ATR EMERGENCY PROCEDURES Last Updated: 9h September 2017

• Basic Philosophy

• Engine Fire at Takeoff

• Takeoff Abort Procedure

• Engine Flameout at Takeoff

• Go Around 1 Engine

• Emergency Descent

• One Engine Inoperative Inflight

• Wind Shear

• TCAS

• No Flaps Landing

• Flight Profiles

• Practicing Stall Recovery

• GPWS

• Examples of Failure Analyses

o DC Gen Fault

o DC Bus OFF

o DC Dual Gen Loss

o AC Bus OFF

o DC Emergency Bus OFF

o DC Essential Bus OFF

o ACW Gen Fault

o ACW Bus OFF

o ACW Total Loss

o Engine Failure in Descent

o Abnormal Engine Parameters

o Engine Over Limit

o Engine Oil Temperature and Pressure

o Uncommanded 100% NP

o Prop Over Limit

• Disclaimer

BASIC PHILOSOPHY

• Failure Identification

• Failure Analyses

• Emergency / Abnormal Checklist

• Assessment, Decision and Information

FAILURE IDENTIFICATION

FAILURE ANALYSES

Failure confirmation is triggered by PF calling “System Check” and executed by PM.

Casual Control Relevant position.

Improper Indicator Relevant and in compliance with the control.

System Supply Availability.

Checks CBs One reset allowed in flight if necessary for a safe flight. On ground coordinate with maintenance.

Leads to Lighting Working condition of bulbs and digits.

Regrets Reset 1 reset of a push button with amber caution allowed by putting it off for 3 seconds and then on. Exceptions: BLEED LEAKS, LO LEVEL, EEC, PEC, AC/DC GEN, BUS, CABIN PRESS MAN

Note: See the end of this document for some Examples of Failure Analyses

EMERGENCY / ABNORMAL CHECKLIST

PM PF

Calls – “System Checked XYZ Failure Confirmed (or not)” Calls – For Relevant Checklist

Submits – Checklist title to PF by Calling “XYZ Checklist?” Confirms – By calling “Confirmed”

Reads out the checklist Item and its action loudly

Confirms the Action

Performs the Action

Calls Checklist Complete

ASSESSMENT, DECISION AND INFORMATION

A Assessment

Technical Consequences of failure on systems – Scan the overhead panel

Fuel, DC/AC, Anti/De-icing, ACW, Hydraulic, Air

Operational Consider continuing to destination or diverting to alternate on the basis of

technical assessment in reference to limitations related to failure, weather, fuel etc.

Commercial

Consider casualties / medical emergencies and in case of diversion:

Passenger Issues: Feeding, lodging & transportation etc.

Aircraft Issues: Stuck at an airfield with no maintenance / fuel facilities etc.

D Decision After assessment PF is able to suggest a decision, endorsed by Captain.

Crew must settle a consensus before making a decision.

I Information

ATC - Use DISTRESS (MAYDAY) or URGENCY (PAN) call as required. - Request shorter vectors / holding etc. - Request for ground assistance e.g. fire tender etc.

COMPANY Inform company about the situation and intentions.

CABIN CREW

Captain will say over the PA “PURSER TO THE FLIGHT DECK IMMEDIATELY”. Then tell him: “THIS IS A NITS DRILL PLEASE LISTEN CAREFULLY”

In conducting the NITS, the Captain shall clearly state the individual components of the drill, i.e. Captain’s briefing will be acknowledged by repeating back the NITS given. Anything not understood or omitted should be clarified. Watches must be synchronized.

PASSENGERS Inform them what’s going on and reassure them.

ENGINE FIRE AT TAKEOFF (AFTER V1)

PF PM

ENGINE FIRE

Call – ENGINE FIRE (Cancel – MW)

Call – ENGINE FIRE AT T/O MEMO ITEMS Call – POSITIVE RATE

Call – GEAR UP Call – GEAR UP (when indicated)

ACCELERATION ALTITUDE (400 FT)

Call – ACCELERATION ALTITUDE

Call:

• SET MCT

• IAS TO WHITE BUG

Set & Call:

• MCT SET (check TQ / NP)

• IAS XXX SET (WB Speed)

SET SPEED BUG TO WHITE BUG

WHITE BUG

Call:

• NORMAL CONDITION FLAPS 0

• ICING CONDITION MAINTAIN FLAPS 15

Flaps – 0 / 15

Do & Call – PL1 (OR 2) FI* Confirm

Confirm

Do & Call:

• CL FTR then Fuel SO**

• Fire Handle Pull

• Time Start

• 10 Secs Agent 1

AFTER AGENT 1 DISCHARGE

Announce “My Radios” then call ATC:

• MAYDAY

• ENGINE FIRE

• CALL YOU BACK

Call – DISCHARGED

Confirm Time – Monitor 30 Secs Fire Persists – Agent 2 Discharge

AFTER AGENT 2 DISCHARGE (IF REQUIRED) ***

Call:

• DISCHARGED

• BLEED LIVE ENGINE OFF – YES / NO

Call – YES / NO (for bleed pointed by PM) Call – MEMO ITEMS COMPLETE

* PF handles PL whereas PM handles CL, after pointing and confirming from the other.

** Stay 1 sec in FTR position before setting CL to Fuel SO.

*** Any pilot shall call “FIRE STOPPED” as soon as the red light disappears from CAP or fire handle.

ENGINE FIRE AT TAKEOFF (Continued)

PF PM

CHECKLIST

Call – ENGINE FIRE AT TAKEOFF CHECKLIST Do – Engine Fire at Takeoff Checklist

Call – ENGINE FIRE AT T/O CHECKLIST COMPLETE

CAP:

• Cross check with local alerts

• Call – CLEAR CAP

Call – CAP CLEARED

Call – AFTER T/O CHECKLIST Do & Call – AFTER T/O CHECKLIST COMPLETE

Call – SINGLE ENGINE OPERATION CHECKLIST Do & Call Completed – Single Engine Operation Checklist

ASSESSMENT, DECISION, INFORMATION

Transfer Radios – Recall Press – Situation Assess

TAKEOFF ABORT PROCEDURE

CM1 CM2

MALFUNCTION BEFORE V1

• Call – STOP! MY CONTROLS

• PL – GI / Rev

• Brakes – Apply *

• Master Warning – Cancel

• Control Column – Hold

• ATC Call: ✓ MAYDAY ✓ MALFUNCTION ✓ T/O ABORTED

AIRCRAFT STOPPED

• Parking Brakes – SET

• Call and Do – Memory Items

• Call – Relevant Checklist

Do the Checklist

ASSESS EVACUATION REQUIREMENT

IF EVACUATION REQUIRED

Call – Emergency Evacuation Checklist Checklist – Read

Checklist – Do Call – Emergency Evacuation Checklist Complete

* In case of engine fire, if possible, stop a/c to get ‘engine on fire’ headwind or to leeward.

ENGINE FLAMEOUT AT TAKEOFF (AFTER V1)

PF PM

ENGINE FLAME OUT *

Call – ENGINE FLAME OUT AT TAKEOFF MEMO ITEMS

Up Trim Green Light – Check ** Auto Feather – Check *** Bleeds – OFF (if fault lights not illuminated)

Call – UPTRIM, AUTOFEATHER, BLEEDS OFF/FAULT

Call – POSITIVE RATE

Call – GEAR UP Call – GEAR UP (when indicated)

Announce “My Radios” then call ATC:

• MAYDAY

• ENGINE FAILURE

• CALL YOU BACK

ACCELERATION ALTITUDE (400 FT)

Call – ACCELERATION ALTITUDE

Call – SET ALT Do & Call – ALT GREEN

SET SPEED BUG TO WHITE BUG

WHITE BUG

Call – WHITE BUG

Do & Call:

• PL IN THE NOTCH

Call:

• SET MCT

• IAS TO WB

Check:

• PL in the Notch

Set & Call:

• MCT SET (check TQ / NP)

• IAS XXX SET (WB Speed)

Call:

• NORMAL CONDITION FLAPS 0

• ICING CONDITION MAINTAIN FLAPS 15

Flaps – 0 / 15

Do & Call – PL1 (OR 2) FI Confirm

Confirm

Do & Call:

• CL FTR then Fuel SO****

• BLEED LIVE ENGINE OFF – YES / NO

Call – YES / NO (for bleed pointed by PM) Call – MEMO ITEMS COMPLETE

* Whoever detects the engine failure makes the call.

** If no up trim then PL 1 & 2 to the ramp.

*** If no auto feather, then after flight path stabilization (at / below ACC ALT), affected CL FTR / SO then PL Idle.

**** Stay 1 sec in FTR position before setting CL to Fuel SO.

ENGINE FLAMEOUT AT TAKEOFF (Continued)

PF PM

CHECKLIST

Call – ENGINE FLAME OUT AT TAKEOFF CHECKLIST Do – Engine Flame Out at Takeoff Checklist

Call – ENGINE F/O AT T/O CHECKLIST COMPLETE

CAP:

• Cross check with local alerts

• Call – CLEAR CAP

Call – CAP CLEARED

Call – AFTER T/O CHECKLIST Do & Call – AFTER T/O CHECKLIST COMPLETE

Call – SINGLE ENGINE OPERATION CHECKLIST Do & Call Completed – Single Engine Operation Checklist

ASSESSMENT, DECISION, INFORMATION

Transfer Radios – Recall Press – Situation Assess

GO AROUND – 1 ENGINE

PF PM

INITIAL ACTIONS (Power – Flaps – Attitude)

CALL – “GO AROUND, SET POWER, FLAPS 1 NOTCH”

GA P/B on PL – Depress

Rotate – GA Pitch Attitude (8o)

PL – Advance to Ramp

Flaps – Retract 1 Notch

Power – Check and Adjust (TQ & NP = 100%)

Call – “GA POWER SET, FLAPS __”

POSITIVE RATE OF CLIMB (Gear – Heading – Speed)

Call – “POSITIVE RATE”

Call:

• GEAR UP

• HDG

• LO BANK

• IAS to VGA

Gear Up – Select

Yaw Damper – On

Taxi / TO light – Off

Set and Call – HDG / LO BANK / IAS to VGA

Call – Gear Up, Flaps __ (when indicated)

Call and Set – “SET SPEED BUG VGA” Set and Call – “XXX SET”

ACCELERATION ALTITUDE (1000 FT)

Call – ACCELERATION ALTITUDE

Call – SET ALT Do & Call – ALT GREEN

SET SPEED BUG TO WHITE BUG

WHITE BUG

Call – WHITE BUG

Do & Call:

• PL IN THE NOTCH

Call:

• SET MCT

• IAS TO WB

Check:

• PL in the Notch

Set & Call:

• MCT SET (check TQ / NP)

• IAS XXX SET (WB Speed)

Call:

• NORMAL CONDITION FLAPS 0 *

• ICING CONDITION MAINTAIN FLAPS 15

Flaps – 0 / 15

AFTER T/O CHECKLIST

* For a Flaps 35 go-around, with Flaps 25 during acceleration, select Flaps 15 at WB or VGA+15 whichever is earlier.

GO AROUND ACTIONS – 3 STAGES WITH 3 STEPS IN EACH STAGE

EMERGENCY DESCENT

PF PM

CM1 Call – EMERGENCY DESCENT MEMO ITEMS

Oxygen Masks – Wear Goggles – Wear if required Crew Communication – Establish Call – OXYGEN ON

DESCENT INITIATE

Altitude – Select Lowest Safe Altitude Speed – IAS Mode – 180 / 240 * Heading – Turn + 45o PL – FI CL – 100% OVRD

Oxygen PAX Supply – ON Seat Belts (Ext Lights) – ON XPDR – 7700

PA Call:

• EMER DESCENT, REMAIN SEATED ATC Call:

• MAY DAY

• EMERGENCY DESCENT

• CONFIRM MSA

MSA – Check and Set

Call – MEMO ITEMS COMPLETED

Call – EMER DESCENT CHECKLIST, MY RADIOS

Heading – Adjust Call and Read – Emergency Descent Checklist

PASSING FL 100

Call – YOU CAN REMOVE OXYGEN

O2 Mask – Remove

O2 Hatch – Closed

O2 Test PB – Depress **

RATE OF DESCENT = UNPRESSURIZED FLIGHT

Cabin Report – Obtain (CM1)

Assessment, Decision, Information

* According to potential structural damage.

** To resume normal use of headset microphone.

ONE ENGINE INOPERATIVE INFLIGHT

OBSTACLE IS AN ISSUE

DRIFT DOWN

• Engine Flame Out: o Complete Engine Flameout Memo Items

o Set MCT* & Trim the Aircraft

• Deceleration: o Drift Down Speed – White Bug (WB) o Atmospheric Condition:

▪ Normal – Flaps 0 (VmLB0) ▪ Icing – Flaps 15 (VmLB15)

o Bank Angle – LO Bank Mode o Single Engine Ceiling (or less) – Set

• Drift Down: o At Drift Down Speed – Select IAS o Descend – To the required FL

• Subsequent Cruise: O Power – MCT O 1 Engine Cruise Tables:

▪ Normal – 3.09.20 ▪ Icing – 3.09.25

• Recommendations: o FL 70/80 for optimizing cruise speed o Balance fuel if dissymmetry reaches 100 Kg

OBSTACLE NOT AN ISSUE

DRIFT DOWN NOT NECESSARY

• Engine Flame Out: o Complete Engine Flameout Memo Items

o Set MCT* & Trim the Aircraft

• Deceleration: o Speed – 200 Knots o Single Engine Ceiling (or less) – Set

• Descend: o At 200 Knots – Select IAS o Descend – To required FL:

▪ Normal Descent Tables – 3.09.16 ▪ Icing Descent Tables – 3.09.17

o When V/S = 500 fpm o Descend at 500 fpm

• Subsequent Cruise: O Power – MCT O 1 Engine Cruise Tables:

▪ Normal – 3.09.20 ▪ Icing – 3.09.25

• Recommendations: o FL 70/80 for optimizing cruise speed o Balance fuel if dissymmetry reaches 100 Kg

* Setting MCT before feathering the dead engine will increase drag due to increase in NP to 100% with 0% torque.

WINDSHEAR

DETECTION

ON GROUND IN FLIGHT (variation below 1000 feet)

• Lack of speed acceleration during rolling

• Unusual time to reach V1 / VR

• Speed – 15 knots

• Vertical Speed – 500 fpm

• Pitch Attitude – 5o or more

• G/S Deviation – 1 dot or more

• Heading – 10o or more.

• PL Position – Unusual for a significant period

PROTECTION

TAKEOFF APPROACH

BEFORE LIFTOFF

• Pitch – 10o *

• Power – Maximum **

• Configuration – No change Out of Wind Shear

• Positive Climb*** – Retract flaps 1 Notch + Gear

• Climb profile – Normal

• Takeoff – Delay

• VR / V2 – Maximum limiting TOW

• Airspeed – Closely monitor

• Before V1 – Abort

AFTER LIFTOFF

• Pitch – 10o *

• Power – Maximum **

• Configuration – No change Out of Wind Shear

• Positive Climb*** – Retract gears

• Climb profile – Normal

* If necessary increase pitch to stick shaker limit

** If necessary advance power lever to ramp or wall.

*** Must be verified on at least two instruments.

Note: A significant wind shear must be reported to ATC and an air safety report completed after flight.

TCAS

TRAFFIC ADVISORY

CM1 Call – TCAS MY / YOUR CONTROL

PF PM

• VSI – Check location of traffic

• Call Traffic Location e.g. 3’O clock 500 feet below

• Attempt visual contact

• Call – TRAFFIC IN SIGHT or NOT VISUAL

• Seat Belts – ON

ASSESS RISK BUT TAKE NO EVASIVE ACTION

RESOLUTION ADVISORY

• AP – Off

• Call – MY CONTROL

• Pitch – Initially + 3o *

• VSI – Green Arc (PL as required)

• ATC Call: ✓ XYZ Control ✓ Call Sign ✓ TCAS RA

• PWR MGT – MCT (in case of a climb)

• Seat Belts – ON

CLEAR OF CONFLICT

• Flight Level – Resume

• AP – ON

• ATC Call: ✓ XYZ Control ✓ Call Sign ✓ Clear of Conflict ✓ Resuming to FL

* Average pitch attitudes: + 5o for climb/descent, + 8o for increased climb/descent, + 1o for adjust vertical speed orders.

Note: A TCAS warning must be reported to ATC and an air safety report completed after flight.

FLIGHT PROFILES

PRACTICING STALL RECOVERY

CLEAN CONFIGURATION

PF PM

• Straight and Level Flight – Maintain

• PL – Flight Idle

Onset of Stick Shaker

• Control Wheel – Push Firmly

• PL – In Notch

• Call: ➢ Flaps 15 ➢ Set MCT ➢ CL 100% OVRD

• Do: ➢ Flaps 15 – Select ➢ PWR MGT – MCT ➢ CL Both – 100% OVRD

Speed Increases to VGA

• Climb at VGA to regain lost altitude

Level Off – Accelerate – Speed Increases to White Bug

• PL – Adjust

• Call: ➢ Flaps 0 ➢ Set CRZ ➢ CL AUTO

• Do: ➢ Flaps 0 – Select ➢ PWR MGT – CRZ ➢ CL Both – Auto

LANDING CONFIGURATION

PF PM

• Straight and Level Flight – Maintain

• PL – Flight Idle • Following Speed Schedule – Select Flaps & Gears

Onset of Stick Shaker

• Control Wheel – Push Firmly

• PL – In Notch

• Call: ➢ Set MCT ➢ CL 100% OVRD

• Do: ➢ PWR MGT – MCT ➢ CL Both – 100% OVRD

Speed Increases to VGA

• Climb at VGA to regain lost altitude

• Call – Flaps 1 Notch

• Flaps 1 Notch Up – Select

• Call – Positive Rate

• Call – Gears UP • Gears – Select UP

Level Off – Accelerate – Speed Increases to White Bug

• PL – Adjust

• Call: ➢ Flaps 0 ➢ Set CRZ ➢ CL AUTO

• Do: ➢ Flaps 0 – Select ➢ PWR MGT – CRZ ➢ CL Both – Auto

GPWS

Note: GPWS warning must be reported to ATC immediately and an air safety reported must be completed after the flight.

EXAMPLES OF FAILURE ANALYSES

DC GEN 1 FAULT

DC GEN 2 FAULT

On single Gen failure, the other one supplies through BTC so there is only a single gen fault

light illuminated on the overhead panel as compared to a DC BUS Off condition which has

more than one lights illuminated.

DC BUS 1 OFF

DC BUS 2 OFF

Due to DC Bus Off more than one light is illuminated on the overhead panel as compared to

Gen fault.

DUAL DC GEN LOSS

On SGU Failure, both EADI and EHSI will black out but Altimeter and ASI will not have red flags.

For CRT failure only one affected CRT will black out, which can be turned off to get the

composite mode on the other one.

AC BUS 1 OFF

AC BUS 2 OFF

AC Bus Off does not have more than one lights illuminated overhead like DC Bus Off.

DC EMERGENCY BUS OFF

No light illuminated!

DC EMERGENCY BUS OFF (continued)

DC ESSENTIAL BUS OFF

Don’t confuse it with AC BUS 2 Off condition which (as shown before) looks like this:

i.e. just one BUS Off Light Illuminated in AC BUS 2 Off condition. Whereas in DC ESS Bus Off we

also see the Green Hydraulic Low Pressure and Exhaust Mode Fault light illuminated.

DC ESSENTIAL BUS OFF (continued)

ACW GEN 1 FAULT

ACW GEN 2 FAULT

On single Gen failure, the other one supplies through BTC so there is only a single gen fault

light illuminated on the overhead panel as compared to a BUS Off condition which has more

than one lights illuminated.

ACW BUS 1 OFF

Due to Bus Off more than one light is illuminated as compared to a Gen fault.

ACW BUS 2 OFF

ACW TOTAL LOSS

ENGINE FALURE IN DESCENT

In a descent with both power levers in flight idle, the asymmetry due to engine

failure at this stage may not be significant to indicate that the engine has failed.

Instrument scan would help to indicate an engine failure.

“Torque” and “ITT” are too good indicators.

In this scenario, subsequently moving the power levers would help to further

confirm the failure by creating significant asymmetry.

ABNORMAL ENGINE PARAMETERS

ENGINE OVER LIMIT

ENGINE OIL TEMPERATURE AND PRESSURE

Alert is for Oil Pressure Only!

UNCOMMANDED 100% NP

No Alert on CAP

PROP OVER LIMIT

No Alert on CAP

Over limit conditions and Primary Engine(s) parameters must be recorded for

maintenance purposes

Disclaimer: "ATR Emergency Procedures" are personal notes of the undersigned for training only. These notes do not sanction any pilot to

violate his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's Recommendations. This article will not be

updated anymore.