ATR 42-500 - Pakistan International Airlinescrewserver1.piac.com.pk/Documents/Manual/ATR42/ATR.42... · 2019. 10. 17. · Doc# FOD/NASP(ATR)/01 ATR-42 Edition 1 SPECIAL OPERATIONS

Doc# FOD/NASP(ATR)/01

ATR 42-500

SPECIAL OPERATIONS

NORTHERN AREAS

ISSUED BY

TECHNICAL DIVISION FLIGHT OPERATIONS DEPARTMENT


ATR-42 SPECIAL OPERATIONS

(Northern Areas)

Edition 1 Rev 00

January 14, 2019

APPROVAL Chapter 0 Page - 1

Controlled Document – Do Not copy without prior permission of Director Flight Operations/CoFO

APPROVAL

STEP NAME &

DESIGNATION SIGNATURE DATE

Prepared by

Capt. Vaqas Javed TRE/SFE

Capt. Qasim Qadir TRE/SFE

Reviewed by

Capt. Nabeel Javed Dy. Chief Pilot ATR

Capt. Irtiza Ali TRI/SFI

Vetted by Capt. Masood Opel

CP Technical

Approved by

Capt. Uzair Khan T.ST

Director Flt. Ops/CoFO

PCAA Approval #

Effective Date

______________________ SIGNATURE & STAMP OF APPROVING AUTHORITY



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TABLE OF CONTENTS

SERIAL # CHAPTERS

00 APPROVAL

01 GENERAL

02 GILGIT

03 CHITRAL

04 SKARDU



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1. QUALIFICATIONS/REQUIREMENTS

Requirements for the cockpit crew to operate in the Northern

areas will be as per Chapter “Route and Airport Qualification” of

Operations Manual Part D.

1.1 NORTHERN AREA OPERATION ATR 42-500

In this write up Northern Area Operations refer to ATR aircraft

operations to Gilgit, Chitral and Skardu. The general operating

conditions are as follows:

a) Northern Area Operations are strictly VFR operations,

However IFR Departures/Arrivals are allowed from

Islamabad/Peshawar in case VFR Departures/Arrivals are not

possible from Islamabad/Peshawar. Operations shall be

carried out in a manner that the Aircraft is in VMC before the

high terrain area starts at KAGLO (KAGHAN).

b) Approach stabilization criteria given in OM part A 9.0.6 and

Chief Pilot Safety letter FLT OPS/SAFETY/10/Fri Sep 2018

does not apply for the Northern Areas. However Pilots are

advised to be very careful during approach and landing in

Northern areas. They should STRICTLY be on profile and with

the appropriate speed as prescribed in this write up.

c) An effort should be made to be at the desired cruise level

before KAGLO (KAGHAN) for Gilgit/Sakardu and position

TANED for Chitral for all Northern area flights. However in

summers due to reduced performance at times this might not

be possible. Pilots can continue if they have positive visual

contact with the terrain.



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d) Pilots should be very vigilant of the military traffic in the

Northern areas as communication is difficult and at times

helicopters are getting airborne from remote areas where there

is no radio communication. The position reported by the

military traffic is also unknown to the pilots. Pilots should try to

have vertical separation from the choppers if no visual contact.

The ETA given by other aircraft at times may not be accurate.

Pilots should try to ask the other traffic what altimeter setting

they are maintaining.

e) In case of pressurization failure over high terrain descend

gradually with positive visual contact with the terrain as the

terrain is very high and high rate of descent may result CFIT.

f) In case the approach valley is reported blocked, it is the

captain’s discretion to assess weather using all the resources

including the satellite picture and then decide whether to

attempt or not.

g) It is a good idea to call the tower and seek weather

observation from the ATC Controller if the PIC deems

necessary. The telephone numbers are available with

Dispatch.

h) Cumulus cloud development encountered in the northern

areas in summers is likely to intensify during the course of the

day and tops may rise very quickly. Stratified clouds in winters

are likely to settle down lower on the mountain tops and the

valley.

i) While flying to northern area airfields extensive haze in the

plain area is likely to get better as the aircraft approaches

KASMA (HARIPUR)

j) During Monsoons the moisture laden currents generally

penetrate till KAGLO (KAGHAN). Clear weather can be

expected beyond KAGLO (KAGHAN).



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k) In summers the temperatures in the Northern Areas rise

rapidly. Captains should be careful in calculations of the

Approach Climb weights and the TOGW for the subsequent

departures from these fields.

l) It is recommended that whenever the Local QNH is higher

than standard maintain standard 1013 as long as possible till

transition level for better terrain clearance. Keeping in mind

other traffic. If the QNH is lower than standard set QNH as

soon as descent is initiated.

1.2 NIGHT TIME LIMITATIONS

Any time a situation arises where night time limitation becomes a

question for operations into northern areas following guide lines

have to kept in mind.

a) Sunset time in valley is much earlier than in the plains.

b) Landing back in case of a critical emergency like engine

failure/Pressurization failure/ fire or any such emergency which

requires land back ASAP should be kept in mind. Latest time

for departure should be calculated as follows:

Airborne time + Time to CP + time from CP to landing (at

single engine TAS) shall be before the civil twilight (sunset

time) minus 30 minutes

c) While coming from Gilgit/Skardu at APELI (Havelian) pilots

shall change their flight plan from VFR to IFR, if sunset

limitations is affecting them. For Chitral pilots shall change the

flight plan from VFR to IFR at KASMA (Haripur)



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1.3 WEATHER REQUIREMENTS/CONSIDRATIONS.

Flights to Northern Areas will NOT depart if:

a) Visibility is less then or expected to be less than 5Km at the

time of arrival. For early morning departures the pilot should

keep in mind that the visibility increases significantly after

sunrise in the valley.

b) Cloud amount OVC at 6000 AGL or lower at Destination.

c) Rain at destination with hill tops not visible

d) For Gilgit cloud base at BUNJI should not be OVC at 8000

AGL or below.



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2 SPECIAL INFORMATION FOR GILGIT

a) As VHF contact is not available on the entire route HF radio

serviceability is mandatory. Crew is to check the HF radio

serviceability before departure in the cockpit preparations.

b) All efforts should be made to acquire BUNJI, CHILAS and

ASTOR weathers before departure, as this would help the PIC

to make a better decision. In case these weathers are not

available the flight can depart on destination Weather.

c) Take off should be conducted with EHSI in the MAP mode with

low range selected. After getting airborne from ISB till KASMA

(HARIPUR) it is recommended that Pilots remain on route or

Radar vectors especially in IFR Departures till they reach

Margalla hills to avoid all the prohibited and restricted areas.

Restricted prohibited areas include Presidency, Diplomatic

Enclave and Sector E-9.

d) Before reaching KAGLO (KAGHAN) while going to Gligit

Cruise parameters should be calculated. Similarly Cruise

parameters should be computed before AKTIX (BABUSAR)

while departing from Gilgit for Islamabad this will help in timely

decision in case a diversion is required.

e) Weather permitting direct route should be flown at FL 175/185

minimum levels for direct route are FL155/165 and for valley

route FL 125/135.

f) Except for Takeoff and Landing ridge clearance of 2000 feet

should be maintained. Aircraft should be flown in the center of

the valley keeping the river in view at all times. However in

case of reciprocal traffic this can be modified in coordination

with traffic on 123.4 MHZ or HF

g) Once released by Cherat Approach No 2 VHF should be set

on common Northern area frequency 123.4 MHZ. Blind calls



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should be transmitted on this frequency at reporting points

preceded by the phrase “All Northern Area Traffic” Message

should include the Flight No., departure/destination, present

position Flight Level maintaining and the ETA of next Enroute

waypoints. No 1 VHF should be selected to 121.5 Guard

Frequency.

h) Tarbela Dam is a prohibited area and starts from 4NM North

West of KASMA (HARIPUR) it is centered 5NM around the

Dam.

i) Any time the pilots want to divert from valley route to normal

route or vice versa minimum height for diversion will be FL185

j) Critical points

ISB to GIL Direct route AKTIX (BABUSAR)

ISB to GIL Valley route BOPRA (SAZIN)

GIL to ISB Direct route AKTIX (BABUSAR)

GIL to ISB ValleyBOPRA (SAZIN)

k) Chilas runway runway should only be used in extreme

emergencies, Chilas runway information is as follows. This

runway is unfit for any type of aircraft landing.

Direction 10/28 Bitumen Surface. Surface Conditions are

not known

Length 5500x50 feet shoulder of 50ft on both sides

Elevation 3700 ft. AMSL

After emergency landing at Chilas contact the Commanding

Officer of Pakistan Army or the Political Agent who will

arrange the required logistics. The PIC must make an effort

to inform Chief Pilot North or Situation room ASAP.



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2.1 DESCEND & CLIMB AT GILGIT

All descends and climbs to and from GILGIT should be strictly

VFR. Descend using only the terrain information on the EFIS is

not allowed. In case of turbulence 180 Knots should be

maintained. Pilots should expect wind change and turbulence

abeam Astor Valley due to the anabatic and katabatic wind

phenomenon. Winds shall be constantaly monitored after

entering the Glight Valley, to anticipate any wind shift/shear

during approach.

2.2 LANDING AT GILGIT

Both runways are fit for landing. Runway 25 shall normally be

used for landing if wind permits. If the tail wind component for

R/W 25 is more than 15 Kts R/W 07 shall be used for landing.

Captains are to use extreme caution and sense the wind

gradient which is invariably present on the approaches. To avoid

wear and tear on the brakes do not plan to clear on taxi track “C”

or earlier

a) LANDING ON RWY 25

Reduce to white bug plus 10 knots so as to be in landing

configuration at the broken bridge i.e. VAPP speed landing

Flaps. Before landing checklist should be complete before

the final turn. The final turn should be 5300 to 5400 (500 to

600 ft. AGL)

b) LANDING ON RWY 07

Left hand circuit is to be flown at approximately 800 feet AGL

i.e. 5600 feet indicated with gear down, Flaps 25, VMHB 25

and landing checklist complete except flaps 35. The

downwind for R/W 07 is not exactly parallel to the runway but

is drifting to the right. Once abeam the mosque (Imamia

Jamia Masjid) take flaps 35 and initiate a turn with 30



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degrees bank and reduce to VAPP if required select CLs to

100% override. Stay visual throughout. Adjust bank to align

with the runway as soon as the runway comes in sight.

Descend when clear of the ridge, adjust power as the aircraft

gets on the profile.

c) GO AROUND FROM RWY 25

In case of Go Around a normal Go Around procedure is

applied speed VMHB 25 and maintain approximately 800 feet

AGL, 5600 feet indicated. Drift to the right of the valley. On

downwind lower the gears and follow the procedure for

landing at RWY 07 13.12.1. If wind does not permit landing

at RWY 07 maintain flaps 25, VMHB 25 (just to reduce the

radius of turn) keep the gears up and make a left turn come

over the runway and climb to 1000 feet AGL (Go Around

acceleration height) retract flaps to 15 speed white bug plus

10. Come over the broken bridge call left base RWY 25 in

landing configuration. In case the pilot becomes asymmetric

during Go Around execute normal Go Around except take

acceleration altitude as 800 feet AGL 5600 feet indicated

maintain VMHB 25 drift to the right of the valley and execute a

left turn from abeam the mosque and an asymmetric landing

is to be made on RWY 07

d) GO AROUND FROM RWY 07

In case of a Go Around from RWY 07 with an intention to

landback, normal Go Around procedure is applied except

maintain Flaps 15 with gear retracted, acceleration height

will be 800 feet AGL (indicated altitude 5600 feet),come over

the broken bridge if landing on RWY 25 is possible call left

base RWY 25 in landing configuration, if required to land on

RWY 07 follow procedure as mentioned in para 2.2.2.



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2.3 TAKE OFF

Only RWY 07 will be used for takeoff. If the tailwind component

is more than15 Kts departure will be delayed until the wind is

reduced to takeoff limits. After takeoff at acceleration altitude

accelerate to white bug plus 10 till 12500 feet. Then resume

normal climb speed.

Should the aircraft becomes single engine after takeoff

from RWY 07 acceleration altitude will be 800 feet, normal

engine failure at takeoff procedure is to be followed. Climb

in the center of the valley till sufficient altitude is gained to

turn back as you climb higher the valley becomes wider

and it is easier to turn 180 degrees, white bug plus 10

should be maintained to reduce the radius of turn. Once

sufficient altitude is gained drift to one side of the valley to

gain space and then turn back to execute a single engine

landing at Gilgit.

Note: For information, a comfortable turn back is possible at

OSHIKHANDASSH/ JALALABAD if not than at BUNGI.

2.4 PRESSURIZATION FAILURE ISB-GIL/KDU and GIL/KDU- ISB Once O2 mask are donned, before AKTIX (BABUSAR), turn

towards KAGLO (KAGHAN) maintaining visual contact with the

terrain and descend to an altitude which gives adequate terrain

clearance in Kaghan valley or Kunhar valley depending upon the

position. Execute a shallow descend as the average terrain in

the area is quite high. While maintaining visual in Kuhnar Valley

reduce speed to white bug plus 10 before Naran as the valley is

very narrow and the turn becomes very sharp.



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Departing from GIL if pressurization failure occurs before AKTIX

(BABUSAR) turn into Chilas valley towards BUNJI, enter into a

gradual descend to 10000 feet and land at Gilgit.



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3. CHITRAL

Since VHF contact is available almost throughout the flight HF

serviceability is not mandatory

3.1 WEATHER CONSIDERATIONS

In addition to the weather consideration given in 1.3 additional

considerations have to be made at Chitral. Weather of Dir,

Lowari, and Drosh should be obtained before departure.

However if the weather is not available decision should be

based on destination weather. During Approach and landings

expect wind shear near Governor House till touch down.

If Lowari is blocked due weather no attempt should be

made to clear the ridge from the western side as the

Afghanistan Border is very close to the west.

Try to get the latest weather of Chitral before Lowari if

unable get the latest weather of Chitral on VHF. Assess

the valley before commencing descent.

Critical point for both Engine/Pressurization failures is

Lowari Pass.

3.2 CHECK HEIGHTS

Overhead DURKA (Darosh) 11000-9500

First Pimple Hill 10000-9500 feet speed

Abeam Kalash valley extend flaps 15 reduce speed to

white bug plus 10. Complete approach check list.

Cross second Pimple hill at 7000-6500 feet, select

gears down and flaps to 25.

Cross Governor House at 5400 feet extend flaps 35,

cross threshold at VAPP aim to touch down in the first

1000 feet of the runway.



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3.3 GO AROUND RWY 02

EXTREME CARE SHOULD BE TAKEN TO AVOID ANY GO

AROUND BELOW 500 FEET AGL. In case Go Around

becomes unavoidable execute a normal go around at

acceleration 1000 ft. AGL maintain flaps 25, VMHB 25, drift to

the right side of the valley climbing throughout. Come close to

the mountains on the right side of the valley at 6500 indicated

initiate a left climbing turn maintaining VMHB 25 in a 30 degree

bank. Make a 180 degree turn and level off at 7500 feet. Once

accelerated to white bug plus 10 select flaps 15. Abeam

Kalash make 180 degree turn with white bug plus 10 and

make another attempt at Chitral if conditions permit.

3.4 ENGINE FAILURE AT TAKEOFF

In case of engine failure after takeoff from RWY 20 climb in the

center of the valley till sufficient altitude is gained to turn back

as you climb higher the valley becomes wider and it is easier

to turn 180 degrees, drift to one edge of the valley before

executing the turn, white bug plus 10 should be maintained to

reduce the radius of turn. Once sufficient altitude is gained turn

back to execute a single engine landing at Chitral.

3.5 PRESSURIZATION FAILURE

Critical point is Lowari Pass in case of pressurization failure

turn back before Lowari towards PEW initiate a gradual

descent to 10000 feet maintaining positive visual contact. If

towards the north of Lowari initiate a gradual descent to 10000

feet maintaining positive visual contact and land at Chitral.



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4. SKARDU

4.1 TAKE OFF

Both sides of the RWY 32 and RWY 14 can be used for takeoff

normally RWY 32 should be used for takeoff.

4.2 LANDING

Both runways can be used for landing, normally RWY 14 is

used which provides a straight in approach for landing. Crew

must exercise caution while carrying out approach for RWY 32

to cater for high grounds and trees on the final approach.

Minimum Flight levels should be 12500/13500 in the valley

crossing ZULU bend configure for landing with flaps 35 and

VAPP and height not less than 11500 feet for straight in landing

at RWY 14. In case flying at higher levels than 12500 feet join

right downwind for RWY 32 descending to circuit altitude 1500

ft. AGL. . Extreme caution is to be exercised as wind gradient

is invariably present on the approaches and the speed should

be adjusted accordingly

4.3 LANDING RWY 14

Come overhead at circuit altitude and join left downwind for

RWY 14

4.4 TAKE OFF RWY 32

In case of using RWY 32 ensure to enter the valley at 12000

ft. or higher. If unable then consider climbing overhead and

then set course.



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4.5 PRESSURIZATION FAILURE

Once O2 mask are donned, before AKTIX (BABUSAR), turn

towards KAGLO (KAGHAN) maintaining visual contact with

the terrain and descend to an altitude which gives adequate

terrain clearance in Kaghan valley or Kunhar valley depending

upon the position. Execute a shallow descend as the average

terrain in the area is quite high. While maintaining visual in

Kuhnar Valley reduce speed to white bug plus 10 before

Naran as the valley is very narrow and the turn becomes very

sharp.

Departing from GIL if pressurization failure occurs before

AKTIX (BABUSAR) turn into Chilas valley towards BUNJI,

enter into a gradual descend to 10000 feet and land at Gilgit.



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GILGIT



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CHITRAL