPIT READY SERVICE DOOR
TO START ENGINE 2 IN HOTEL CLOSED ......................... CHECK
MODE CONFIRM SERVICE DOOR FUEL PUMP 2 ............... ON
CLOSED AND AREA CLEAR” WING LIGHTS ................ ON
PROP BRAKE ................ ON &
• ANNOUNCE LOCKED
“I AM READY”
• ANNOUNCE
“RIGHT SIDE CLEAR, READY TO
START ENGINE 2?”
AFTER VISUAL CHECK • DO

START SELECTOR ........ AS RQD
SD ENG SEC ................. DISPLAYED
START 2 P/B .................. DEPRESS
NH=10% (UNTIL NH 20% IF ITT>200°) • DO • ANNOUNCE

TIMING ...........................START “STARTER ON”
• DO
CL2 ................................. FEATHER
• ANNOUNCE
“FUEL OPEN”
TIMING ........................... START
ITT INCREASING • DO • ANNOUNCE

ENGINES “IGNITION”
OIL PRESSURE INCREASING • DO • ANNOUNCE

ENGINES “OIL PRESSURE”
NH=45% • ANNOUNCE • ANNOUNCE

“45%”
“STARTER OFF”
• DO
• DO MAX ITT.......................... CHECK
TIMING ...........................STOP
PARAMETERS STABILISED “GOOD START”

Procedures
PARAMETERS STABILISED • ANNOUNCE • DO

“GROUND FROM COCKPIT, YOU ENG START
CAN DISCONNECT THE GPU” SELECTOR .................... SET OFF/
START
ABORT
DC EXT PWR ................. SET OFF
DC GEN 2....................... CHECK ON
DC BTC .......................... CHECK
........................................ CLOSED
BLEEDS / PACK /
X VALVE ......................... CHECK ON
A.3 Before Propeller Rotation
LOAD AND TRIN SHEET ON BOARD • DO • DO

LOAD & TRIM SHEET.... CHECK SPS .................................RUN
SPS PROCEEDING & FMS SPEEDS • DO • ANNOUNCE

PROCEEDING PERF PAGE
PERF INIT>WEIGHT>
ZFW ACTUAL ................ INSERT “ZFW” “CG XX %”
CG................................... INSERT “TAKE OFF WEIGHT XX.XXX KG”
GROSS WEIGHT ........... CHECK “PITCH TRIM XX”
PITCH TRIM ................... SET
V1 ................................... SET “V1 XXX”
VR................................... SET “VR XXX”
V2 ................................... SET “V2 XXX”
ACELERATION ALT ....... SET “ACELERATION ALT XXX”
IMPORTANT: V1, VR, V2 DISPLAYED
ON PERF PAGE MUST BE
ACKNOWLEDGED BY THE FLIGHT
CREW PRIOR TO TAKEOFF, IT IS
THE CAPTAIN’S RESPONSIBILITY
TO CHECK THEIR ACCURACY. THE
VALUES COMPUTED ONLY TAKE
INTO ACCOUNT THE AIRCRAFT
WEIGHT, AND ARE THUS ONLY
APPLICABLE TO NON LIMITING
RUNWAYS.
THE FLIGHT CREW HAVE TO MOD-
IFY THEIR VALUES TO TAKE INTO
ACCOUNT THE TAKEOFF LIMITA-
TIONS (RUNWAY, OBSTACLES,
CLIMB GRADIENTS...) VIA THE PERF
PAGE OF THE MCDU.
• ANNOUNCE
“‘CONFIRM TAKE OFF DATA?”
• DO • ANNOUNCE
TAKE OFF DATA “CONFIRMED”
CONFIRMED.................. SELECT

Procedures
PASSENGERS & CARGO ON BOARD • DO • DO

DOORS CLOSED GROUND CREW CLEARANCE START UP
OBTAIN CLEARANCE ..................OBTAIN
TAIL PROP
ON BOARD .................... CONFIRM CDLS...............................ON
DOORS .......................... CHECK
CLOSED
SEAT BELTS .................. ON

BEACON ........................ ON
NW STEERING .............. OFF

“BEFORE PROPELLER ROTATION
C/L” • READ
BEFORE PROPELLER ROTATION C/L
Refer to NORMAL C/L
A.4 Before Taxi
• ANNOUNCE
“GROUND FROM COCKPIT, CONFIRM
CHOCKS OFF AND AIRCRAFT CLEAR. WE
ARE READY TO PUSH BACK”
“GROUND FROM COCKPIT, READY TO

RELEASE PROPELLER BRAKE?”
• ANNOUNCE
• ANNOUNCE
PUSH BACK AND START “RIGHT SIDE CLEAR”
“RIGHT SIDE CLEAR?”
UP CLEARANCE
RECEIVED
• DO
HYD AUX PUMP............. DEPRESS
PROP BRK READY LT ... CHECK
ILLUMINATED
PROP BRK SWITCH ...... SET OFF
• ANNOUNCE
PROP BRK LT ................ CHECK
“ROTATION”
EXTINGUISHED
NP .................................. CHECK
STABILISED

Procedures
• ORDER • DO
“CL2 AUTO” NP................................... CHECK
NW STEERING............... CHECK OFF ........................................ STABILIZED
CL2 ................................ SET AUTO
• ANNOUNCE
NP STABILIZED AND IN “SINGLE CHANNEL” “LO PITCH”
ACCORDANCE WITH
AZULTEC
NOTE: CAPTAIN COULD REQUEST
CL 2 AUTO IN COORDINATION WITH
AZULTEC BEFORE STOP THE
AIRCRAFT. ALWAYS CHECK NWS
OFF
• DO
ACW GEN 2.................... CHECK
ACW BTC ....................... CHECK
CLOSED
PARAMETERS STABI- HYD SYSTEM ................ CHECK
LISED AROUND 71% NP PRESSURE
ANTI-ICING..................... AS RQD
PROBES......................... OFF
ANTI SKID ...................... TEST
FLAPS ............................ SET 15
• ANNOUNCE • DO
“GROUND FROM COCKPIT, READY TO ENG START
START ENGINE 1” SELECTOR..................... AS RQD
“LEFT SIDE CLEAR, START ENGINE 1” SD ENG SEC.................. DISPLAY
START 1 P/B................... DEPRESS
STARTING ENGINE 1 • DO
TIMING ........................... START • ANNOUNCE
“STARTER ON”
• DO
CL1 ................................. FEATHER
NH=10% (UNTIL NH 20% IF • ANNOUNCE

ITT>200°) “FUEL OPEN”
• DO • ANNOUNCE
ITT INCREASING ENGINES “IGNITION”
• DO • ANNOUNCE
NH INCREASING ENGINES “OIL PRESSURE”
• ANNOUNCE • ANNOUNCE
“STARTER OFF” “45%”
NH=45%
• DO • DO
TIMING ........................... STOP MAX ITT.......................... CHECK

Procedures
“GOOD START”
• DO
ENG START
NH=61.5% SELECTOR..................... SET OFF/
START ABORT
DC GEN 1....................... ON
DC BTC .......................... EXTINGUISH
BLEEDS/PACK ............... ON
• ORDER • DO
“CL1 AUTO” CL1 ................................. SET AUTO
“SINGLE CHANNEL” “LO PITCH”
PARAMETER STABILEZED
• DO
ACW GEN 1.................... CHECK
ACW BTC ....................... CHECK OPEN
PARKING BRAKE........... ON OVERHEAD PANEL ....... NO LIGHT
“GROUND FROM COCKPIT, START COM-

PROCEDURE COMPLETE PLETED REMOVE CHOCKS AND DISCON-
NECT”
• DO • DO
COCKPIT COM FWS................................ RECALL
HATCH............................ CLOSE
AZULTEC AT A VISUALLY
SAFETY DISTANCE FROM
NW STEERING............... CHECK ON • READ
BEFORE TAXI C/L
THE AIRCRAFT
“BEFORE TAXI C/L” REFER TO NORMAL C/L
A.5 Taxi
BEFORE TAXI C/L COMPLETED • ORDER • DO

“REQUEST TAXI” TAXI CLEARANCE ......... OBTAIN
• DO
SAFETY ..........................CHECK SAFETY.......................... CHECK
........................................LEFT SIDE RIGHT SIDE
TAXI & TO LT ..................SET ON
PARKINGBRAKE ............RELEASE
BRAKES .........................CHECK BRAKES ......................... CHECK

Procedures
ON TAXIWAY • ORDER • DO
“TAXI CHECKLIST” INSTRUMENTS.............. CHECK
COUPLING ..................... SET
• DO FGCP: HDG SEL ............ SET
INSTRUMENTS ..............CHECK NAV SOURCE ................ CHECK
FMA ................................CHECK NAV MODE..................... SET
IAS AUTO ....................... SET
FMA ................................ CHECK
TO CONFIG.................... TEST
FLIGHT EVENTS PM PF
WHEN PF AND PM READY • DO • DO

FMS ................................CHECK/ FMS ................................ CHECK /
REVISE REVISE
TO BRIEFING .................RECEIVE TO BRIEFING................. REVIEW

CHANGES CHANGES
ONLY ONLY
PROCEDURE COMPLETED • READ

TAXI C/L
Refer to NORMAL C/L

Procedures
A.6 Before Takeoff (To the Line) Procedure
APPROACHING HOLDING POINT • ORDER

“BEFORE TAKE OFF CHECKLIST TO
THE LINE” • DO
GUST LOCK ................ RELEASE
• ANNOUNCE AND DO
“FLIGHT CONTROLS TEST: "FULL
DOWN, FULL UP, FULL LEFT BLUE,
FULL RIGHT BLUE, NEUTRAL NO
LIGHTS"
• DO
TCAS AUTO .................. SET
TRANSPONDER ............ CHECK
AIR FLOW ...................... NORM
DU CONFIGURATION.... CHECK
• ANNOUNCE AND DO LINE UP CLEARANCE... OBTAIN
“RUDDER TEST: FULL LEFT, FULL
RIGHT, NEUTRAL” • ANNOUNCE AND READ
“TO THE LINE”
• DO
OVERHEAD PANEL ......SCAN
DU CONFIGURATION ....CHECK
RECALL P/B ...................DEPRESS
WEATHER RADAR......... AS RQD
A.7 Before Takeoff (Below the Line) Procedure
LINE UP CLEARANCE RECEIVED “BELOW THE LINE” • DO

• DO BLEED VALVES. .......... AS RQD
EXTERNAL LIGHTS .......ON
• ANNOUNCE (PA)
“TRIPULAÇÃO, DECOLAGEM
AUTORIZADA”
WHEN LINED UP • DO • DO
LATERAL FD BAR ..........CHECK LATERAL FD BAR.......... CHECK

CENTERED CENTERED
RUDDER CAM................CENTER • ANNOUNCE

"PROCEDURE COMPLETED”

Procedures
A.8 Takeoff Actions & Callouts
READY FOR TAKE OFF • DO
LANDING LIGHTS ..........ON
• ANNOUNCE
“ V1 XXX KT”
NW STEERING...............HANDLE • DO
BRAKES .........................RELEASE CONTROL WHEELHOLD INTO WIND
PLs ..................................SET IN FMA ............................... CHECK
THE NOTCH ATPCS ARM ................... CHECK
FMA ................................CHECK ENG PARAMETERS. ..... CHECK
TO INHIB ........................ CHECK
• ANNOUNCE
• ANNOUNCE
AT 70KT ON FO PFD “70 KT”
• DO
SPEED ............................CROSS
CHECK
NOSE WHEEL
STEERING......................RELEASE
• ANNOUNCE

Procedures
FLIGHT EVENTS PM PF

“ MY CONTROL”
• ANNOUNCE
REACHING V1 “V1”
CAPTAIN
• DO
PL .............................RELEASE
REACHING VR “ROTATE” ROTATION...................... PERFORM

ROTATE TO 7° AND FOLLOW THE
POSITIVE RATE “POSITIVE RATE” FD BAR
• DO • ORDER
LDG GEAR .....................SELECT UP “GEAR UP”
LNAV ...............................CHECK
GREEN
TAXI & TAKE OFF LT......SET OFF
NO LIGHT ON LDG GEAR PANEL • ANNOUNCE

“GEAR UP, NO LIGHTS”
A.9 After Takeoff
FLIGHT EVENTS PM PF

“ACCELERATION ALTITUDE”
• ORDER
MINIMUN ACCELERATION • DO “CLIMB PROCEDURE”
ALTITUDE IS 400 FT AGL OR PLs IN THE NOTCH .......CHECK
HIGHER IF PUBLISHED PWR MGT.......................SET CLB
NP ...................................CHECK 82%
BLEEDS ..........................CHECK ON
PASSING FLAPS RETRACTION • ORDER

SPEED “F” ON SPEED TAPE • ANNOUNCE “FLAPS ZERO”
“SPEED CHECK, FLAPS ZERO”
• DO
FLAPS ZERO..................SET &
CHECK

Procedures
FLIGHT EVENTS PM PF
PASSING TRANSITION ALTITUDE • DO • ORDER

ALTIMETER ....................DEPRESS “TRANSITION STANDARD”
STD
• DO
ALTIMETER.................... DEPRESS
STD
ACOMPLISH AFTER TAKEOFF • ANNOUNCE

CHECKLIST “STANDARD ”
• READ “AFTER TAKE OFF C/L”
AFTER TAFE OFF C/L
NORMAL C/L
• ANNOUNCE
A.10 FL100 Procedure
FLIGHT EVENTS PM PF
CLIMBING THROUGH • DO • ANNOUNCE

FL100 PRESSURISATION.........CHECK “ONE ZERO ZERO”
NO DEVICES ..................OFF
LIGHTS ...........................SET OFF
A.11 Cruise
FLIGHT EVENTS PM PF
CRUISE SPEED ACHIEVED • ORDER

• DO “CRUISE PROCEDURE”
PWR MGT.......................CRZ
• DO
TQ & SPEED .................. CHECK
DURING CRUISE ALL SYSTEMS ...............CHECK PREDICTIONS ............... MONITOR

FUEL/FOB .....................CHECK/
ADJUST
ALTIMETERS..................CHECK
WIND ..............................CHECK/
ADJUST
PREDICTIONS................MONITOR
FLIGHT LOG...................FILL

Procedures
A.12 Descent Preparation.
FLIGHT EVENTS PM PF
50 NM BEFORE TOD RECEIVE CONTROLS • DO

“TRANSFER CONTROLS?”
ARRIVAL ATIS ................ OBTAIN

SPS................................. RUN
FMS PERFORMANCE ... SET
F-PLN ............................. SET
NAV................................. SET
ICP: DA/MDA/DH............ SET &
X CHECK
FWS................................ RECALL
• ANNOUNCE
“ARE YOU READY FOR BRIEFING?
• DO
“ I AM READY” ARRIVAL BRIEFING....... PERFORM
FWS................................ CLEAR
• DO RESTABLISH
ARRIVAL BRIEFING .......RECEIVE CONTROL ...................... PERFORM
INITIATE DESCENTE “DESCENT CHECKLIST”

A.13 FL100
FLIGHT EVENTS PM PF
DESCENT THROUGH FL100 • DO • ANNOUNCE

PRESSURISATION.........CHECK “ONE ZERO ZERO”
NO DEVICES ..................ON
LIGHTS ...........................SET ON
A.14 Approach
FLIGHT EVENTS PM PF
WHEN CLEARED TO AN ALTITUDE • DO • ORDER

OR PASSING TRANSITION LEVEL ALTIMETERS..................SET “TRANSITION XXXX”
• ANNOUNCE • DO
“XXXX”
ALTIMETERS ................. SET
PRESSURISATION.........CHECK

Procedures
FLIGHT EVENTS PM PF
PROCEDURE COMPLETED • ANNOUNCE AND READ • REQUEST AND ANSWER

APPROACH C/L “APPROACH C/L”
NORMAL C/L
A.15 ILS CAT I Actions & Callouts
FLIGHT EVENTS PM PF
CLEARED FOR APPROACH • DO • DO

WHEN ON FMA: DU CONFIGURATION.... CHECK DU CONFIGURATION ... CHECK
APPROACH MODE ....... SET
“ACTIVATE APPROACH SPEED”
APPROACH SPEED....... ACTIVATE
Verify LOC/GS ................ ARMED Verify LOC/GS................ ARMED
GS GREEN ON FMA GLIDESLOPE GREEN ... ....CHECK GLIDESLOPE GREEN... CHECK
• ANNOUNCE • ORDER
“XXXX FT SET” “SET GO AROUND ALTITUDE”
• DO
ICING AOA LT ................ CHECK

THREESHOLD “SPEED CHECK FLAPS 15” “FLAPS 15”
• DO
FLAPS 15° ...................... SET & CHECK
CABIN CREW ................. ADVISED

THREESHOLD “SPEED CHECK” “GEAR DOWN”
• DO
LND GEAR LEVER......... SELECT
DOWN
PWR MGT....................... SET T.O.
TAXI & TO LIGHT ........... SET ON
TLU LO SPEED .............. CHECK
WHEN BELOW DOUBLE LINE • ANNOUNCE • ORDER

ON SPEED TAPE “SPEED CHECK FLAPS 30” “FLAPS 30”
• DO
FLAPS 30........................ SET & CHECK
WHEN AIRCRAFT STABILISED • READ • REQUEST AND ANSWER

BEFORE LANDING C/L “BEFORE LANDING C/L”
Refer to NORMAL C/L

Procedures
FLIGHT EVENTS PM PF
1000 FT AFE IN IMC/NIGHT OR • ANNOUNCE

500 FT AFE DAY/VMC “1000 FT STABLE”
OR 500 FT STABLE
1000 FT AFE IN IMC/NIGHT OR • ANNOUNCE • ANNOUNCE

500 FT AFE DAY/VMC NON STA- “NOT STABLE, GO AROUND” “GO AROUND, SET POWER, FLAPS”
BILISED CONTINUE WITH THE GO AROUND
PROCEDURE
80 FT ABOVE DA • ANNOUNCE
DA RUNWAY IN SIGHT • ANNOUNCE • ANNOUNCE

OR “MINIMUMS” “LANDING”
DA RUNWAY NOT IN SIGHT CONTINUE WITH LANDING
PROCEDURE
OR
• ANNOUNCE
PROCEDURE
A.16 Non-Precision Approach (NDB / VOR) Actions & Callouts
FLIGHT EVENTS PM PF
BEFORE STARTING THE • DO • DO

APPROACH FMS ................................CHECK FMS ................................ SET
FGCP: NAV SOURCE.... NDB, VOR or

FMS: FGCP: NAV SOURCE .... FMS
ND: BRG 1 & 2................SET ND: BRG 1 & 2 .............. SET
ICP: AUTO SPEED......... SET
SPEED TARGET
magenta ..........................CHECK
5 NM to Cross NDB/VOR to adjust at • ANNOUNCE • DO AND ANNOUNCE

Hold Pattern or 15nm to RWY “APPROACH SPEEDS ACTIVATED” “ACTIVATE APPROACH SPEEDS”*
REDUCTION .................. INITIATE
TO 170KT
(BASE LEG) or 7nm to RWY • ANNOUNCE • ORDER

“SPEED CHECK FLAPS 15” “FLAPS 15”
• DO
FLAPS 15° ......................SET &
CHECK

Procedures
FLIGHT EVENTS PM PF
WHEN FLAPS 15° INDICATING • ANNOUNCE • ORDER

“SPEED CHECK” “GEAR DOWN”
• DO
LDG GEAR LEVER.........SELECT
DOWN
PWR MGT .....................SET T.O.
TAXI & TO LT ..................SET ON
AT THE END OF BASE LEG • DO • ORDER

TLU LO SPEED ..............CHECK “FLAPS 30”
• ANNOUNCE
• DO
FLAPS 30........................SET AND
CHECK
WHEN FLAPS 30 INDICATING AND • READ • DO AND ANNOUNCE

ON FINAL APPROACH BEFORE LANDING C/L ALT SELECTOR ............. MINIMUMS
Refer to NORMAL C/L
“PROCEDURE COMPLETE” “BEFORE LANDING C/L”
1000 FT AFE IN IMC/NIGHT OR 500 • ANNOUNCE

FT AFE DAY/VMC “1000 FT STABLE”
OR 500 FT STABLE

FT AFE DAY/VMC NON STABILISED “NOT STABLE, GO AROUND” “GO AROUND, SET POWER, FLAPS”
PROCEDURE
80 FT ABOVE MDA • ANNOUNCE

Divide time between monitoring instru-
ments and scanning outside for runway
environment
MDA RUNWAY IN SIGHT • ANNOUNCE • ANNOUNCE

“MINIMUMS” “LANDING”
CONTINUE WITH LANDING PROCE-
DURE
WHEN REACHING MDA AND ALT • DO • ANNOUNCE

GREEN “GO AROUND ALTITUDE XXXX SET” “SET GO AROUND ALTITUDE XXXX”
WHEN RUNWAY IN SIGHT OR • ANNOUNCE • ANNOUNCE

APPROACH LIGHTS BEFORE VDP “ RUNWAY” OR “APPROACH “LANDING”
LIGHTS” CONTINUE WITH LANDING PROCE-
DURE

Procedures
FLIGHT EVENTS PM PF
WHEN REACHING VDP OR MAPT • ANNOUNCE • ANNOUNCE

WITH RUNWAY NOT IN SIGHT “NO CONTACT” “GO AROUND, SET POWER, FLAPS”

PROCEDURE
A.17 Circling Approach Actions & Callouts
FLIGHT EVENTS PM PF
REACHING CIRCLING ALTITUDE ALT GREN ......................CHECK • DO

FGCP: ALT ..................... SET
ALT GREEN................... CHECK

PL around 40%
AT LEVEL OFF • DO • DO
TIMING ...........................START PL/TQ ............................ ADJUST
........................................ AS RQD
FGCP: HDG SEL ........... SET
HEADING BUG. .............. TURN
BY 45°
• DO
TIMING ........................... START
AFTER 30 SECONDS turn to down- • DO • ANNOUNCE

wind segment “ GO-AROUND ALTITUDE XXXX “SET GO AROUND ALTITUDE
SET” XXXX”
ABEAM THRESHOLD • DO • DO
TIMING ...........................START TIMING ........................... START
ABEAM THRESHOLD • ORDER

• ANNOUNCE “FLAPS 30,”
• DO
FLAPS 30° ......................SET & • DO AND ANNOUNCE
CHECK “BEFORE LANDING C/L”
• ANNOUNCE
A.18 Visual Approach
FLIGHT EVENTS PM PF
ALT ON FMA REACHING CIRCUIT • DO

HEIGHT/1500 FT AGL PL/TQ ............................. ADJUST
AS RQD

Procedures
FLIGHT EVENTS PM PF
WHEN READY TO TURN TAKE INTO ACCOUNT CROSSWIND

COMPONENT IN ORDER TO APPLY
DRIFT
ON DOWNWIND LEG AND ABEAM • ORDER

THREESHOLD • ANNOUNCE “FLAPS 15”
• DO
FLAPS 15........................SET &
CHECK
• ORDER
“START TIMING”
• DO
TIMING ...........................START • DO
TIMING ........................... START
AFTER 45 SECONDS HEADING BUG ......................... TURN

TO BASE • ORDER
“GEAR DOWN”
• ANNOUNCE
“SPEED CHECK”
• DO
LDG GEAR .....................SELECT
DOWN
PWR MGT.......................SET TO
TAXI & TO LT ..................SET ON
3 GREEN LIGHTS ON LANDING • DO

GEAR PANEL TLU LO SPEED ..............CHECK
WHEN BELOW DOUBLE LINE ON • ORDER

SPEED TAPE AND ESTABLISHED ON • ANNOUNCE “FLAPS 30”
FINAL “SPEED CHECK FLAPS 30”
• DO
FLAPS 30........................SET &
CHECK
WHEN FLAPS 30 • READ • REQUEST AND RESPOND

INDICATING BEFORE LANDING C/L “BEFORE LANDING C/L”
AND ON FINAL APPROACH Refer to NORMAL C/L

FT AFE DAY/VMC “1000 FT STABLE” “LANDING”
OR 500 FT STABLE

FT AFE DAY/VMC NON STABILISED “NOT STABLE, GO AROUND” “GO AROUND, SET POWER, FLAPS ”
PROCEDURE

Procedures
A.19 Prior to the “Landing” Callout
PF’s Procedure PM’s Procedure
At Minimums “CONTINUING”2 “APPROACH LIGHTS” 1

Approach lights in sight
Runway in sight “RUNWAY”
Landing requirements satisfied “LANDING”
A.20 Landing Actions & Callouts
FLIGHT EVENTS PM PF
AT DA or MDA +80FT “APPROACHING MINIMUM”
AT DA or MDA “MINIMUM” • ANNOUNCE

“LANDING”
OR
• ANNOUNCE

PROCEDURE
DISCONNECTING AP • DO
AUTOPILOT ................... OFF
RA INFORMATION “100”
“50”
“30” • DO
“20” PLs.................................. FI
“10” FLARE ............................ PERFORM
• DO
FLARE ............................MONITOR
PITCH
ON RUNWAY (BOTH LOW PITCH • CHECK AND ANNOUNCE • DO

GREEN) “2 LO PITCH” PLs.................................. GI
PLs.................................. REVERSE
AS RQD
REACHING 70 KT • ANNOUNCE
“70 KT”
BELOW 70 KT • ANNOUNCE • ANNOUNCE

“MY CONTROLS” “YOUR CONTROLS”

Procedures
FLIGHT CONTROL TRANSFER • DO • DO

NW STEERING...............HOLD CONTROL WHEEL ........ HOLD INTO
BRAKES .........................AS RQD WIND
A.21 GO-AROUND
FLIGHT EVENTS PM PF
INITIAL GO AROUND PHASE • DO • ANNOUNCE

FLAPS 15........................SET & “GO AROUND, SET POWER, FLAPS”
CHECK
• DO
• ANNOUNCE GO AROUND P/B........... DEPRESS
“FLAPS 15, POWER SET” PLs.................................. ADVANCE
TO THE
• DO RAMP
TQ ............................. CHECK GA PITCH....................... ROTATE TO
PLs ............................. ADJUST IF GA PITCH
NECESSARY
WHEN POSITIVE RATE ESTAB- • ANNOUNCE • ORDER

LISHED “POSITIVE RATE” “GEAR UP”
“SET HDG SEL / IAS VGA*”
NO LIGHT ON LDG GEAR PANEL • DO
LANDING GEAR .............SELECT UP *LNAV CAN BE ENGAGED AT THIS
YAW DAMPER ................ENGAGE STAGE AND ABOVE VMINOPS
TAKE OFF & TAXI LT......OFF
FGCP: HEADING SEL ....SET
FGCP: IAS ......................CHECK
• ANNOUNCE
“GEAR UP”

“ACCELERATION ALTITUDE” • DO
PLs.................................. RETARD TO
THE NOTCH
• ORDER
“CLIMB PROCEDURE”
• DO
PL IN THE NOTCH .........CHECK
PWR MGT.......................SET
CLIMB NP .......................CHECK
82% BLEEDS..................CHECK ON
SPEED BUG ...................CHECK
170KT FMA MODE .........ANNOUNCE • DO
FMA ................................ CHECK

Procedures
A.22 After Landing Procedures
RUNWAY VACATED • REQUEST • DO

“AFTER LANDING C/L” START TIME................... 1 min
cool down
in GI
LANDING LIGHT &
STROBES....................... OFF
FLAPS 0 ......................... SET &
........................................ CHECK
GUST LOCK ................... ENGAGE
FLIGHT CONTROLS ...... CHECK
LOCKED
RADAR ........................... STBY
TCAS .............................. STBY
TRANSPONDER ............ 2000
TRIMS............................. RESET
DE ICING........................ SET OFF
ANTI ICING..................... SET OFF
PROBES HEATING ........ SET OFF
WINDHIELD HEATING... maintain on
ON THE LAST FLIGHT OF THE DAY • ORDER • DO

“ATPCS TEST” ATPCS DYNAMIC TEST PERFORM
CAUTION: DO NOT • ANNOUNCE

PERFORM WHILE “ATPCS TEST COMPLETED”
TAXIING
AFTER 1 MINUTE IN GROUND IDLE • ORDER • DO

“ CL1, FEATHER THEN SHUT OFF” CL1 ................................. FEATHER,
WAIT 20 SECONDS IN FEATHER FUEL S/O
BEFORE SHUT-OFF FOR LAST ACW BTC ....................... CHECK
FLIGHT OF THE DAY (FOR OIL MAIN- CLOSED
TENANCE CHECK). • DO
HYDRAULIC
PRESSURE .................... CHECK
• ANNOUNCE
“HYDRAULIC PRESSURE CHECKED”
WHEN ENGINE • ANNOUNCE

1 IS SHUT DOWN AFTER LANDING C/L TO BE READ
SILENTLY Refer to NORMAL C/L
• ANNOUNCE
“PROCEDURES COMPLETED”

Procedures
A.23 Parking Procedures
MARSHALLER IN SIGHT • REQUEST • DO

“TAXI & TO LIGHTS OFF” TAXI & TO LIGHTS......... SET OFF
ON PARKING STAND • DO
PARKING BRAKE ...........SET
CL2 .................................SET TO
FEATHER
NP BELOW
20% STABLE ..................CHECK
READY LIGHT ................CHECK
PROP BRAKE.................SET ON PROP 2 STOPPED ........ CHECK
• ANNOUNCE
“PROPELLER STOPPED”
BEACON .........................SET OFF
TAIL PROP • DO
INSTALLED.....................CONFIRM TRANSPONDER ............ SET STBY
SEAT BELT .....................SET OFF
ONLY
DURING
CHECKLIST
WHEN GPU AVAILABLE • DO

DC EXT PWR P/B...........DEPRESS
CL2 ................................FUEL SHUT

OFF
NWS................................OFF
PROCEDURE COMPLETED • REQUEST • READ

“PARKING C/L” PARKING C/L
Refer to NORMAL C/L
• ANNOUNCE

Procedures

Appendix B - NORMAL CHECK LIST AND TABLES
B.1 Normal Checklist - Under Construction
Date: 05/06/2012 Revision 01 Pg. B-1

Date: 05/06/2012 Revision 01 Pg. B-2

Abbreviations
Abbreviations
Abbreviations A
A ALTM Altimeter
AAS Anti-icing Advisory System ALTN Alternate
ABNORM AMP Ampere

Abnormal
(ABN) ANN Annunciator
AC Alternating Current AOA Angle of Attack
ARINC Communication Address- AP Auto-Pilot
ACARS
ing and Reporting System
APC Active Phase Control
AC BTC AC Bus Tie Contactor
APP Approach
AC BTR AC Bus Tie Relay
APU Auxiliary Power Unit
ACCU Accumulator
ARM Armed
AC EBTC AC Emer Bus Transfer Contactor
ASAP As Soon As Possible
ACW Alternating Current Wild Frequency
Avionics Standard Communication
ADC Air Data Computer ASCB
Bus
ADF Automatic Direction Finding ASD Accelerate Stop Distance
ADI Attitude Director Indicator ASI Air Speed Indicator
ADS Air Data System ASTR AC Stand by Bus Transfer Relay
ADU Advisory Display Unit ASYM Asymmetry
A/EREC Auto Erection ATC Air Traffic Control
AFCS Automatic Flight Control System ATE Automatic Test Equipment
A/FEATH Auto Feathering ATPCS Automatic Take off Control System
AFE Above Field Elevation ATT Attitude
AFT Rear Part ATTND Attendant
AFU Auto Feather Unit AUTO Automatic
AGB Accessory Gear Box AUX Auxiliary
AGL Above Ground Level AVAIL Available
AH Ampere - Hours AZ Azimuth
Attitude and Heading Reference
AHRS
System B
Attitude and Heading Reference BARO Barometric
AHRU
Unit
BAT Battery
AIL Aileron
BC Back Course
ALT Altitude
Date: 05/06/2012 Revision 01 Pg. Abb-1

Abbreviations
B C
BITE Built in Test Equipment CLB Climb
BCPU Bus Power Control Unit CLR Clear
BPU Battery Protection Unit CM Crew Member
BRG Bearing CMPTR Computer
BRK Brake COM Communication
B-RNAV Basic Area Navigation COMPT Compartment
BRT Bright CONFIG Configuration
BSC Battery Start Contactor CONT Continuous
BTC Bus Tie Contactor CORRECT Correction
BTR Bus Tie Relay CPL Auto Pilot Coupling
BXR Battery Transfer Relay CRC Continuous Repetitive Chime
CRS Course
C
CRT Cathodic Ray Tube
CAB Cabin
CRZ Cruise
CAC Crew Alerting Computer
CTL Control
CAP Crew Alerting Panel
CVR Cockpit Voice Recorder
CAPT Captain
CW Clockwise
CAT Category
C/B Circuit Breaker D
CCAS Centralized Crew Alerting System DADC Digital Air Data Computer
CCW Counter clockwise DADS Digital Air Data System
CD Coefficient of Drag DC Direct Current
CDI Course Deviation Indicator DEC Declination, Decrease
CFC Constant Frequency Contactor DELTA P Differential Pressure
CG Center of Gravity DEV Deviation
CHAN Channel DFDR Digital Flight Data Recorder
CHC Charge Contactor DFZ 600 Flight Control Computer
CHG Charge DGR Degraded
C/L Check List DH Decision Height
CL Condition Lever DIFF Differential
CL Coefficient of Lift DISCH Discharge
CLA Condition Lever Angle DIM Light Dimmer

Abbreviations
D F
DIST Distance FCOC Fuel Cooled Oil Cooler
DME Distance Measuring Equipment FD Flight Director
DN Down FDAU Flight Data Acquisition Unit
DSPL Display FDEP Flight Data Entry Panel
FEATH, FTR Feathered, Feathering

E
FF Fuel Flow
Electronic Attitude Director Indica-
EADI FGC Flight Guidance Computer
tor
Emergency Battery Charge Con- FGS Flight Guidance System

EBCC
tactor FI Flight Idle
EBTC Emer Bus Tranfer Contactor FLT Flight
ECU Electronic Control Unit FMA Flight Modes Annunciators
EEC Engine Electronic Control FMS Flight Monitoring System
EFIS Electronic Flight Instrument System FO First Officer
EGHR External Ground Handling Relay FOS Flight Operations Software
Electronic Horizontal Situation Indi- FQI Fuel Quantity Indication
EHSI
cator
FT Foot, Feet
EHV Electro Hydraulic Valve
FTO Final Take Off
ELEC Electrical
FU Fuel Used
ELV Elevation
FWD Forward
EMER Emergency
ENG Engine G
EPC External Power Contactor GA Go Around
EQPT Equipment GAL Galley
ESS Essential GC Generator Contactor
ET Elapsed Time GCU Generator Control Unit
ETOPS Extended Twin Operations GEN Generator
EXT Exterior, External GI Ground Idle
External Power / Service Bus Con- GMT Greenwitch Mean Time
EXC
tactor
GND Ground
F GNSS Global Navigation Satellite System
F Farenheit GPS Global Positioning System
FAIL Failed, Failure GPU Ground Power Unit

Abbreviations
G I
(Enhanced) Ground Proximity IMU Initial Measurement Unit

(E)GPWS
Warning System
IN Inertial Navigation
GRD Ground
INC Increase
G/S Glide Slope
IND Indicator
GSPD Ground Speed
IN/HG Inches of Mercury
ACW Generator / Service Bus Con-
GXS INHI Inhibit
tactor
INOP Inoperative
H INS Inertial Navigation System
HBV Handling Bleed Valve INST Instrument
HD Head Down INT Interphone
HDG Heading INU Inertial Navigation Unit
HDLG (HDL) Handling INV Inverter
Hot Emer Battery Transfer Contac- IRS Inertial Reference System
HEBTC
tor
ISOL Isolation
HF High Frequency
ISV Isolation Shut-off Valve
HI High
ITT Inter Turbine Temperature
HLD Hold
Hot Main Battery Transfer Contac- K

HMBTC
tor
KHZ Kilo-Hertz
HMU Hydromechanical Unit
KT Knot
HOBV Handling Overboard Valve
HP High Pressure L
HSI Horizontal Situation Indicator LAT Lateral
HTG Heating LAV Lavatory
HU Head Up LB Pound
HYD Hydraulic LBA Lowest Blade Angle
LDG Landing
I
L/G Landing Gear
IAF Initial Approach Fix
LH Left Hand
IAS Indicated Air Speed
LIM Limitation
IDT Ident
LNAV Lateral Navigation
IGN Ignition
LO Low
ILS Instrument Landing System

Abbreviations
L M
LOC Localizer MSG Messages
LO-PR Low Pressure MSN Manufacturer Serial Number
LP Low Pressure MTOW Maximum Take off Weight
LT Light MW Master Warning
LVL Level MZFW Maximum Zero Fuel Weight
M N
MAC Mean Aerodynamic Chord NAC Nacelle
MAN Manual NAV Navigation
MAP Ground Mapping NDB Non Directional Beacon
MAX Maximum NDB (GPS) Navigation Data Base
MB Milibar NEG Negative
MBCC Main Battery Charge Contactor High Pressure Spool Rotation

NH
Speed
MBTC Main Bus Transfer Contactor
NIL Nothing / No Object
MC Master Caution
Low Pressure Spool Rotation
MCDU Multifunction Control Display Unit NL
Speed
MCT Maximum Continous NM Nautical Mile
MEA Minimum En route Altitude NORM Normal
MECH Mechanic NP Propeller Rotation Speed
MFC Multi Function Computer NPU Navigation Processor Unit
MFCU Mechanical Fuel Control Unit N/W Nose Wheel
MGT Management NWS Nose Wheel Steering
MHZ Megahertz
MIC Microphone O
MIN Minimum OAT Outside Air Temperature
MISC Miscellaneous OBS Omni Bearing Selector
MKR Marker OT Other Traffic
MLS Microwave Landing System OUTB Outboard
MLW Maximum Landing Weight OVBD Overboard
MM Milimeter OVERTEMP Overtemperature
MMO Maximum Operating Mach OVHT Overheat
MOD Modification OVRD Override

Abbreviations
O P
OXY Oxygen PWR Power
P Q
PA Passenger Address QAR Quick Access Recorder
PB Push Button QT Quart
PCU Propeller Control Unit QTY Quantity
PEC Propeller Electronic Control

R
PF Pilot Flying
RA (TCAS) Resolution Advisory
PFTS Power Feeder Thermal Sensor
RA Radio Altitude
PIU Propeller Interface Unit
RAD/ALT Radio Altitude
PL Power Lever
RAD/INT Radio / Interphone
PLA Power Lever Angle
Receiver Autonomous Integrity
PNF Pilot Non Flying RAIM
Monitoring
PNL Panel RCAU Remote Control Audio Unit
POS Position RCDR Recorder
P-RNAV Precision Area Navigation RCL Recall
PRESS Pressurization, Pressure RCU Releasable Centering Unit
PRIM Primary RECIRC Recirculation
PRKG Parking REV Reverse
PROC Procedure RGA Reserve Go-Around
PROP Propeller RGB Reduction Gear Box
PRV Pressure Regulating Valve RH Right Hand
PSEU Proximity Switch Eletronic Unit RLY Relay
PSI Pound Per Square Inch RMI Radio Magnetic Indicator
PSU Pax Service Unit RNP Required Navigation Performance
PSV Propeller Servo Valve RPM Revolution Per Minute
PT Point RON Remaining Overnight
PT (TCAS) Proximity traffic RQD Required
PTT Push to Talk, Push to Test RTO Reserve Take-off
PTW Pitch Thumb Wheel RTOW Regulatory Take-off Weight
PVM Propeller Valve Module RUD Rudder
PWM Pulse Width Modulation

Abbreviations
S T
SAT Static Air Temperature TAD Terrain Awareness Display
SB Service Bulletin TAS True Air Speed
SBTC Stand by bus Transfer Contactor TAT Total Air Temperature
SBY Stand by TAWS Terrain Awareness Waring System
SC Single Chime, Starter Contactor TBD To be Determined
SCU Signal Conditioning Unit TCF Terrain Clearance Floor
Static Inverter Override Transfer TCS Touch Control Steering

SDTC
Contactor
TEMP Temperature
SEL Selector
TGT Target
SGL Single
TK Tank
SGU Symbol Generator Unit
TLU Travel Limiting Unit
SID Standard Instrument Departure
TM Torque Motor
SMK Smoke
T/O (TO) Take off
SMKG Smoking
TOD Take-off Distance
S/O (SO) Shut Off
TOR Take-off Run
SOV Shut Off Valve
TOW Take off Weight
SPD Speed
TQ Torque
SPLR Spoiler
TRU Transformer Rectifier Unit
SPLY Supply
TTG Time to go
SSR Service Bus Select Relay
STAB Stabilizer U
STAR Standard Arrival UBC Utility Bus Contactor
STBY Stand by U/F Underfloor
STR Service Bus Transfer Relay UHF Ultra High Frequency
STRG Steering UNCPL Uncouple
SVCE Service UNDV Undervoltage
SW Switch UNLK Unlock
SYNPHR Synchrophaser UTLY Utility
SYS System
V
T VC Calibrated Airspeed
TA (TCAS) TRAFFIC Advisory VENT Ventilation

Abbreviations
VERT Vertical
VHF Very High Frequency
VMCA Minimum Control Speed in Flight
VMCG Minimum Control Speed on Ground
Minimum Control Speed during

VMCL
landing approach
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF OMNI Directional Range
VSI Vertical Speed Indicator
VU Visual Unit
WARN Warning
WAT Weight Altitude Temperature
WBM Weight and Balance Manual
WOW Weight On Wheel
XFEED Cross Feed
XFR Transfer
YD Yaw Damper
ZA Aircraft Altitude
ZCTH Theoretical Cabin Altitude
ZPW Zero Fuel Weight
ZP Pressure Altitude
ZRA Radio Altimeter Altitude

Chapter RT: Revisões Temporárias
RT-OPS-P-28/12 - Operação ATR600 L1B1 ............................................................................................ 2

RT-OPS-P-30/12 - Turning Off the Flight Director .................................................................................. 6
Date: RT-1
Revisões Temporárias
1 - RT-OPS-P-28/12 - Operação ATR600 L1B1
RT-OPS-P-28/12 REVISÃO TEMPORÁRIA

DATA DE EMISSÃO: 03/07/2012 DATA DE VIGÊNCIA: 09/07/2012
VALIDADE: Válida até todas as aeronaves serem retrofitadas para a

versão L2B2
PARA: PILOTOS ATR600 E PILOTOS ATR200
DE: Ana Paula Pagioro

Publicações Corporativas
EMITIDO POR: Cmte. Marcelo Mendes

Chefe de Equipamento & Flight Standards ATR
REFERÊNCIA: SOP ATR 600 pag 3-21 / 4-57 e novo Anexo
ASSUNTO: OPERAÇÃO ATR 600 L1B1
1. INTRODUÇÃO
A presente RT adequa a operação do novo SOP ATR 600 para as aeronaves sem o
Load L2B2.
As aeronaves L2B2 são identificadas com um Placard ao lado da matricula da

aeronave.
Segue as diferenças principais do L2B2:

x Yaw Auto Trim (YAT)
x Electronic Check List (ECL)
x IAS engagement on ground
x Manual Take-Off Torques
x Contador regressivo automático no Eng Fire
x Level off management during descent
x Holding speed activation
x BOOST function indication on MCDU cruise page
x Approach procedure identification
x Trajectories display
x FMS alert message
Página 1 de 4
Date: 05/06/2012 Revision 01 Pg. RT-2

2. PROCEDIMENTO
Pag 3-21 Desconsiderar a nota de inserção de temperatura manual, pois essa opção
está indisponível no L1B1.
Pag 4-57 Setar pitch 7º quando efetuando as ações do Taxi checklist, pois a opção
de IAS AUTO no solo esta inibida no L1B1.
Para o L1B1 continuamos com a operação SETO(Single Engine Taxi Out)
Adicionado o Anexo 24 com o flow do ENGINE 1 START DURING TAXI.
Obs: Prosseguir com o TAXI CHECKLIST somente após os dois motores

acionados.
3. CONCLUSÃO
Com estas alterações alinhamos os procedimentos no SOP para o ATR 72-600

L1B1.
Página 2 de 4

A.24 Engine 1 Start During Taxi
FLIGHT EVENTS CAPTAIN F/OFFICER

ON CAPTAIN • ORDER
DECISION “START ENGINE 1, MY ATC”
• DO
START 1 PB............................DEPRESSED
AFTER “U” CHECK TIMING..............................................START
“STARTER ON”
• DO AND ANNOUNCE
CL 1.........................................FEATHERED
NH=10%
(UNTIL NH=20% “FUEL OPEN”
IF ITT>200ºC)
• DO
ENGINE PARAMETERS...................CHECK
• ANNOUNCE
“IGNITION”
ITT INCREASING
• DO
ENGINE PARAMETERS...................CHECK
• DO AND ANNOUNCE
NH INCREASING ENGINE PARAMETERS...................CHECK
“OIL PRESS”
• ANNOUNCE
“45%, STARTER OFF”
NH=45% • DO
STARTER OFF.................................CHECK
TIMING................................................STOP
ITT MAX............................................CHECK
• ANNOUNCE
“GOOD START”
• DO
ENGINE START........OFF & START ABORT
DC GEN 1 FAULT...............EXTINGUISHED
DC BTC.................................CHECK OPEN
PARAMETERS BLEED/PACKS.....LIGHST EXTINGUISHED
STABILIZED OVERHEAD PANEL DARK (EXCEPTED
THE FAULT LIGHT ILLUMINATED ON
EXHAUST MODE PB FOR 2 MINUTES
AND ALSO ACW GEN 1 FAULT LIGHT)
• ORDER • DO AND ANNOUNCE

“CL 1 AUTO” CL 1 ..................................AUTO
Página 3 de 4

FLIGHT EVENTS CAPTAIN F/OFFICER
WHEN LOW
PITCH • ANNOUNCE
ILLUMINATED “SINGLE CHANNEL”
“LOW PITCH”
• CHECK
WHEN NP ACW GEN 1....................................CHECK
STABILIZED ACW BTC……………………..CHECK OPEN
AROUND 71% HYD…………………………………..GREEN
OVERHEAD PANEL…………....NO LIGHT
Página 4 de 4

2 - RT-OPS-P-30/12 - Turning Off the Flight Director
DATA DE EMISSÃO: 08/08/2012 DATA DE VIGÊNCIA: 08/08/2012
VALIDADE: Até Revisão 02 do SOP ATR 600
PARA: PILOTOS ATR600
DE: Danillo Mitsujima

Publicações Corporativas
PUBLICADO POR: Cmte. João Gabriel Macari Neto

Piloto Chefe & Flight Standards
Cmte. Marcelo Mendes
Chefe de Equipamento & Flight Standards ATR
REFERÊNCIA: SOP ATR 600 pag 4-8, cap 4.2.11
ASSUNTO: TURNING OFF THE FLIGHT DIRECTOR
1. INTRODUÇÃO
A presente RT altera o procedimento de retirar a FD BAR no ATR 600.
No procedimento utilizado anteriormente, em caso de arremetida, o modo GA seria

armado no FMA, porém o tripulante não teria o guia do Flight Director.
A função STBY oculta as barras da tela ate que sejam selecionados novamente os
modos de voo, enquanto que a tecla FD desativa as barras até serem religadas pela
mesma tecla.
Revisado por: Aprovado por:

Elaborado por:
Marcelo A. Mendes José Sousa Ramos Júnior João Gabriel Macari Neto
Chefe de Equip. & Flight Standards Flight Standards ATR Piloto Chefe & Flight Standards
Página 1 de 2

2. PROCEDIMENTO
Utilizar o STBY button no FGCP para ocultar a FD BAR.
Retirar:
Substituir por:
3. CONCLUSÃO
Com estas alterações alinhamos os procedimentos no SOP para o

ATR 72-600.
Revisado por: Aprovado por:

Elaborado por:
Marcelo A. Mendes José Sousa Ramos Júnior João Gabriel Macari Neto
Chefe de Equip. & Flight Standards Flight Standards ATR Piloto Chefe & Flight Standards
Página 2 de 2




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Date: 05/06/2012 Revision 01 0-I

PÁGINA INTENCIONALMENTE EM BRANCO

Date: 05/06/2012 Revision 01 0-III

O nosso sistema de valores é a base do nosso processo de tomada de decisão em todos os

Os Valores da Azul são:

Date: 05/06/2012 Revision 01 Pg. 0-III

PÁGINA INTENCIONALMENTE EM BRANCO

Date: 05/06/2012 Revision 01 Pg. 0-IV

REVISION NUMBER REVISION DATE DATE INSERTED UPDATED BY

Date: 05/06/2012 Revision 01 Pg. 0-V

PÁGINA INTENCIONALMENTE EM BRANCO

Date: 05/06/2012 Revision 01 Pg. 0-VI

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