Bro Sura

Speed
VAPP is VAPPNO WIND read in the QRH (on the final approach speed line), corrected for
wind.
VAPP = VAPPNO WIND + wind factor
WIND FACTOR
The highest of:
- 1/3 of the headwind velocity;
- The gust in full;
The maximum wind factor is 15 kts.
Wind factor is added to give extra margin against turbulence, risk of windshear etc…
VGA is the highest value between:
- 1.1 VMCA (read in the QRH) or

- VAPPNO WIND + 5 kts
Radio Altimeter Setting
According to OM G/B the Radio Altimeter (RA) must be set at the applicable decision height
(DH) as published on instruments and approach landing charts (IAL) for precision
approaches.
For ATR 42/72 DH should be set and used for CAT II approach, may be set for CAT I
approach for information only (has not to be used as a reference) and is never used for non-
precision approach.
CRUISE and DESCENT - Cruise Parameters
Read SAT by depressing SAT/TAT P/B.

Determine the ISA deviation.
Take the QRH page in compliance with the cruise weight.
Find TQ, FF, IAS and TAS for the actual conditions.
Find single engine gross ceiling for normal or icing conditions according to actual or
expected conditions.
Cruise Bugs Setting
Set target torque bug at computed CRZ torque. Check if computed torque corresponds with
FDAU computed torque.
Set white bug to VmLB0 and red bug to VmHB0 for actual weight.
Set speed bug to computed IAS.
Acceleration Altitude (for Missed Approach)
The highest value between:
 1000 feet above aerodrome elevation;

 Engine out acceleration altitude from the Airport Analysis tables;
NOTE: In case a Go-Around is to be performed from an altitude which is greater than 1000ft
above AAL, the acceleration climb sequence is to be performed immediately after reaching
Go-Around Speed unless DA/MDA or single engine acceleration altitude are higher than
1000ft above AAL. In this case the acceleration will be the highest of these two.
NON - PRECISION APPROACH NOTE: if missed approach altitude is the same as

present altitude, set present altitude + 300 ft minimum, to avoid ALT*, then set missed
approach altitude when passing missed approach altitude – 300ft)
CIRCLE TO LAND
For circle to land, based on precision approach or non-precision approach, refer to

appropriate procedure (PRECISION APPROACH or NON PRECISION APPROACH) for
initial configuration except:
- Flaps will remain at 15 until final descent initiated;

- for Category B aircraft:
Maximum speed is 135kt;
Protected area radius from threshold is 2,66NM;
Obstacle clearance is 90m (295ft).
Caution: For a Go-Around FLAPS 15 configuration increase speed up to VmLB0 before

selecting flaps 0.
Before Landing, C/L must be initiated during approach, before reaching MDA of the circle to
land procedure.
The completion of the checklist will be announced “Before Landing Checklist completed
except flaps”.
After the flaps will be on final position (35 or 30) the checklist will be announced “Before
Landing Checklist completed”.
All turns in circling pattern shall be made with Hi Bank.
Brake off turn should be made on a heading ±45 degrees from the outbound course, when
at MDA and in visual contact with the runway.
Timing for the downwind leg after passing abeam the threshold is the difference between
MDA and airport elevation divided by 20 in seconds - 1 sec per each 2 kts of tailwind
component.
LANDING
In order to minimize landing distance variations the following procedure should be followed:
Maintain standard final approach slope (3º) and VAPP until 20 ft is called on radio altimeter;
At 20 ft call by PNF, reduce to FI and flare visually as required.
NOTE: 20 ft leaves ample time for flare control from standard 3º final slope.
As soon as main landing gear is on ground:

Control nose wheel impact;
Both PL’s reduce to GI;
Both LO PITCH lights: check illuminated.
Use reverse and foot brakes as required.
CAUTION: If a thrust dissymmetry occurs or if one LO PITCH light is not illuminated, the
use of any reverser is not allowed. In this case the propeller pitch mechanism is
probably locked at a positive blade angle, leading to a positive thrust for any PL
position.
As speed reduces, at 70 kts CM1 takes NWS control, CM2 holds control column into the wind.
NOTE: Max reverse is usable down to full stop if required, but to minimize flight control
shaking due to reverse operation at high power, it is helpful to release slowly PL’s
back to GI when reaching low groundspeed (below 40 kts estimated).
Max braking is usable without restriction down to full stop whatever the runway conditions
may be, provided ANTISKID is operative.
In case of significant bounce, a GO-AROUND should be considered.
MISSED APPROACH/ GO-AROUND/ BALKED LANDING
When reaching DA or MAPt after level off at MDA, if required references are not established
or when passing stabilization screen height and not stabilized, or when other unexpected
events happen, a go-around must be initiated.
A missed approach or balked landing is initiated with the order “GO-AROUND”, by either
pilot. The decision to fly a Go-Around cannot be reversed or countermanded.
A positive ROC must be established as rapidly as possible, which requires a simultaneous

power increase and nose-up rotation to an initial attitude of +10º. Go-around power is
obtained with PL’s in the RAMP position.
The initial part of missed approach should be flown AFCS in GO-AROUND mode (FD mode
only) which gives:
- On pitch axis, a target attitude compatible with single engine performance.
- On roll axis, a steering command to maintain heading followed at GA engagement.
As soon as climb is firmly established, use of HDG and IAS modes (which will then be
accepted by AP) should be engaged.
The following technique should be followed:

 Depress GA pb’s on PL’s;
 Apply GA POWER;
 Retract flaps one notch and rotate following FD bars command;
 Accelerate to or maintain VGA;
 When positive climb retract gear;
 At acceleration altitude set flaps 15 when reaching VGA+15 or VmLB0 whichever occurs
first (only for ATR 42);
 Reduce power to CLIMB POWER.
FLIGHT CREW OPERATING MANUAL 0.60.00
P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE JUL 99
AA
FLIGHT CREW OPERATING MANUAL 0.60.00
P2 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE JUL 99
AA
-t)) AIRCRAFT GENERAL 1.00.10
/\R72
p 1
I 001 I
'IA
F.C.O.M. GENERAL
I I DEC 96
AIRCRAFT DIMENSIONS AND GROUND CLEARANCES
<(
:;
0
0
<(
0
0
0 '
F H
0
0
.
0
<C R
0 s
"'
VERTICAL CLEARANCES (A ~ J)
OPERATING EMPTY MAXIMUM RAMP WEIGHT
WEIGHT
CG 25% CG 14% CG 37%
ft m ft m ft m
A 10.80 3.29 10.43 3.18 10.73 3.27
B 2.16 0.66 1.77 0.54 2.06 0.63
c 4.00 1.22 3.61 1.10 3.90 1.19
D 4.88 1.49 4.66 1.42 4.40 1.34
E 25.33 7.72 25.16 7.67 24.67 7.52
F 10.46 3.19 10.13 3.09 10.23 3.12
G 3.97 1.21 3.64 1.11 3.74 1.14
H 12.50 3.81 12.20 3.72 12.17 3.71
j 22.87 6.97 22.70 6.92 22.24 6.78
a -1°011 -1°183 -0°550
K 5 Ft 6.3 in. 1.683 m
L 35 Ft 4.8 in. 10.79 m
M 89 Ft 1.5 in. 27.166 m
N 23 Ft 11.8 in. 7.31 m
p 13 Ft 5.4 in. 4.100 m
R 26 Ft 6.9 in. 8.100 m
s 88 Ft 9 in. 27.050 m
/\R72
p 2
I 001 I
'IA
F.C.O.M. GENERAL
I I DEC 96
TURNING CAPABILITY ON GROUND
THEORETICAL CENTER
A
MINIMUM
OF TURN FOR MINIMUM
PAVEMENT
TURNING RADIUS SLOW
WIDTH FOR
CONTINUOUS TURNING.
180° TURN
APPROXIMATELY IDLE
THRUST ON ALL ENGINES.
NO DIFFERENTIAL
BRAKING.
<C
<C
0
0
<(
N
0
0 TURN-
0 ANGLE x y A R3 R4 R5 R6
0
0
35Ft 20Ft 70Ft 40Ft 64Ft 45Ft 55Ft
4in. 4.5in. 2.5in. 9.5in. 9in. 9.5in. 10.5in.
;; 60°
.::
~
0 10.77 6.21 21.40 12.43 19.74 13.96 17.03
"'
R
/\R72
p 5
I 001 I
'IA
F.C.O.M. GENERAL
I I DEC 96
R LOCATION OF ANTENNAE
2 EMERGENCY
ADF 1 VHF LOCATOR
VHF 1-----iTCAS ~ l__ ~~~SMITTER--i
MLS 1+2 --------..... f ' \ ~~~
~:~lt~
DME 2
DME 1
ATC 1
ADF 2
MARKER
RADIO ALTIMETER
s
ATC2
LI [5
'.
:
ATCALTIMETER
RADIO
=~ ~\\-,-,-
2
ATC1 ~
- -
MARKER u....;:o,~--V-HF_2
__ g~~~~ ~
VOR-LOC1-2
~-~,;~l".~i~_
dJ ~r\ ~r"' LADF 1 EMERGENCY LOCATOR
~ VHF 1 TCAS ADF 2 TRANSMITTER
Note : Number and location of antennae may change depending on the versions. All
possibilities are drawn on these views.
R
Operations Manual – part B / AO Matters ATR 42/ 72
1. LIMITATIONS
Friction
Braking action TO LDG Max. crosswind
coefficient
0.4 or above Good (95) 1 1 30 KTS
0.39-0.36 Good/ Medium (94) 2 2 28 KTS
0.35-0.30 Medium (93) 3/6 6 20 KTS
0.29-0.25 Medium/Poor (92) 4 5 15 KTS
0.25 Poor (91) 7 7 5 KTS
Below 0.25 Unreliable (99) No T/O or Landing
Equivalent runway condition:

1 – Dry runway;
2 – Wet up to 3 mm depth;
3 (TO only) – Slush or water from 3 to 6 mm depth;
4 (TO only) – Slush or water from 6 to 12 mm depth;
5 – Slush or water from 3 to 12.7 mm depth;
6 – Compact snow;
7 – Ice.
Tail wind landings on contaminated runways with BA less than 93 shall be limited to not more
than 10kts.
1.8.1 Wind Limits in Low Visibility Operations
Tailwind 10 KT
TAKEOFF
RVR < 400 m
Crosswind 15 KT
Headwind 30 KT
ATR42 ATR72
Tailwind 10 KT 10 KT
LANDING CAT II
Crosswind 15 KT 15 KT
Headwind 15 KT 30 KT
Tarom © Page 1.8 Effective 25 Nov 2015

NP = 82% Level flight Approach 3° (1)
Speed (kt) 180 160 140 120 VAPP
Gear UP UP DOWN DOWN DOWN
42 PEC 0 0 15 30 30
Flaps
72 PEC 0 0 15 35 35
Torque (%) 50 40 40 50 25
All
42 PEC +1 +4 0 0 –1
engines
Pitch (°)
72 PEC +1 +4 +1 0 –3
Torque (%) 90 75 75 90 50
Single
42 PEC +1 +4 0 0 –1
engine
Pitch (°)
72 PEC +1 +4 +1 0 –3
(1)
For flight profiles other than standard 3° approach, use following corrections to maintain the
required flight path angle:
±3% TQ <=> ±1% slope
±5% TQ <=> ±1° slope
±5% TQ <=> ±10 Kt wind component
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

0 55 70
5.000 60 150
10.000 70 200
20.000 100 260
25.000 120 300
AFCS and ADU
Actions at the time of failure detection Complementary

Warnings
>1000 ft <1000 ft actions
Try to recover
If impossible revert to Discontinue the
AP disengage
CAT I approach
FD approach
LOC or G/S excess Discontinue the
Not applicable
deviation approach
Perform a CAT I
Discontinue the
Loss of ADU minima manual
approach
approach
Loss of CAT II Try to recover
Discontinue the
capability (Triple If impossible revert to
approach
click) CAT I minima
CAT 2 approaches are flown with AP + FD ON.

" EQUIPEMENT REQUIRED
Approach with AP
Autopilot 1
FD bars 1 (PF side)
AP quick disconnect 1 (PF side)
AP OFF warning (light
and aural) 1
ADU 1
ILS receiver 2
AHRS 2
Standby Horizon 1
CRT 3 (2 PF side)
SGU 2
Radio altimeter 1 (with 2 displays)
DH indicator 2
GA pushbutton 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
2: -- CM2 side must be operative (*)
Airspeed indicators
-- If CM1 is PF, CM1 side must be operative
Altimeters 3
Hydraulic system Blue + Green
DC: BUS1 / BUS2 / EMER / STBY / ESS ;
Electrical system
AC: BUS1 / BUS2 / STBY ; ACW: BUS1 / BUS2
MFC modules 3
(*): The standby airspeed instrument can be easily monitored only from the CM1 position
(Captain position).
A/C Systems Failure during Approach A/C Systems

Warnings
Flap failure,
jammed between 0
and 25 positions Revert to CAT I
(ATR42) or minima.
between 0 and 15
position (ATR72) Not applicable.
Flap failure, Continue.
jammed above 25 Increase VAPP Multiply landing
position (ATR42) or (flaps 35 ATR42 or distance flaps 35/30
above 15 position flaps 30 ATR72) by by 1.13.
(ATR72) 10 kts.
Revert to CAT I
Engine failure
minima. Discontinue the
Hydraulic failure Transfer. approach.
(without fluid loss) No capability loss.
Apply associated
First MFC module procedure. Discontinue the
failure Continue the approach.
approach.
Apply the associated
Second MFC module procedure. Discontinue the
failure Revert to CAT I approach.
minima.
Flight Instruments
Warnings
Revert to CAT I
Standby horizon flag
minima
Radio altimeter Revert to CAT I
warning on PNF EFIS minima
Switch to valid AHRS Discontinue the
ATT/ PIT/ ROLL approach First action before
Reengage AP
warning on any EFIS switching AHRS is to
Revert to CAT I minima
refer to standby
Switch to valid AHRS
HDG warning on any horizon to determine
Revert to CAT I
EFIS the wrong AHRS
minima
LOC/ GS/ ILS/ Revert to CAT I
warning on any EFIS minima
Switch affected CRT
Loss of one CRT
OFF
Switch to valid SGU
Loss of both CRT on
Revert to CAT I
one side
minima
Loss of:
- CM2 airspeed
Revert to CAT I
indicator
minima
- CM1 airspeed
indicator if CM1 is PF
Revert to CAT I
Loss of any altimeter
minima
PROCEDURES AND TECHNIQUES 2.02.11
P1 001
POWER PLANT SEP 10
AA
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800°C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N° 1 on ground (engine 2 running)
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL SO * FTR
IGNITION
EEC EEC ON
MAIN BAT. (MAIN BAT.

ELECTRICAL SUPPLY OF
+ GEN 2)
STARTER/GENERATOR
PLA GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200° C.
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
R during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour.
R
Note : This alert is inhibited when affected CL is in FUEL SO position.
FLIGHT INSTRUMENTS 1.10.10
P5 001
AIR DATA SYSTEM JUL 01
AA
STANDBY ALTIMETER
1 Baroset value is displayed in millibars (875 to 1 050 mb).

2 Baroset knob
Sets barometric reference on mb counter.
3 Altitude pointer
One revolution of pointer represents 1000 ft altitude change.
4 Altitude counter
The digital counter is equipped with three drums indicating ten thousands,
thousands and hundreds of fett. A black and white flag marks the LH drum (ten
thousands) when altitude is between 0 and 9999 ft. An orange and white flag
marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft.
Note : Allowable deviation between normal altimeter indications and between
normal and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

R 0 55 70
R 5.000 60 150
R 10.000 70 200
R
R
R 20.000 100 260
R 25.000 120 300
72
DEC 14
R
Note : Allowable deviation between normal airspeed indications
and between normal and standby airspeed indications :
IAS (Kt) NORM/NORM(Kt) NORM/STBY(Kt)
120 5 7
180 7 9
200 7 10
8 10
230
P2 500
POWER PLANT APR 08
AA
TAKE OFF: USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at
Take off.
The closing signal is given by MFC’s when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for Take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need tee, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the throttles out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATION
The variation tolerances of engine parameters are shown in Figure. These tolerances
must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
In case of engine parameters fluctuation it can be helpful to select the corresponding EEC
OFF before shutting the engine OFF.
If this action cures the problem, the flight can be continued accordingly.
MAN IGNITION
When one or both EEC (s) has (have) been deselected, the use of MAN ignition is
required when the aircraft penetrates heavy precipitation or severe turbulence areas,
when ice accretion develops or when using contaminated runway for take off or landing.
GO AROUND - POWER SET UP PROCEDURE

The throttle movement (PF) is to be applied accross the notch up to the ramp (beginning
of amber sector).
WARNING : Overriding the ramp threshold up to the absolute full travel will allow to
reach 1.15 x RTO TQ (EEC ON).
This should be used only is case of emergency.
CLs should be routinely stay into the notches. Np is automatically set at 100 % provided
PWR MGT is on TO position and PLA is sufficient (see 1.16.40).
R Eng. : PW127F / PW127M
LIMITATIONS 2.01.04
P2 500
POWER PLANT OCT 08
AA
Note : Operation up to 106.3% torque is time unlimited when

NP is below 94%
R Model. : 212A
LIMITATIONS 2.01.04
P3 500
POWER PLANT OCT 08
AA
ITT LIMITS
R Model. : 212A
-t)) FLIGHT INSTRUMENTS 1.10.30
/\R72
p 12 I 001 I
'IA
F.C.O.M. EFIS
I I DEC 96
EADl/EHSI ALERTS
COMPARISON MESSAGES
Both AHRS and both ILS information are monitored by SGUs. Caution messages are
displayed in case of disagreement and "EFIS COMP" amber alert and single chime are
generated at the same time by the CCAS.
-{--SPERRY
LOG .~~s~1~1-G)
HOG
ATT ILS ..,.,.-~~-__,0
t: I
SPD
F
<(
<(
CJD
0
I
0
0
0
<( 0
N
0
s
0
M
0 '
"""; 140RA
200DH
0
0
.::
~
0
"'
G) Heading Comparison Caution Message

When the two AHRS are in disagreement of 6° or more and bank angle below 6°,
amber HOG message is displayed. If bank greater than 6° alarm threshold becomes
12°.
CD Attitude Comparison Caution Message
When the two AHRS disagree (6 degrees or more) on pitch information, amber PIT
message is displayed.
When the two AHRS disagree (6 degrees or more) on roll information, amber ROL
When the two AHRS disagree on both pitch and roll information, amber ATT
0 /LS comparison Caution Messages
When the two ILS disagree (0.6 degree or more) on LDC information, amber LDC
When the two ILS disagree (0.2 degree or more) on Glide slope information, amber
GS message is displayed.
When the two ILS disagree on both localizer and glide slope information, amber ILS
/\R72
p 13 I 001 I
'IA
F.C.O.M. EFIS
I I DEC 96
SOURCE FAILURE ALERTS
In case of a source failure, the associated information immediatly disappear from both
CRTs. Failure message is displayed instead.
<(
:;
0
0
<(
G)
,;,
;;
0 '
M
.::
~
0
"'
G) Information displayed on scales
A red cross appears on the scale, indexes disappear.
0 Information digitally displayed
Amber dashes replace the lost information.
0 Other information
Red message is displayed to advise the crew of the information loss.
EHSI SOURCE FAILURE ALERT

In case of a source failure, the associated information immediatly disappears from
both CRTs. Failure message is displayed instead.
0
.,
0
M '
;;
0
M
/\R72
p 14 I 001 I
'IA
F.C.O.M. EFIS
I I DEC 96
CD Information displayed on scales
A red cross appears on the scale, indexes disappear.
CD Information digitally displayed
Amber dashes replace the lost information.
0 Other information
Red message is displayed to advise the crew of the information loss.
©Pointers
In case of associated NAV source failure, pointer disappears, no flag is visible.
SGU FAILURE ALERT

Depending on to the failed part of the SGU (see page 1), a failure message is possibly
displayed.
CD "A" or "B'' part failure, part C still operative
All information disappears from both EADI and EHSI. On both CRTs, a red cross
appears, with a red "SG FAIL" message.
-}SPERRY
!""
0
0
.;."'
G) . SG FAIL
:;
0 '
M
0 '
..::
0
"'
Note: In case of" A" or" B'' part loss, data only acquired by one SGU (DME, ADF, NAV)
- - will be lost and remain unrecoverable on the other pilot's system.
Q) "C'' part inoperative
Both CRTs are dark without any failure message.
12T0160_ATRfctm500_42_72_PART2A.indd 47
Non limiting runway
Limiting runway Set when V1≠VR (limiting runway)
V1 Set at 12 o'clock when not used
(non limiting runway)
VR When limiting runway

Green bug
Yellow bug V1/VR When non limiting runway

5.1. Take-off speed bugs
60
400 80 Speed bug V2
350 100
300
120
NORMAL CONDITIONS ICING CONDITIONS
250
IAS 140
230 KT
160 White Bug (flaps 0°) White Bug (flaps 15°)
White bug
200 180 – Final Take-Off Speed (VFTO)
– Final Take-Off Speed (VFTO)
– Flaps retraction speed – Low Bank manoeuver
– Low Bank manoeuver – Single engine climb speed
– Best climb gradient speed
– Single engine climb speed
FOR TRAINING ONLY

GENERAL PROCEDURES & POLICIES
NORMAL PROCEDURES
White bug + 10 kt
VmHB(2) flaps 0° VmHB(2) flaps 15°
– High Bank manoeuver – High Bank manoeuver
– Best climb rate speed
Icing bug Icing Bug

42 PEC
– VmLB(1) flaps 0°
– Flaps retraction speed
– Low Bank manoeuver
Page 2
SEP 12
Icing bug + 10 kt
02.01.05
(1) VmHB(2) flaps 0°

VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
72 PEC
(2)
– High Bank manoeuver
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)
12/09/12 13:50
22.5 t PW127F / PW127M
Never exceed certified weight limitations
Speeds Normal Icing
NON LIMITING RWY
V1 = VR 112 122
TAKE-OFF
V2 115 125
FLAPS 15
140 130
FINAL TAKE OFF
(Flaps 0) (Flaps 15)
133
DRIFT DOWN
140 (Flaps 15)
VmLB
(Flaps 0) 167
MINI EN ROUTE (Flaps 0)
FINAL VmHB
113 122
APPROACH (Flaps 30)
White bug Drift Down Speed Drift Down Speed

Mini En Route Speed VmLB flaps 15°
5.2. Cruise speed bugs
VmLB flaps 0°
Mini En Route Speed

Icing bug VmLB flaps 0°
MAX CRUISE 2 ENGINES

FLIGHT
Δ ISA
Speed bug Cruise speed
LEVEL -10 -5 0 +5 +10 +15 +20
94.5 94.5 94.5 89.3 84.2 79.7 75.2
459 461 464 446 428 412 396
80 248 247 246 239 233 226 220
FOR TRAINING ONLY

271 272 274 269 263 258 253
NORMAL PROCEDURES
94.5 94.5 90.2 85.6 80.8 76.3 72.1

453 456 440 424 408 392 377
100 246 245 239 232 226 219 213
276 278 274 269 264 258 253
93.5 89.9 86.0 82.1 77.9 73.7 69.6
446 433 418 404 390 375 361
120 242 237 232 226 220 213 207
280 277 273 269 265 259 254
89.2 86.0 82.7 79.0 75.4 71.4 67.5
427 412 401 387 374 360 346
140 235 230 225 219 214 208 201
280 277 274 270 266 260 254
42 PEC
84.6 81.9 78.8 75.7 72.3 68.9 65.1

406 394 381 369 356 345 331
160 227 223 218 213 207 201 194
279 277 274 270 265 260 254
79.2 76.6 74.1 71.2 68.2 65.0 61.8
Page 3
SEP 12
381 370 359 347 336 324 313

02.01.05
180 218 213 209 204 198 192 185

277 274 271 267 263 257 250
72 PEC
12/09/12 13:50
PW127F / PW127M 21.5 t PW127F / PW127M
1.1 VMCA IAS * Speeds Normal Icing
OAT °C NON LIMITING RWY
V1 = VR 109 119
-30 -20 -10 0 + 10 + 20 +30 + 40 + 50 TAKE-OFF
ZP (ft) V2 113 122
FLAPS 15
0 111 110 109 108 108 107 106 104 100 138 126
FINAL TAKE OFF
(Flaps 0) (Flaps 15)
2000 109 108 108 107 106 105 104 101 97
129
DRIFT DOWN
138 (Flaps 15)
4000 108 107 106 105 105 104 100 97 94 Yellow bug VmLB
VGA (Flaps 0) 163
MINI EN ROUTE
(1) (Flaps 0)
6000 106 106 105 104 103 100 97 94 91 Max VmHB flaps 30 (35)+5kt
{
1.1 VMCA FINAL VmHB
109 119
APPROACH (Flaps 30)
8500 104 104 103 100 98 96 93 90 88
* Conservative values calculated for the maximum landing weight.

Speed bug VAPP
VmHB flaps 30 (35) + wind
factor(3)
White bug White Bug (flaps 0°) White Bug (flaps 15°)
5.3. Approach speed bugs
– Final Take-Off Speed (VFTO)

Max Final Take-Off Speed (VFTO)
– Flaps retraction speed { Drift down speed
for go-around – Low Bank manoeuver
– Low Bank manoeuver – Single engine climb speed
– Best climb gradient speed
– Single engine climb speed
White bug + 10 kt VmHB(2) flaps 0° VmHB(2) flaps 15°

– High Bank manoeuver – High Bank manoeuver
– Best climb rate speed
FOR TRAINING ONLY

NORMAL PROCEDURES
Icing bug
Icing Bug
– VmLB(1) flaps 0°
– Flaps retraction speed
for go-around
– Low Bank manoeuver
42 PEC
Icing bug + 10 kt VmHB(2) flaps 0°

Page 4
SEP 12
– High Bank manoeuver

02.01.05
(1)
VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
72 PEC
(2)
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)
(3)
Wind factor = max {1/3 Head Wind component or full gust } limited to 15 Kt.
12/09/12 13:50
2. NORMAL PROCEDURES
Takeoff Briefing
A/C type and model (tail strike awareness on ATR 72)

MISCELLANEOUS
A/C technical status (MEL/ DDG operating restrictions, briefing cards)

NOTAMs, WEATHER, RWY conditions
Taxi Briefing: Eng start procedure / Powerback (Pushback) /
Expected Taxi Clearance
GW (...) Trans ALT (...)

VNAV
Fuel (...) Cruise FL (...)

ZFW (...)
Takeoff procedure: SPS/ QRH/ RTOW Speeds; Normal/ Icing Conditions;
PERFOR
-MANCE
Acceleration ALT; Use of anti-ice.

Speeds: V1 ..., VR ..., V2 ..., VFTO ... (normal/ icing), VmLB0 ... (icing)
ROT (...)
T/O RWY (...)
NAVIGATION
FPL description ...

First assigned FL (...)
SID description / NAV settings
Specials – MSA, high terrain, obstacles, narrow or short rwy, etc.
Use of Wx Radar
PROCEDURES
Windshear or gusty wind considerations

SPECIAL
Cold weather procedures

Jumpseat / observer briefing
- For any malfunction before 70kt or major malfunctions above 70kt

(...):CAPT will call STOP and stop the A/C;
- NO action until PRKG BRK is SET.
OPERATIONS
For any failure at or after V1 which is (...):

ABNORMAL
- Continue T/O;
- NO action until ACCELERATION, except at positive climb, GEAR UP
and cancel MW / MC;
- At ACCELERATION which is (...), perform Memory Items, Emergency
Checklist, After T/O Checklist and Abnormal Checklist;
- N-1 Procedure: Rwy Track, EO-SID (10-7), SID, etc.

2.0.9 Takeoff Briefing
Takeoff briefing is PF duty.

The purpose of takeoff briefing is for the PF to inform the PNF of the planned course of
action for both normal and abnormal situations during takeoff.
It is also a recall of standard emergency procedures and is the time for the Commander to
give specific instructions to the Copilot.
Takeoff briefing should be completed at a time when the cockpit workload is low so that
pilots may concentrate on its content and at a time when the takeoff conditions are likely to
be known.
Takeoff briefing should be completed before FINAL COCKPIT PREPARATION and is

referred to it as Departure Briefing in Final Cockpit Preparation Checklist.
The line Takeoff Briefing from Taxi Checklist is a review of changes, if any, from the initial
Departure Briefing. If no changes Takeoff Briefing is completed.
ASI BUGS:
Green bug : V1 if V1 ≠ VR, otherwise at 70 kts;

Yellow bug: VR (if V1 = VR use yellow bug for both speeds) (normal / icing conditions);
Internal bug: V2 (normal / icing conditions);
White bug: final take off speed flaps 0 (normal conditions) / final take off speed flaps 15
(icing conditions);
Red bug: VmLB0 icing conditions.
TQ BUGS:
Set manual bugs to computed maximum T/O torque for the day.

2.7 APPROACH, LANDING PREPARATION and BRIEFING

MISCELLANEOUS
Type and model (tailstrike awareness for ATR72)

Technical Status (emergency/abnormal operation restrictions, special
checklists)
ATIS/VOLMET Information; NOTAMs; Rwy conditions; Ground based
equipment; Crew qualification requirements
GW (...) Trans LVL (...)

PERFORMANCE
Fuel (...) / Available fuel for holding

Acceleration alt (...) (for missed approach) / Setting of BLEEDS in order to
achieve 100% in case of Go-Around
Speeds: VAPP ..., VGA ..., VmLB0/mLB15 ... (normal/icing), VmLB0 ... (icing).
STAR description (checked with GNSS) / NAV settings / Communications
NAVIGATION
MSA / Terrain obstructions

IAL procedure including Missed Approach / Operating minima
Stabilized approach / Use of Automation
Expected taxi routing after landing
PROCEDURES
Windshear or gusty wind considerations

SPECIAL
Cold weather procedures

Jumpseat / observer briefing
Announce GO-AROUND, FLAPS ONE NOTCH

GO-AROUND MANEUVERS*
PF will push Go-Around pb’s, will advance PL’s to the RAMP and will fly the a/c
into the FD bars
PNF will select Flaps one notch (if in final flaps configuration) and will check for
TQ’s 100%
At positive climb ask for GEAR UP
PNF will select GEAR UP and SET HDG, LO BANK, IAS VGA
At Acceleration which is (...) reduce PL’s to the NOTCH and ask for CLIMB
SEQUENCE
*Will be discussed only for the first flight of the day.

2.7.1 Approach – General
See TAROM OM G/B for general description and policy.

All approaches should be performed in a conservative manner.
All non-precision approaches should be aimed to be performed using continuous descent
constant angle glidepath; unless a particular airport procedure requires a level flight
segment at or before MDA.
All NAV AIDS used for approach have to be identified before reaching FAP/ FAF.
The operating minima should be carefully evaluated and reviewed.
There is only one flap setting available for landing, even with strong crosswind - flaps 35 for
ATR 42 and flaps 30 for ATR 72.
Large flaps extension does not impair the controllability in any manner.
When using auto-flight systems, the flight director indications and flight path must be
crosschecked with raw data navigation, altitude, speed and ROD information throughout the
approach.
2.7.1.1 Approach Briefing
This briefing is to be conducted when the workload and availability of PNF permit.
Just to prevent any rush, descent preparations and approach briefing typically should be
conducted 10 minutes before reaching top of descent.
Before performing the approach briefing the controls should be given to the PNF for the
respective approach.
Anything that may affect normal operation (e.g. failures, w/x conditions, equipment, etc)
should be carefully evaluated and checked whether affects the capability requirements for
the respective approach. This should include, but are not limited to, ground based
equipment (navaids, rwy. lights, etc.), on board equipment, crew qualification.
2.7.2 Approach Bugs Setting

ASI BUGS:
Yellow bug: VGA;
White bug: VmLB0 / VmLB15 for normal / icing conditions;
Red bug: VmLB0 icing conditions;
Internal bug: VAPP.
TQ BUGS:
Set manual bugs to computed GA torque for the day.
2.7.3 Speed
VAPP is VAPPNO WIND read in the QRH (on the final approach speed line), corrected for
wind.
VAPP = VAPPNO WIND + wind factor
WIND FACTOR
The highest of:
- 1/3 of the headwind velocity;
- The gust in full;
The maximum wind factor is 15 kts.
Wind factor is added to give extra margin against turbulence, risk of windshear etc…

2.15.4.1 Minimum Equipment Required to Meet Cat II Approach Criteria
Approach with AP
Autopilot 1
FD bars 2
AP quick disconnect 2
AP OFF warning (light
1
and aural)
ADU 1
ILS receiver 2
AHRS 2
Standby Horizon 1
CRT 3(2 CM1 side)
SGU 2
Radio altimeter 1(with 2 displays)
DH indicator 2
GA pushbutton 2
Windshield wipers 1(CM1 side)
Yaw damper 1
2: - CM2 side must be operative(*)
Airspeed indications
- If CM1 is PF, CM1 side must be operative
Altimeters 3
Hydraulic system Blue + Green
DC: BUS 1/ BUS 2/ EMER/ STBY / ESS;
Electrical system
AC: BUS1/ BUS2/ STBY; ACW: BUS1/BUS2
MFC modules 3

2.15.4.2 Failures and Associated Actions during Approach
This section refers only to abnormal situations and procedures that can affect a low visibility
operation. Generally, abnormal situations and procedures arise when any of the
requirements for low visibility operations are not satisfied during flight.
The nature of the failure / fault and the point of its occurrence will determine which response
is appropriate.
If external visual references are insufficient, failures not completely treated before 1000 feet
should lead to a missed approach.
NOTE 1: ENGINE FAILURE

Provided lateral trimming is properly achieved before 1000ft, single engine approach may
be performed with autopilot engaged, but must be restricted to CAT I.
NOTE 2: AFCS failure and trajectory deviation

In case of CAT II INVALID, excess deviations or AFCS failure, Go-Around must be
performed with STBY HORIZON: initial missed approach attitude: 10º.
A/C Systems Failure during Approach
A/C Systems

Warnings
Flap failure,
jammed between 0
and 25 positions Revert to CAT I
(ATR42) or minima.
between 0 and 15
position (ATR72) Not applicable.
Flap failure, Continue.
jammed above 25 Increase VAPP Multiply landing
position (ATR42) or (flaps 35 ATR42 or distance flaps 35/30
above 15 position flaps 30 ATR72) by by 1.13.
(ATR72) 10 kts.
Revert to CAT I
Engine failure
minima. Discontinue the
Hydraulic failure Transfer. approach.
(without fluid loss) No capability loss.
Apply associated
First MFC module procedure. Discontinue the
failure Continue the approach.
approach.
Apply the associated
Second MFC module procedure. Discontinue the
failure Revert to CAT I approach.
minima.

Flight Instruments

Warnings
Revert to CAT I
Standby horizon flag
minima
Radio altimeter Revert to CAT I
warning on PNF EFIS minima
Switch to valid AHRS Discontinue the
ATT/ PIT/ ROLL approach First action before
Reengage AP
warning on any EFIS switching AHRS is to
Revert to CAT I minima
refer to standby
Switch to valid AHRS
HDG warning on any horizon to determine
Revert to CAT I
EFIS the wrong AHRS
minima
LOC/ GS/ ILS/ Revert to CAT I
warning on any EFIS minima
Switch affected CRT
Loss of one CRT
OFF
Switch to valid SGU
Loss of both CRT on
Revert to CAT I
one side
minima
Loss of:
- CM2 airspeed
Revert to CAT I
indicator
minima
- CM1 airspeed
indicator if CM1 is PF
Revert to CAT I
Loss of any altimeter
minima
AFCS and ADU

Warnings
Try to recover
If impossible revert to Discontinue the
AP disengage
CAT I approach
FD approach
LOC or G/S excess Discontinue the
Not applicable
deviation approach
Perform a CAT I
Discontinue the
Loss of ADU minima manual
approach
approach
Loss of CAT II Try to recover
Discontinue the
capability (Triple If impossible revert to
approach
click) CAT I minima

02.01.06
NORMAL PROCEDURES Page 1
GENERAL PROCEDURES & POLICIES SEP 12
42 PEC 72 PEC
6. Torque bugs policy
6.1. Take-off torque bugs
Take-off torque bug (TO)

Manually set
Reserve take-off torque bug (RTO)

Automatically computed by FDAU
090.0 090.0
The take-off and reserve take-off torques are read in the QRH, Ops Data part.
FOR TRAINING ONLY
12T0160_ATRfctm500_42_72_PART2A.indd 50 12/09/12 13:50

02.01.06
42 PEC 72 PEC
6.2. Cruise torque bugs
Cruise torque bug

Manually set
Cruise torque bug

automatically computed by FDAU
067.0 067.0
The cruise torque is read in the QRH, Ops Data part.
FOR TRAINING ONLY

02.01.06
42 PEC 72 PEC
6.3. Final approach torque bugs
Go-around torque bug

Manually set
Go-around torque bug

Automatically computed by FDAU
025.0 025.0
The go-around torque is read in the QRH, Ops Data part.
FOR TRAINING ONLY

02.01.06
42 PEC 72 PEC
6.4. Torque preset
For the following conditions, this table shows the best torque presets.
Precise torque values will vary depending on aircraft weight and outside conditions but differences
will be very minimal.
Do not forget that Np modifies the torque for a given PL angle.
NP = 82% Level flight Approach 3° (1)
Speed (kt) 180 160 140 120 VAPP
Gear UP UP DOWN DOWN DOWN
42 PEC 0 0 15 30 30
Flaps
72 PEC 0 0 15 35 35
Torque (%) 50 40 40 50 25
All
42 PEC +1 +4 0 0 –1
engines
Pitch (°)
72 PEC +1 +4 +1 0 –3
Torque (%) 90 75 75 90 50
Single
42 PEC +1 +4 0 0 –1
engine
Pitch (°)
72 PEC +1 +4 +1 0 –3
(1)
For flight profiles other than standard 3° approach, use following corrections to maintain the
required flight path angle:
±3% TQ <=> ±1% slope
±5% TQ <=> ±1° slope
±5% TQ <=> ±10 Kt wind component
FOR TRAINING ONLY

02.01.07
42 PEC 72 PEC
7. Data cards processing
7.1. Take-off data card
CM2 fills in take-off data card:
• during Final Cockpit Preparation procedure: purple labels

• prior to Before Propeller Rotation procedure: green labels
All operational data shall be crosschecked by crew using relevant documentation (QRH, Take-off
limitations chart (e.g. FOS), Load & Trim sheet…).
Information from the take-off data card will help the crew members to prepare departure and take-
off briefings.
1 2 3 4
7 A 10
8 B
5 11
9 C
G
D
6 12
E F
Filling Data Card (CM2) Proceeding Data Card (PF)

1 FLT N°
Write down flight number. Call out flight number and store it in the FDEP or/and
MCDU.
2 3 FROM / TO
Write down departure & destination airports’ Call out departure & destination airports ICAO codes.
ICAO codes.
4 DATE
Write down current date. Call out current date.
5 ATIS
Copy down ATIS or airport weather informa- Review airport weather information and:
tion. • Match RVR/Visibility versus airport minima.
• discuss possibility to fly back to departure airport in
case of engine contingency.
• check and call out take-off wind limitations and Ho-
tel mode implications.
• set altimeter setting on the 3 altimeters and cross-
check indications consistency
• check temperature and moisture to anticipate take-
off conditions (normal, icing)
FOR TRAINING ONLY

02.01.07
42 PEC 72 PEC
6 ICING
Tick the box when icing conditions prevail at If the box is ticked, remember icing conditions prevail
take-off. for take-off.
7 W LIM
Write down lowest weight limitation between Call out relevant weight limitation.
structural and operational limitations.
8 9 OBJ TQ / RTO TQ
Write down Objective / RTO torques as read in Call out Objective torque and set white bugs on both
QRH 4.11 / 4.12 versus actual Outside Air Tem- torque indicators.
perature and Pressure Altitude and Air Cond. Call out RTO torque and check amber bugs consis-
selection. tency.
10 ACC
Write down take-off acceleration altitude (400ft Call out take-off acceleration altitude.
AAL minimum.)
11 SINGLE ENGINE PROCEDURE
Draw single engine procedure’s first segments to Confirm single engine procedure according to weath-
be flown (heading, altitude, turns...). er conditions.
12 RWY
Write down runway in use for take-off. Check intended runway matches ATIS runway in use.
Once Load and Trim sheet processing is completed:

A TOW
Write down TOW from Load & Trim sheet and match Check TOW is less than or equal to W LIM.
it versus W LIM for consistency (TOW W LIM.)
B C D V1 / VR / V2
Copy down V1 / VR / V2 as read in FOS chart. Call out V1 / VR / V2, set green / yellow / amber bugs
If the conditions are NL, V1 / VR / V2 are read on both airspeed indicators and crosscheck.
from the QRH, matching conservative actual NOTE: If V1= VR, only use yellow bugs. Stow green bug to 12 o’clock
TOW. position.
E WHITE BUG
Write down final take-off speed’s value as read Call out final take-off speed, set white bug on both
from QRH according to prevailing normal airspeed indicators and crosscheck.
(VmLB0) or icing conditions (VmLB15).
F ICING BUG
Write down VmLB0 icing’s value as read from Call out relevant value, set icing bug accordingly on
QRH. both airspeed indicators and crosscheck.
G CG / TRIM SCALE
Copy down CG %MAC as read from Load & Trim Set elevator’s pitch trim accordingly and check that
sheet and get corresponding trim setting. pointer stands within green arc.
Example: “Flight number 9617, from LFBO to LFBD, 1 July 2011. Information Delta, recorded at 08.00 UTC, runway
st
32R in use, wind from 320/15 kt, ceiling 1500 ft and visibility 2000 m, temperature is +25°, QNH is 1015 hPa set on
the 3 altimeters, normal conditions, W LIM is 22.3 tons, OBJ TQ is 90%, RTO TQ is 100%, acceleration altitude is
1000 ft and single engine procedure is runway heading until 1000 ft then right turn tracking TOE climbing to 4000 ft”.
Once Load and Trim sheet processing is completed: “TOW is 22 tons, V1 & VR are 111 kt, V2 is 114 kt, white
bug is 139 kt, icing bug is 165 kt. Pitch trim is +1.2.”
FOR TRAINING ONLY

02.01.07
42 PEC 72 PEC
7.2. Landing data card
PM fills-in and PF proceeds Landing data card prior Before Descent procedure is initiated.
All operational data shall be crosschecked by crew using relevant documentation (QRH, Landing
limitations chart (e.g. FOS)…).
Informations from landing data card will help crew members to prepare arrival briefing.
1 2 3 4
7 10 17
8 11
5 9 12 18
13 14
6 19
15 16
Filling Data Card (PM) Proceeding Data Card (PF)

1 FLT N°
Write down flight number. Call out flight number.
2 3 DEST / ELEV
Write down destination airport’s ICAO code Call out destination airport’s ICAO code, elevation
and elevation. and set landing elevation in AUTO PRESS.
4 ALTERN
Write down alternate airport’s ICAO code. Call out alternate airport’s ICAO code.
5 ATIS
Copy down ATIS or airport weather informa- Review airport weather information and:
tion. • Match RVR/Visibility versus airport minima.
• set QNH on standby altimeter
• check temperature and moisture to anticipate land-
ing conditions (normal, icing)
• call out instrument approach in use
• check out landing wind limitations
6 ICING
Tick the box when icing conditions prevail at If the box is ticked, remember icing conditions prevail
landing. for landing, thus icing speeds must be used.
7 W LIM
Write down limiting weight for landing. Call out weight limitation.
8 GA TQ
Write down GA torques as read from QRH 4.13 Call out GA torque and set white bugs accordingly on
versus Outside Air Temperature and Pressure both torque indicators.
Altitude.
FOR TRAINING ONLY

02.01.07
42 PEC 72 PEC
9 1.1 VMCA
Write down speed as read from QRH 4.64 ver- Call out 1.1 VMCA’s value.
sus Outside Air Temperature and Pressure Al-
titude.
10 LW
Write down computed landing weight and Check out LW is less than or equal to W LIM.
check consistency versus W LIM (LW ≤W LIM.)
11 FLAPS
Write down flaps setting. Call out landing flaps setting.
12 VAPP no wind
Write down final approach speed, VmHB, as Call out VAPP no wind’s value.
read from QRH versus actual LW.
13 VGA
Write down VGA, as highest value between 1.1 Call out VGA, set yellow bug on both airspeed indica-
VMCA and VAPP no wind + 5kt. tors and crosscheck.
14 VAPP
Write down computed VAPP = VAPP no wind Call out VAPP.
+ wind factor.
NOTE: Wind factor = max {1/3 Head Wind component or full
gust} limited to 15 Kt.
15 WHITE BUG
Write down the highest value between Final Call out final take-off speed, set white bug on both
take-off and Drift-down speed, according to airspeed indicators and crosscheck.
prevailing normal (VmLB0) or icing conditions
(VmLB15).
16 ICING BUG
Write down VmLB0 icing’s value as read from Call out Icing bug’s value, set red bug on both airspeed
QRH. indicators and crosscheck.
17 ACC
Write the missed-approach procedure’s accel- Call out missed-approach acceleration altitude.
eration altitude, {1000 ft AAL, or published alti-
tude}.
18 MISSED APPROACH PROCEDURE
Draw missed approach procedure’s first seg- Confirm missed approach procedure according to
ments to be flown (heading, altitude, turns...). weather conditions.
19 RWY
Write down runway in use for landing. Check intended runway matches ATIS runway in use.
Example:
“We’ll be landing at LFBD, elevation 166 ft, alternate is LFBA. Information Golf recorded at 09.00 UTC, runway in use 23,
wind from 200/10 kt, ceiling 2000 ft and visibility 3000m, temperature is + 20°, QNH is 1020 hPa set on the 3 altimeters,
non icing conditions, W LIM is 22 tons, LW is 21.6 tons, GA TQ 100% set, VGA is 114 kt, white bug is 138 kt, Icing bug is
163 kt. Landing flaps 30°, VAPP will be 112 kt.
Missed approach procedure is climb straight ahead D4 outbound, then turn right heading 042 following published track up
to 4000 ft, and acceleration altitude is 1000 ft.”
FOR TRAINING ONLY

02.01.08
42 PEC 72 PEC
8. Briefings
8.1. Departure briefing
1 All departure settings must be ready before PF performs the briefing.
2 General Conditions
• Actual and expected weather for departure, cruise and arrival. Hazardous phenomena
(Icing, thunderstorm, turbulence…)
• NOTAMs
• Aircraft status: daily check, documentation, MEL items…
3 Taxi
• Taxi out description
• Restrictions: contamination, closed Taxiway…
• Runway in use and expected holding point
• Anticipate de-icing holdover times.
4 Take-off Performance
• Limitations, bleeds ON or OFF, power setting (Boost, RTO).
Departure chart 5
5 Jeppesen chart n° and date
6 Departure procedure name 7
6
7 MSA
8 Flight path description: routing, 1st altitude or FL,

climb gradient
9
9 NAVAIDS settings:
Active frequencies & associated courses
Standby frequencies (if necessary)
DME hold (if necessary)
RMI: VOR
EHSI: ADF
10 GNSS setting: Check SID inserted in FPL for

cross check operation
11 Single engine flight path description: routing, 8

acceleration altitude, return to departure
airport and expected approach, or diversion to
take-off alternate.
12 Open questions
FOR TRAINING ONLY

02.01.08
42 PEC 72 PEC
Example: CM2 is PF.
1 “ARE YOU READY FOR THE DEPARTURE BRIEFING?”
2 “VISIBILITY IS 2000M, CEILING AT 1500FT, WIND FROM 320/15 KT, QNH 1012, NORMAL CONDITIONS.
NO MEL, NO NOTAM.”
3 “WE’LL TAXI OUT VIA PAPA, HOLDING POINT N1, FOR RUNWAY 32R.”
4 “TAKE-OFF WITH BLEEDS ON, ANTI-ICING OFF.”
5 “CHART 10-3B, VALID FROM JUNE 27TH.”
6 “EXPECTED DEPARTURE IS AFRIC5B.”
7 “MSA IS 3000 FT, 2500 FT WITHIN 10NM.”
8 “324 INBOUND TO TOU THEN RIGHT TURN TO HEADING 117 TO INTERCEPT 087 OUTBOUND RADIAL
FROM TOU TO FINOT. THEN INTERCEPT 085 OUTBOUND RADIAL TO TOU TO AFRIC. CLIMB GRADIENT IS
11% UP TO 3000FT, WHICH WE CAN COMPLY ON BOTH ENGINES.”
9 “NAV 2: TOU, CRS 324, STBY ILS

NAV 1: TOU, CRS 087, STBY GAI
ADF1 & 2: TOE
KEYS: RMI ON VOR AND EHSI ON ADF.”
10 ”FINOT SID IS SET IN THE GNSS...

VNAV PAGE CHECKED, AND PROG PAGE CHECKED.”
11 “IN CASE OF ENGINE FAILURE, PROCEED STRAIGHT AHEAD CLIMBING 3000 AND REPORT ATC.”
7
12 “ANY QUESTIONS? DEPARTURE BRIEFING COMPLETE.”
8.2. Departure clearance
When departure clearance is obtained from ATC, you must check its consistence and compliance
with expected SID:
– Is cleared SID in compliance with prepared one?
– Altitude clearance selected and crosschecked on ADU.
– Set transponder code.
If no clearance amendment is received, PF calls: “NO CHANGE”
If clearance is amended, reorganize NAVAIDS and perform new briefing.
8.3. Take-off briefing
1 PF calls: “ARE YOU READY FOR TAKE-OFF BRIEFING?”

2 Take-off parameters: runway QFU reminder, TOW, V1
3 Procedure in case of failure: take-off abort & continuation description
4 Open questions
FOR TRAINING ONLY

02.01.08
42 PEC 72 PEC
Example: CM2 is PF.

1 “ARE YOU READY FOR TAKE-OFF BRIEFING?”
2 “TAKE-OFF RUNWAY 32R, WEIGHT 22 TONS, V1 111 KT, NORMAL CONDITIONS.”
3 “ANY FAILURE BEFORE V1, YOU CALL “STOP” AND STOP AIRCRAFT
IF FAILURE AT OR AFTER V1, WE CONTINUE TAKE-OFF, RUNWAY HEADING TO 3000 FT, THEN RIGHT TURN
TRACKING TOE CLIMBING TO 4000 FT, ACCELERATION ALTITUDE IS 1000 FT, MSA IS 3000 FT.”
4 “ANY QUESTIONS? TAKE-OFF BRIEFING COMPLETE.”
8.4. Arrival briefing
1 All settings must be performed before PF’s arrival briefing.

2 Top Of Descent (TOD)
• Expected remaining distance and MSA
7
3 Approach conditions
6
• Actual and forecast weather, normal or icing
atmospheric conditions
• Aircraft status: MEL items, En-route failure(s)

• NOTAMs / ATIS: airport equipments failures,
12
anticipate runway assignments changes &
unexpected closure. 8
• Landing weight, runway in use: landing 9

limitation and approach climb limitation if any.
4 Alternate & Holding time
• Quote holding time before diversion. For
computation details refer to 2.01.08 p5 Holding 13
Time.
Approach chart
5 Actual and forecast weather at destination: 11

visibility / RVR compared to minima 10
6 Jeppesen chart n° and date
7 Type of approach procedure
8 MSA according to inbound sector
FOR TRAINING ONLY

02.01.08
42 PEC 72 PEC
9 Flight path description
10 Final Approach Segment: procedure minimum altitude, distance and stabilization point
11 Minima
12 Missed approach procedure, and acceleration altitude
13 NAVAIDS settings:
Active frequencies & associated courses
Standby frequencies (if necessary)
DME hold (if necessary)
RMI: VOR
EHSI: ADF
14 Taxi
• Taxi in description
15 Open questions
Example: CM2 is PF.
1 “ARE YOU READY FOR ARRIVAL BRIEFING?”
2 “TOP OF DESCENT IS 50 NM DME FROM BMC, MEA IS 5000 FT.”

8
3 “LANDING IN BORDEAUX IN NORMAL CONDITIONS, APPROACH LIGHTS ARE INOPERATIVE.”
4 “20 MN HOLDING TIME BEFORE DIVERTING TO LFBA”
5 7 “RWY IN USE 23, LANDING WEIGHT 20 T, NO LIMITATION, REGARDING WEATHER ILS 23 IS

SUITABLE.”
6 “CHART 11-1, VALID APRIL 2ND, EFFECTIVE 8TH.”
8 “MSA IS 2100FT WITHIN 25 NM OF BMC.”
9 “FROM LIBRU, STAR DOWN TO 3000 FT & INTERCEPT LOCALIZER.”
13 “WE LEAVE 3000 FT AT D9 TO CROSS D4 AT 1420 FT. STABILIZATION ALTITUDE IS 1200 FT.”
13 “DECISION ALTITUDE IS 360 FT. SET ON BOTH SIDES.”
FOR TRAINING ONLY

02.01.08
42 PEC 72 PEC
13 “IN CASE OF A GO-AROUND WE CLIMB STRAIGHT AHEAD D4 INBOUND / OUTBOUND DB, THEN TURN
RIGHT HEADING 042 FOLLOWING PUBLISHED TRACK UP TO 4000 FT. ACCELERATION ALTITUDE IS
1000 FT”
13 “NAV 2: BD, CRS 228, STBY BMC

NAV 1: BMC, CRS 228, STBY BD
ADF 1&2: BD
KEYS: RMI ON VOR AND EHSI ON ADF.”
13 “AFTER LANDING WE VACATE SECOND LEFT.”
13 “ANY QUESTIONS? ARRIVAL BRIEFING COMPLETE.”
8.5. Holding time
• Fuel Used versus distance

FU vs. Dist= FF / GS (in Kg/Nm)
• Fuel to destination
Fuel to Dest= actual FU+Distance to go × FU vs. Dist (in Kg)
• Remaining Fuel at Destination

RF= FOB (Fuel On Board) – Fuel to Dest (in Kg)
• Holding Fuel
HF= RF – (Alternate + Final Reserve Fuel) (in Kg)
• Estimated maxi Holding time

HT= HF/10 (1) (in min)
(1)
Assuming fuel consumption is 600 kg/h. Exact value must be checked in FCOM 3.06.
FOR TRAINING ONLY

02.01.13
42 PEC 72 PEC
13. Exterior lights management

NAV Airplane electrically suplied.
WINGS Engine 2 running in hotel mode.
BEACON Propeller rotating.
TAXI & T.O. Airplane taxiing.
LAND Line up to FL 100.
FL 100 to runway vacated.
STROBES Lining up and flight up to runway vacated.
LOGO Company advertisement.
FOR TRAINING ONLY

02.02.04
STANDARD OPERATING PROCEDURES SEP 12
42 PEC 72 PEC
4. Preliminary cockpit preparation
1 2 3 4
Scan on Overhead Panel
12 Scan on Glareshield
16 20
Scan left instrument Panel Scan right instrument Panel
6 7 8 9 10 11
15 19
Scan on Central Panel
14 18
Scan left switching Panel Scan right switching Panel
Scan on Pedestal
13 17
Scan left lateral Panel Scan right lateral Panel
FOR TRAINING ONLY
12T0160_ATRfctm500_42_72_PART2B.indd 83 12/09/12 13:50

04.01
FLIGHT PATTERNS Page 1
AIRCRAFT CONFIGURATION MANAGEMENT SEP 12
42 PEC 72 PEC
Aircraft configuration management
The aircraft configuration (flaps and gears position) in approach is detailed in the following for
normal and single engine operations.
Normal procedures Single engine procedures
Glide Slope alive → Flaps 15 Glide Slope alive → Flaps 15

ILS 1 dot → Gear down Glide Slope Star → Gear down
½ dot → Flaps 30 (35) Established in descent → Flaps 30 (35)
Non Precision 4 Nm / 2 mn before FAP/FAF 4 Nm / 2 mn before FAP/FAF → Flaps 15

→ Flaps 15 + Gear down 1 Nm before FAP/FAF → Gear down
Approach 1 Nm before FAP/FAF → Flaps 30 (35) Established in descent → Flaps 30 (35)
Flaps 15 + Gear down Flaps 15 → Refer to ILS or NPA sequence

→ Refer to ILS or NPA sequence End of Downwind → Gear down
Circle to Land Read “Before landing C/L” Read “Before landing C/L”
Aligned on final RWY → Flaps 30 (35) Aligned on final RWY → Flaps 30 (35)
FOR TRAINING ONLY
12T0160_ATRfctm500_42_72_PART4.indd 156 17/09/12 16:00

P1 080
FLIGHT PATTERNS JUL 98
AA
R
R
R
R
R
R
R
R
R
R
Mod : 3973 or 4371 or 4457

P2 001
AA
R
R
R
R
R
R
R
R
P3 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
P4 220
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Mod. : 1368 + 4457

P5 280
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Mod. : 1368 + 4457

P6 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
~~~~~~~~~~~~~~~~~
ROFA-02-02-10-007-AOO!AA
~~~
NORMAL LOW VISIBILITY CIRCLING APPROACH
RUNWAY IN SIGHT
TURNING BASE
ABEAM
THRESHOLD ;s: N ~
LEVEL OFF
START TIMING
PROCED TO DOWN WIND LEG
ANGLE OF 45• FOR 30 SEC.
MAINTAIN VISUAL CONTACT "'ti

:ICI
WITH RUNWAY 0
n
m
"'T'1 c
c:: c:
u>o INITIAL CONFIG.
Cl :ICI
<S'~q
:::r: m
• FLAPS 15° --i en
MINIMUM CIRCLING
• GEAR DOWN ~ J>
APPROACH ALTITUDE --i z
c
___ J _____ _ • PWR MGTTO --i
m
~
z --i
m
en n
::c
z
i5
c:
\ m
\ en
\
\
\
\ ""'C
\
!'J
0
TURNING END OF TURN 0 N
FINAL 400 A MIN. CJ 0 :.....
m ~ o
FLAPS so· n
VAPP OBTAINED AND NOT LESS THAN VMCL <.C
+:>
P8 001
FLIGHT PATTERNS JUN 97
AA
R
::0 ::0 ::0
ROFA-02-02-10-009-AOOIAB
~~~
NO FLAPS LANDING
;s: N ~
ABEAM
TURNING BASE
THRESHOLD
GPWS "OVRD"
"'ti
180 Kt :ICI
0
n
m
TIME FOR A LONG "'T'1 c
APPROACH (2 MIN)
1500 Ft c:: c:
----------------------J_ ----- Cl
:::r:
--i
~
:ICI
m
en
--i zJ>
c
\
\\ --i
m
::0
z
en
--i
m
n
::c
z
\
\
\
\i~=e, i5
c:
'\_
\ m
\
en
\
' '-
" ""'C
!'J
0
0 N
c..... 0 :.....
END OF TURN
TRESHOLD SPEED c ~ 0
Vm HBO + SKI + WIND EFFECT
z
<.C
U'1
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A NORMAL TAKE-OFF
12T0160_ATRfctm500_42_72_PART4.indd 157
AFTER T/O
1. Take-off
CHECK LIST
SET ALTIMETER
PM ACTIONS DURING CLIMB PROCEDURE: STANDARD
– SET IAS 170 KTS (PITCH WHEEL)
– SET PWR MGT ON CLIMB
– BLEED VALVES SET ON (IF OFF) PASSING FL
XXX, NOW
SET HIGH
BANK
CHECK
PM ACTIONS AT LANDING GEAR RETRACTION: SET SPEED BUG FLAPS 0
– SET L/G LEVER UP 170 (160) STANDARD
– SET YAW DAMPER ON SET
– SET TAXI AND T/O LIGHT OFF
CLIMB HI BANK
PROCEDURE SET AFTER T/O
C/L COMPLETE
FLAPS 0
NORMAL PROCEDURES
TAKE OFF AT XX.XX, ACC. ALT.

V1 XXX KT (400FT MINI) WHITE BUG +10
FLIGHT PATTERNS
170 (160) SET (normal conditions)

or
FOR TRAINING ONLY

GEAR UP CLIMB ICING BUG +10
POWER LEVERS SET (icing conditions)
ACCELERATION PROCEDURE WHITE BUG
ALTITUDE COMPLETE (normal conditions)
MY CONTROL or
ICING BUG
(icing conditions)
42 PEC
GEAR UP
70KTS
ATPCS ARMED V1 POSITIVE
POWER SET ROTATE RATE
Page 1
SEP 12
04.02.01
72 PEC
17/09/12 16:00
PM CALL-OUTS DURING AN ILS PRECISION APPROACH
SET SPEED BUG 170
APPROACH MODE SET
LOC WHITE, GS WHITE
170 SET
VOR ALIVE
FLAPS 25
42 PEC
RWY AXIS
CONFIRMED SET SPEED BUG
LOC STAR V APPROACH GS STAR
SET SPEED BUG
WHITE BUG +10
FLAPS 15 SET GA ALTITUDE
FLAPS 30
GEAR DOWN (35)
SET LOC GREEN BEFORE LANDING C/L
2. ILS Precision Approach
HEADING,
DUALS ILS GLIDE SLOPE
GREEN
HDG, DUAL XXX SET WE CONTINUE

ILS SET GLIDE SLOPE ALIVE ONE DOT
HALF DOT XXXX FT SET
WHITE BUG
NORMAL PROCEDURES
+10 SET
SPEED CHECK GO AROUND
BEFORE LANDING
FLIGHT PATTERNS
SPEED CHECK FLAPS 30 (35) SET POWER

...... GEAR DOWN C/L COMPLETE
1000 FT, FLAPS ONE NOTCH
FOR TRAINING ONLY

STABILIZED
SPEED CHECK
...... FLAPS 15 SPEED CHECK
...... FLAPS 25 TOP OF DESCENT, XX 500 ABOVE
42 PEC
DME, CHECK LAND
100 ABOVE DA
MINIMUM AUTO PILOT OFF

80
50
42 PEC
20
Page 1
SEP 12
04.02.02
TWO LOW PITCH

72 PEC
17/09/12 16:00
PM CALL-OUTS
DURING A NON PRECISION APPROACH VOR-DME
(co-located)
SET SPEED BUG 170
170 SET NAV
MODE
VOR ALIVE SET VOR SET GO AROUND
WHITE FLAPS 25 ALTITUDE
42 PEC
SET SPEED BUG SET VS 0 FT/MIN
WHITE BUG +10
SET SPEED BUG
VOR STAR V APPROACH SET VS MINUS XXX
SET HEADING GEAR DOWN FLAPS 30 (35)

FLAPS 15
VOR
3. Non Precision Approach
GREEN BEFORE LANDING C/L
HEADING SET VS MINUS XXX SET, WE CONTINUE

SPEED CHECK
...... FLAPS 15 TOP OF DESCENT
XXX SET
NORMAL PROCEDURES
VS 0 FT/MIN GO AROUND
WHITE BUG BEFORE LANDING
FLIGHT PATTERNS
SPEED CHECK... SET SET POWER

+10 SET C/L COMPLETE
FLAPS 30 (35) FLAPS ONE NOTCH
FOR TRAINING ONLY

SPEED CHECK 1000 FT
XXXX FT STABILIZED
.....GEAR DOWN SET
500 ABOVE
SPEED CHECK 100 ABOVE MDA+30
....... FLAPS 25 LAND
42 PEC
AUTO PILOT OFF
MINIMUM 80
50
42 PEC
20
PM MONITORS FLIGHT PATH
Page 1
SEP 12
04.02.03
4 NM BEFORE FAF 0.3 NM BEFORE FAF

72 PEC
TWO LOW PITCH
17/09/12 16:00
PM CALL-OUTS DURING A CIRCLE-TO-LAND (AP ON)
AIRCRAFT CONFIGURATION:
– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
HDG XXX, HEADING XXX SET
VS MINUS XXX SET – BEFORE LANDING C/L COMPLETE
FLAPS 25 EXCEPT FLAPS 30 (35)
42 PEC
4. Circle-to-Land
START TIMING
OUTBOUND TIME (IN SEC):

MDA/20 ±1S/KT ALT SET,
OF HEAD/TAIL WIND ABEAM ALT GREEN
THRESHOLD HDG, HIGH BANK,
HDG XXX SET
START TIMING
SPEED
BUG V APP SPEED CHECK 500 ABOVE
......FLAPS 25
42 PEC
MINIMA
FLAPS 30 (35)
100 ABOVE
MDA+30
AUTOPILOT
OFF
NORMAL PROCEDURES
LAND 30s
MINIMUM
FLIGHT PATTERNS
FOR TRAINING ONLY

XXX SET 45°
SPEED CHECK
...... FLAPS 30 (35) 80 50 20

BEFORE LANDING O/I PF ACTIONS WHEN REACHING
COMPLETE 300 FT BREAKING-OFF POINT AT MDA:
– ALT SET
42 PEC
STABILIZED TWO LOW PITCH – TQ ADJUSTED (AROUND 40%)

– HDG MODE, HI BANK SET
– HDG BUG: ±45°
Page 1
– START TIMING
SEP 12
04.02.04
72 PEC
17/09/12 16:00
PM CALL-OUTS
DURING GO-AROUND
2 ENGINES
AFTER T/O
SET ALTIMETER CHECK LIST
STANDARD
PASSING FL
5. Go-around
---, NOW
PF ACTIONS AT GO-AROUND:
1) PRESS GO AROUND PBs ON PLs SET HIGH
2) ROTATE BANK
3) ADVANCE PLs TO THE RAMP
PF ACTION AT ACC ALTITUDE: FL APS 15
RETARD PLS IN THE NOTCH
42 PEC
CLIMB
PROCEDURE 0
FLAPS 0
STANDARD SET
SET SPEED AFTER T/0
BUG 170 (160) C/L COMPLETE
HIGH BANK SET
ACC. ALT. FLAPS 0

SET SPEED (1000 FT MINI)
GEAR UP BUG VGA
HEADING, WHITE BUG +10
LOW BANK, (normal conditions)
170 (160) or
IAS VGA SET FLAPS 15 ICING BUG +10
42 PEC
GO-AROUND, CLIMB (icing conditions)

NORMAL PROCEDURES
SET POWER, PROCEDURE

FLAPS ONE NOTCH COMPLETE
FLIGHT PATTERNS
ACCELERATION WHITE BUG
FOR TRAINING ONLY

ALTITUDE (normal conditions)
GEAR UP or
WHITE BUG OR ICING BUG
XXX SET VGA + 15 (icing conditions)
42 PEC
VHF: (CALL SIGN)

HEADING LOW, IS GOING AROUND STANDARD TAKE OFF PHASE
IAS XXX SET
POSITIVE
42 PEC
POWER SET RATE

FLAPS 15 (25)
Page 1
SEP 12
04.02.05
72 PEC
17/09/12 16:00
PM CALL-OUTS DURING A STANDARD VISUAL PATTERN
AIRCRAFT CONFIGURATION IN DOWNWIND:
– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
START TIMING
SET HEADING XXX, VS -700 FLAPS 25 SET SPEED BUG
WHITE BUG +10
42 PEC
GEAR DOWN SET HDG XXX
OUTBOUND TIME (IN SEC): SET YELLOW BUG
MDA/20 ± 1S / KT VGA, TQ BUG XXX% FLAPS 15 ALT
SET ADU STBY OF HEAD/TAIL WIND STAR …ALT
ABEAM
THRESHOLD GREEN
HDG XXX SET

YELLOW BUG WHITE BUG SPEED CHECK
SET SPEED HEADING XXX, XXX, TQ +10 SET …FLAPS 15 AFTER TO C/L
BUG V APP VS -700 SET SPEED CHECK
FLAPS 25 BUG XXX%
SPEED CHECK
42 PEC
SET SET HIGH
FLAPS 30(35) BEFORE LANDING C/L … GEAR DOWN CLIMB FLAPS 0 BANK
PROCEDURE
SET SPEED
GEAR UP BUG 170
LAND
NORMAL PROCEDURES
ACC. ALT.
FLIGHT PATTERNS
(400FT MINI) HIGH

FLAPS 0 BANK SET
FOR TRAINING ONLY

XXX
SET AFTER TO C/L
COMPLETE
6. Standard traffic pattern (1500 ft AAL)
WHITE BUG +10

SPEED CHECK 170 SET
FLAPS 30 (35) BEFORE
WHITE BUG
LANDING C/L GEAR UP CLIMB
COMPLETE 80 50 20 PROCEDURE
500FT, V1
ROTATE COMPLETE
STABILIZED
42 PEC
POSITIVE
RATE ACCELERATION
ALTITUDE
Page 1
SEP 12
04.02.06
72 PEC
17/09/12 16:00
CM1 CALL-OUTS CALL-OUTS
CM2 CALL-OUTS DURING ON GROUND ENGINE FIRE
ON GROUND ENGINE FIRE OR SEVERE
MECHANICAL DAMAGE MEMO ITEMS
– PL 1 & 2 ..............................................GI
– PARKING BRAKE ..............................ON
– CL 1 & 2 ....... FEATHER/FUEL SHUTOFF
CM1 ACTIONS
1. On ground engine fire
– FIRE HANDLE AFFECTED SIDE..... PULL

PL 1 & 2......................................GI MEMO ITEM COMPLETE,
– FIRST AGENT AFFECTED SIDE... DISCH
BRAKES .......... APPLY AS REQUIRED ON GROUND ENGINE FIRE
REVERSE..........USED AS REQUIRED OR SEVERE MECHANICAL WE EVACUATE
IF FIRE AFTER 30 s DAMAGE C/L ON PUBLIC ADRESS:
WHEN A/C STOPPED:
SECOND AGENT .................. DISCHARGE EVACUATION,
PARKING BRAKE ........................ ON
EVACUATION,
EVACUATION
…
YES, ON GROUND BATTERY OFF
EMER EVACUATION C/L
STOP
FLIGHT PATTERNS
FOR TRAINING ONLY

AIRCRAFT
STOPPED
ABNORMAL & EMERGENCY PROCEDURES
ENGINE FIRE
READ: READ:
ON GROUND ENGINE FIRE OR ON GROUND EMER EVACUATION C/L,
42 PEC
SEVERE MECHANICAL …
DAMAGE C/L, EVACUATION ....................... INITIATE
CM2 ACTIONS TO ATC: MAYDAY MAYDAY BAT............................................ OFF
PRESS MASTER WARNING MAYDAY (CALLSIGN) ENGINE FIRE – …
IF EVACUATION REQUIRED: ON GROUND EMER EVACUATION
HOLD FIRMLY CONTROL WHEEL ABORTED TAKE OFF
Page 1
CL COMPLETE
SEP 12
YES OR NO?
04.03.01
ON PUBLIC ADRESS: PLEASE REMAIN

SEATED – CABIN CREW AT STATION
72 PEC
17/09/12 16:00
PM CALL-OUTS DURING AN ENGINE FIRE AT TAKE-OFF
SINGLE ENGINE
OPERATION C/L
RADIO LEFT
ENG FIRE AT SIDE READY
TAKE-OFF CL FOR
ASSESSMENT
AFTER TAKEOFF
C/L
RADIO RIGHT SIDE
+ NO (OR
RADIO MESSAGE: YES) CLEAR
MAYDAY! CAP
NORMAL
CONDITIONS
FLAPS 0 CONFIRM
or CONFIRM
CONFIRM SINGLE
ICING ENG.
CONDITIONS FLIGHT OPERATION
MAINTAIN IDLE CAP C/L
2. Engine fire at take-off
FLAPS 15 CLEARED COMPLETE

CONFIRM
INCREASE IAS
TO WHITE BUG MEMO
PL 1 ITEMS
(OR 2) ? COMPLETE AFTER T/O
DISCHARGED C/L COMPLETE
SET SPEED BUG
WHITE BUG ENGINE FIRE
AT TO C/L
PULLED COMPLETE
SET MCT 30 s
AGENT 2? READY
10 s BLEED ENGINE
AGENT 1? ALIVE OFF: YES
FLIGHT PATTERNS
OR NO?
CONFIRM
FOR TRAINING ONLY

ACC. ALT. FIRE
(400FT MINI) IAS CL 1 HANDLE
(OR 2)? 1 (OR 2)?
XXX WHITE BUG

ENG FIRE AT TAKEOFF SET
MEMO ITEMS DISCHARGED
FLAPS 0
or
GEAR UP MCT SET MAINTAIN FEATHER,
WHITE
BUG SET FLAPS 15 FUEL SHUT OFF
ACCELERATION
42 PEC
ALTITUDE
NOTE: AP is set at discretion

Page 1
SEP 12
04.03.02
V1 POSITIVE ENGINE
GEAR
when the aircraft is properly trimmed
RATE FIRE
ROTATE UP
72 PEC
17/09/12 16:00
PM CALL-OUTS DURING AN ENGINE FLAME OUT AT TAKE-OFF
SINGLE
ENGINE
OPERATION
C/L
RADIO LEFT
AFTER TAKEOFF SIDE READY
C/L FOR
ASSESSMENT
NORMAL ENGINE FLAME OUT

CONDITIONS AT TAKE-OFF
FLAPS 0 C/L
or
ICING CONFIRM
CONDITIONS CLEAR
MAINTAIN CAP
FLAPS 15
FLIGHT
IDLE NO (OR
YES)
SINGLE
SET SPEED BUG ENG.
WHITE BUG PL 1 CAP OPERATION
(OR 2)? CLEARED C/L
3. Engine flame out at take-off
SET IAS COMPLETE

RADIO RIGHT SIDE ENGINE
+ FLAME OUT
RADIO MESSAGE: SET ALT AT TAKE-OFF
MAYDAY! PL IN THE C/L COMPLETE
NOTCH, SET BLEED ENGINE
MCT ALIVE OFF: YES AFTER TAKE-OFF
OR NO? C/L COMPLETE
FLIGHT PATTERNS
ACC. ALT. CONFIRM

(400FT
FOR TRAINING ONLY

READY
MINI) CL 1
(OR 2)? MEMO ITEMS
GEAR UP ALT COMPLETE

GREEN MCT SET FLAPS 0
or FEATHER,
ENGINE FLAME OUT AT WHITE MAINTAIN
ACCELERATION BUG SET FUEL SHUT OFF
TAKE-OFF MEMO ITEMS IAS FLAPS 15
ALTITUDE
XXX
42 PEC
WHITE BUG SET
GEAR UP,
UPTRIMMED NOTE: AP is set at discretion
Page 1
SEP 12
AUTOFEATHERED
04.03.03
V1 ENGINE
when the aircraft is properly trimmed
POSITIVE BLEED FAULT LIT
ROTATE FAILURE RATE
72 PEC
17/09/12 16:00
PM CALL-OUTS DURING A SINGLE ENGINE NON PRECISION
APPROACH NDB
HEADING
MODE SET
CHECK FLAPS 25
42 PEC
SET SPEED BUG 170
170 SET GEAR DOWN SET GO AROUND
ALTITUDE
SET SPEED BUG SET VS 0 FT/MIN
WHITE BUG +10
SET HEADING SET VS MINUS XXX
FLAPS 30(35)
FLAPS 15
SPEED BUG V APPROACH
BEFORE LANDING C/L
GO AROUND
HEADING SET SPEED CHECK GO WE CONTINUE SET POWER
…… FLAPS15 WHITE BUG +10 AROUND FLAPS ONE NOTCH
SET ALTITUDE VS MINUS
SET XXX SET
SPEED CHECK TOP OF XXX SET
… GEAR DOWN DESCENT
FLIGHT PATTERNS
SPEED CHECK VS 0FT/

…… FLAPS 25 MIN SET SPEED CHECK
42 PEC
….FLAPS 30(35) 1000FT
FOR TRAINING ONLY

4. Single Engine Non Precision Approach
STABILIZED
500 ABOVE MDA+30
BEFORE LANDING LAND

C/L COMPLETE 100 ABOVE
AUTO PILOT OFF
80
MINIMUM 50
20
42 PEC
PM MONITORS FLIGHT PATH

Page 1
SEP 12
4 NM 1 NM 0.3 NM
04.03.04
BEFORE FAF BEFORE FAF BEFORE FAF

ONE LOW PITCH
72 PEC
17/09/12 16:00

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Speed

VAPP = VAPPNO WIND + wind factor

VGA is the highest value between:

- 1.1 VMCA (read in the QRH) or

Radio Altimeter Setting

CRUISE and DESCENT - Cruise Parameters

Read SAT by depressing SAT/TAT P/B.

Cruise Bugs Setting

The highest value between:

 1000 feet above aerodrome elevation;

NON - PRECISION APPROACH NOTE: if missed approach altitude is the same as

For circle to land, based on precision approach or non-precision approach, refer to

- Flaps will remain at 15 until final descent initiated;

Caution: For a Go-Around FLAPS 15 configuration increase speed up to VmLB0 before

As soon as main landing gear is on ground:

MISSED APPROACH/ GO-AROUND/ BALKED LANDING

A positive ROC must be established as rapidly as possible, which requires a simultaneous

The following technique should be followed:

Equivalent runway condition:

1.8.1 Wind Limits in Low Visibility Operations

Tarom © Page 1.8 Effective 25 Nov 2015

Speed (kt) 180 160 140 120 VAPP

Gear UP UP DOWN DOWN DOWN

±3% TQ <=> ±1% slope

±5% TQ <=> ±1° slope

±5% TQ <=> ±10 Kt wind component

FL (ft) NORM/NORM (ft) NORM/STBY (ft)

Actions at the time of failure detection Complementary

CAT 2 approaches are flown with AP + FD ON.

Actions at the time of failure detection Complementary

MAIN BAT. (MAIN BAT.

1 Baroset value is displayed in millibars (875 to 1 050 mb).

FL (ft) NORM/NORM (ft) NORM/STBY (ft)

IAS (Kt) NORM/NORM(Kt) NORM/STBY(Kt)

GO AROUND - POWER SET UP PROCEDURE

Note : Operation up to 106.3% torque is time unlimited when

G) Heading Comparison Caution Message

EHSI SOURCE FAILURE ALERT

SGU FAILURE ALERT

VR When limiting runway

Yellow bug V1/VR When non limiting runway

FOR TRAINING ONLY

Icing bug Icing Bug

(1) VmHB(2) flaps 0°

White bug Drift Down Speed Drift Down Speed

Mini En Route Speed

MAX CRUISE 2 ENGINES

FOR TRAINING ONLY

94.5 94.5 90.2 85.6 80.8 76.3 72.1

84.6 81.9 78.8 75.7 72.3 68.9 65.1

381 370 359 347 336 324 313

180 218 213 209 204 198 192 185

* Conservative values calculated for the maximum landing weight.

NORMAL CONDITIONS ICING CONDITIONS

– Final Take-Off Speed (VFTO)

White bug + 10 kt VmHB(2) flaps 0° VmHB(2) flaps 15°

FOR TRAINING ONLY

Icing bug + 10 kt VmHB(2) flaps 0°

– High Bank manoeuver

A/C type and model (tail strike awareness on ATR 72)

A/C technical status (MEL/ DDG operating restrictions, briefing cards)

GW (...) Trans ALT (...)

Fuel (...) Cruise FL (...)

Acceleration ALT; Use of anti-ice.