1.

Yaw Damper disengaged by -

 Press YD p/b.
 Applying 300N on the Rudder pedals.
 When the monitoring system senses a fault for the YD function.

2. AP disengagement method- (Cavalry Charge sound)

 AP p/b on the FGCP.

 YD p/b on the FGCP.
 AP quick disconnect p/b on the control wheel.
 GA p/b on the PL.
 Action on the pitch trim (normal or STBY).
 Applying 300N on the Rudder pedals.
 Applying 100N on the control column.

3. AP automatic disengagement-

 Stall warning indicator threshold is reached.

 There is a disagreement between the two AHRS or between the two ADC.
 Failure of one AHRS or one ADC.
 Mismatch between two pitch trims.
 One of the engagement conditions of the AP or YD is no longer met.

4. Aircraft p/b lights-

 No Light: Normal operations.

 Green: Back-up or alternate selection.
 Blue: Temporary selection.
 White: System manually switched OFF.
 Amber: Caution.
 Red: Warning.

5. Electrical power in the aircraft comes from-

 DC GEN 1 & 2.
  ACW GEN 1 & 2.
 External power.
 EMER BAT & MAIN BAT.
 TRU.
 2 Inverters.

6. GCU protects against (DC system)-

 Over/under voltage.
 Over/under speed of generator.
 Generator overload.
 Current limiting.

7. GCU protects against (ACW system)-

 Over/under voltage.
 Over/under frequency.
 Voltage regulation.
 Current limiting.

8. Starter power-

NH % ENG 1 is started ENG 1 is started ENG 1 is started with

with GPU without GPU ENG 2 running

0% to 10% GPU MAIN BAT MAIN BAT

10% to 45% GPU MAIN BAT MAIN BAT+ GEN 2

> 61.5% GPU GEN 1 GEN 1

Note: From 45% to 61.5% NH the DC starter/generator has no functions &

observes a cooling period.

9. Confirming DC GEN FAULT-

 BTC CLOSED & connecting both sides.

 DC BUS 1 & DC BUS 2 working.
 INV 1 & INV 2 working.
10. Confirming DC BUS FAULT-

 BTC OPEN.
 INV 1 or INV 2 FAULT.

11. Confirming INV FAULT-

 AC BUS of that side not being supplied by its own side INV. After 10 seconds
comes online through automatic BTR connection.
 INV of that side at FAULT.

12. Confirming AC BUS FAULT-

 INV of that side FAULT.

 BTR OPEN & AC BUS of that side FAULT.

13. Worst problems regarding DC, AC & ACW-

 DC: DC GEN 1+2 FAULT plus TRU FAULT.

 AC: 26V STBY BUS FAULT. (FLAPS selection either 0° or 30°)
 ACW: ICING.

14. FAULT illuminated for DC GEN 1 or DC GEN 2 means-

 Engine is OFF.
 There is an actual FAULT with the generator.

15. External air is used in the aircraft for-

 Pressurization system.
 Air conditioning system.
 Ventilation system.
 De-icing system.

16. Bleed air shut off valve automatically closes when-

 Bleed duct OVHT.

 Bleed duct LEAK.
  ENG FIRE handle activation.
 Engine failure at takeoff.
 No air pressure.
 HOTEL mode ON.

17. GRD X FEED valve for the pneumatic system is CLOSED-

 Aircraft on ground both engines running.

 Aircraft in flight with both engines running.

18. Ventilation system operation-

Condition Exhaust Fan OVBD VALVE U/F VALVE

On ground with Engine-1 ON OPEN CLOSED

not running & Engine-2
running in HOTEL mode or
not.

On ground with Battery or ON OPEN CLOSED

GPU ON & no Engine
running.

On ground with Engine-1 ON CLOSED OPEN

running.

In flight with both engines ON CLOSED OPEN

running.

If OVBD is selected OFF HALF OPEN CLOSED

manually (if on ground &
OVBD is selected ON a horn
buzzes to alert the
mechanics) BLUE-OVBD.
19. FAULT illuminated in EXHAUST MODE-

 Fan failure.
 Fan motor overheat.
 Fan low RPM.

20. Each fuel tank is divided into-

 Feeder tank (contains both Electrical feeder pump & jet pump).
 Main tank.
 Vent-surge tank.
 Venting system.

Note: Each wing can hold 2500kg/3185 liters of fuel. Feeder tank can hold 160kg
of fuel. Most asymmetrical fuel loading between both wings is 730kg with twin
engine. 200kg for single engine operation. Maximum refueling pressure is
3.5bar/50psi. It takes about 16 minutes for whole refueling operation.

21. Fuel usable for ATR 72-600

 Jet A
 Jet A-1
 JP5
 RT
 TS1

22. Under what conditions will we have automatically have the GREEN run light
ON, on the fuel pump p/b?

 Jet pump pressure <5psi.

 X-feed in line.
 Fuel LO LVL (<160kg).

23. Under what conditions will we have automatically have the GREEN run light
OFF, on the fuel pump p/b?

 Pressure >8.5psi.
  30s after HP fuel pressure is available.

24. What happens when we put the crossfeed p/b depressed in the fuel system?

 The flow bar comes on GREEN & in line.

 The valve is OPEN.
 Both electrical pumps are automatically actuated.

25. FEED LO PRESS is shown when pressure is <4psi.

26. BLUE hydraulic system supplies (powered by ACW BUS 1)-

 Nose Wheel Steering

 Flaps
 Spoilers
 Propeller Brake (ENG 2 only)
 Emergency & Parking Brakes.

27. GREEN hydraulic system supplies (powered by ACW BUS 2)-

 Landing Gear.
 Normal Brakes.

28. The auxiliary pump runs automatically when-

 Landing Gear lever selected DOWN.

 ACW BLUE pump pressure drops below 1500psi.
 At least one engine running.
 Propeller brakes released.

29. In case of LO LVL alert in the hydraulic system, the crossfeed valve-

 Closes automatically.
 Inhibited from operation.

30. Hydraulic reservoir is located on the left fairing & is non-pressurized. It has a
capacity of 14.4 liters & shows LO LVL when hydraulic fluid is less than 2.5 liters
on that specific tank. This causes the crossfeed valve to close & remains inhibited
from operation.

31. In case of BLUE system failure, the brake handle allows 6 operation at 500psi
each for emergency brake operation.

32. Crew Oxygen masks 15 minutes of supply at 100% & 120 minutes in dilute
operation.

33. If pre-flight pressure in the oxygen tank is below 1400psi the graph must be
checked to see if the oxygen level is appropriate for the flight. LO PR is illuminated
in AMBER when pressure is below 50psi in the distribution circuit.

34. 19 oxygen masked installed under the hat racks.

35. Primary control surfaces are mechanically actuated & they are-

 Aileron
 Elevator
 Rudder

35. Secondary flight control surface is only FLAPS.

36. Spoiler operates automatically when aileron is deflected by more than 2.5° in
all flight conditions.

37. Wind protection is achieved on ground by-

 Gust Lock- Aileron & Elevator

 Hydraulic Damper- Rudder

38. TLU-

 HI SPD- accelerating to 185kts.

 LO SPD- Decelerating below 180kts.

39. ICING conditions for ATR-

 On GROUND: SAT at or below 5°C.

  In FLIGHT: TAT at or below 7°C & visible moisture present.

40. Icing Table:

Name ENTERING ICE ACCRETION END OF ICE LEAVING OF AIRCRAFT CLEAR

ICING ACCRETION ICICNG OF ICE
CONDITIONS CONDITIONS

HOW DO TAT at or ICING flashing ICING not TAT at or Visibly check if

YOU below 7°C & on the FMA shown in the above 7°C or the aircraft is
KNOW visible FMA no visible clear of ice
moisture moisture contamination
present present

Probes ON ON ON ON ON
heating

Anti-Icing ON ON ON OFF OFF

De-Icing OFF ON ON OFF OFF

ICING ON ON ON ON OFF
AOA

STALL ICICNG SPEED ICING SPEED ICING SPEED ICING SPEED ICING SPEED
threshold

41. When does APM start working?

 Flaps retracted.
 Landing Gear lever retracted.
 Both engines running.
 APM p/b: ON
 SAT at or below 10°C.
 Ice accretion detected by ice detector or ICING AOA is ON.

42. APM warnings-

  CRZ SPD LO
 DGD PERF
 INCREASE SPEED

43. Pneumatic system icing protection-

 The outer, median & inner wing leading edge.

 The leading of horizontal stabilizer.
 Engine intake & gas path.

44. Electrical system icing protection-

 Probes (static, pitot, TAT & alpha).

 Propeller blades.
 Windshield.
 Aileron, rudder & elevator horns.

45. Accessory Gear Box-

 DC starter/generator.
 HP fuel pump.
 Oil pump.

46. Reduction Gear Box-

 ACW generator.
 PVM controlled by PEC.
 HP feather pump & overspeed governor.
 Auxiliary feather pump.
 Propeller brake (ENG 2)
 Fuel Cooled Oil Cooler (FCOC).

47. Propeller brake engagement logic (READY light comes on GREEN)-

 Aircraft on ground.
 CL: FTR or FUEL S.O.
 Engine fire handle not pulled.
  Blue hydraulic system available.
 Gust Lock: ON

48. ATPCS arming on ground (UPTRIM & FEATHERING available)-

 Both TQ above 46%.

 ATPCS p/b: ON.
 Aircraft on ground.
 Both PL above 49°.
 PWR MGT: TO.

49. ATPCS arming in flight (only AUTOFEATHER available)-

 Both TQ above 46%.

 ATPCS p/b: ON.
 Aircraft in flight.
 Both PL above 49°.
 PWR MGT: TO.

50. ATPCS disarming conditions-

 Both TQ below 46%

 ATPCS p/b: OFF
 Autofeather signal triggered on one engine.
 One PL below 49°.
 PWR MGT: Other than TO.

51. Automatic actuations of igniters are inhibited when-

 NH drops below 30%.

 EEC is deselected.
 CL: FTR or FUEL S.O.
 On the failed engine on ATPCS sequence.

Note: With EEC deselected, Exciters A + B needs to be manually activated using

the MAN IGN p/b.
52. PWR MGT table:

PWR MGT SETTINGS TQ% NP% SHP

TO 90% 100% 2475

MCT 90.9% 100% 2500

CLB 106.3% 82% 2192

CRZ <106.3% 82% 2132

53. Takeoff configuration check-

 Pitch trim in green band.

 Aileron lock light: OFF.
 TLU LO SPEED.
 Brake Handle: OFF
 Flaps: 15°.
 PWR MGT: TO

54. The aircraft is consider on the ground-

 BAT switch OFF.

 No external power.
 No engine running.

55. Pulling the fire handle causes-

 De-icing: Shutoff valve closed.

 DC & ACW generators: Disconnected.
 Propeller: Feathered.
 Bleed valve: Closed.
 Fuel LP valve: Closed.
 SQUIBS: Armed.
 Hydraulic line to the propeller brake: Closed on ENG 2.
56. The types of light associated with the aircraft-

 Cockpit lights.
 Cabin lights.
 Emergency lights.
 External lights.

57. Columns for AFCS-

Note: Main interfaces for AP/YD are FGCP, ICP, FMA & MCDU.

58. Lateral modes-

59. Vertical modes-

60. Anti-skid test-

  In flight: 3 seconds.

 On ground: 6 seconds.

Note: Anti-skid test inhibited if speed exceeds 17kts. Anti-skid system is

inoperative below 10kts.

61. Failure analysis system check-

 Control
 Indicator
 Supply
 Circuit Breaker
 Lighting
 Reset

62. Resetting circuit breakers (ON then OFF) is prohibited unless said on the
checklist. Do not reset-

 PEC
 EEC
 Bus
 BAT CHG
 Bleed valves
 LO LVL (Hydraulic system)
 CAB PRESS MAN

63. Checklist priority-

 Emergency.
 Normal.
 Abnormal.

64. Assessment-
  Technical assessment (Continue to monitor if system is recovered)
 Operational assessment (Remarks)
 Commercial assessment

65. Vminops:

66. Altimeter settings-

67. Auto speeds by the FMS-

68. Abnormal parameter during start-

Actions: CL(affected ENG): FUEL S.O. & Starter rotary selector: OFF & START
ABORT.

a) No ITT: No temperature after 10s when “FUEL OPEN” is called. A Master

Caution is given in this case. This occurs due to 2 things-

 Ignition system not working.

 Temperatures sensor/ indicator FAULT.

b) No NH: NH remains at 0% after STARTER p/b is pressed. A Master Caution is

given in this case. This occurs due to 2 things-

 Shaft broken: Indications are No Oil pressure or No Fuel pressure.

 Indicator problem: Indications are Oil pressure & Fuel pressure available.

c) If ITT tends to exceed 900C-

 0°C to 800°C: Not limiting.

 800°C to 840°C: 20 seconds.
 840°C to 950°C: 5 seconds (in sim immediately shut down).
 > 950°C: Report to maintenance.

M: Memo Items

A: Abnormal

L: Limitations

M: Maintenance (report if necessary

C: Circuit Breaker (Check ENG CT

C: Crank

69. Starter FAULT illuminates-

 Gust Lock: OFF

 DC GEN not working
After NH45% if Starter does not shut down on its own the Start rotary selector
must be put into OFF & START ABORT. If the Starter still remains engaged, engine
must be shutdown & the condition must be reported to maintenance.

70. X-START FAIL: Occurs when the generator-2 doesn’t help to start ENG 1
between 10% to 45%.

71. Departure briefing-

Introduction: Good morning. Today we are flying the ATR 72-600 aircraft
registration S2-XXX. Our flight is from Dhaka to Chottogram.

MEL/CDL: We don’t have any MEL or CDL according to maintenance.

WX: Regarding the WX at Dhaka, the ATIS is information A, Runway in use 14,
temperature is 24°C & dewpoint is 18°C. QNH is 1007Hpa. Our route WX is fine
according to OCC & our destination WX is………………

PF: According to the briefing earlier PF is me/you.

Taxi Procedure: We will require push back before taxiing & then we will taxi
according to the ATC clearance. We are expecting runway 14 for departure.

MCDU: Firstly the gross weight is 22 tonnes. Fuel on board is 2300kg, PAX is 70 &
cargo on board is 1000kg. Now please bring out the approach chart for ADMIL 1
departure. The approach plate index number is………… & is published on……………
Confirm you have the same one? Ok our departure is ADMIL 1. We will intercept
DAC R141 within 10nm from DAC to ADMIL. Now please check the flight plan
page. Our route today is Dhaka-KANDI-ADMIL-ONEKA-Chottogram. Now the
distance according to the flight plan is 149nm & EFOB (estimated fuel on board) is
1800kg. We don’t have any NOTAM or NANO NOTAM so we don’t need to
deselect anything. Please press VNAV. We are expecting VOR DME ILS approach
runway 23 for Chottogram. Confirm set? Lastly our V1,VR & V2 speeds are……… We
are using runway 14 the length is 10499ft & QFU is 144.

Emergency: During start if we face any abnormal parameters, you call “STOP” & I
will put the CL (affected ENG) fuel S.O & engine start rotary selector to OFF &
START ABORT. Any emergencies before V1 you will call “STOP” & you will have
control & try to stop the aircraft. I will help with RT calls & call “LO PITCH”. Any
emergencies after V1 I will takeoff & try to maintain runway HDG. You will check
for autofeather & uptrim. If no autofeather you will put the CL (affected ENG) in
fuel S.O. If no uptrim I will put both the PL to the Ramp. When airborne, retract
the landing gear. At acceleration altitude set ALT & at VFTO PL of both engine
should be brought back to the notch. Set PWR MGT to MCT & set IAS mode. As
we have normal conditions today, retract the flaps. At last with your permission I
will put the PL (affected ENG) in F.I & with my permission you will put the CL
(affected ENG) in FTR then FUEL S.O. Any questions?

72. Transfer of controls:

PF: Press HDG PUSH SYNC (to put current HDG on top so the aircraft doesn’t turn
when changing from upper to basic lateral modes).

PF: Press NAV p/b on the FGCP. “HDG HOLD GREEN”

PM: “CHECK”

PF: Press coupling p/b to change coupling to right/left side.

PF: Press NAV p/b again on the FGCP. “LNAV GREEN”

PM: “CHECK”

PF: “YOU HAVE CONTROL, READ FMA, PL in the notch, PWR MGT CRZ/CLB &
normal conditions.”

PM: “I HAVE CONTROL, READ FMA, PL in the notch, PWR MGT CRZ/CLB & normal
conditions.”

73. Engine Failure At Takeoff (EFATO)-

  When VR is after V1 the first action is to check in case of engine flame out is
autofeather & uptrim then with positive climb, gear up.

 When V1=VR first action is with positive climb gears up. Then check for
autofeather & uptrim.
 When positive climb is established & gear is already retracted while below
acceleration altitude, if Flame Out At Takeoff occurs PM will check
autofeather & uptrim & act accordingly.

Note: You can safely fly ATR 72-600 in any conditions with single engine except
landing gear DOWN. So always retract landing gear with positive climb or you
might crash.

74. Engine flame out warnings & checks-

 Identifying: Master Warning continious repetitive chime, Engine 1(2) Flame

Out At Takeoff on Crew Alerting Window & Engine 1/2 Flame Out At
Takeoff on Procedure Window.
 Autofeather Check: Autofeather on EWD & NP< 15% on Flame out engine.
Action is to put CL (affected ENG) to FTR THEN FUEL S.O.
 Uptrim Check: Uptrim & TQ in MAGENTA TRIANGLE on the EWD on the
opposite engine. Action is to put PL 1+2 to the ramp.

Note: After acceleration altitude, the PWR MGT is set to CLB. In this case only
autofeather is available. To get Uptrim, PL1+2 in the notch.

Note: When flame out occurs, trim the aircraft using RUDDER TRIM then engage
YD to keep the aircraft nose straight. As after engaging YD, RUDDER TRIM is
INHIBITED.

Note: On the runway you have an allowance to drift 30ft either side when flame
out occurs. Don’t try to come back to the center line. Fly parallel to the center line
& takeoff.
75. Gear down procedure-

 PF: “GEAR DOWN”

 PM: “Speed check”
 PM: Action- Gear down, PWR MGT- TO & Landing Lights- ON
 PM: When 3 green on indicator “GEAR DOWN”
 PF: “CHECK”

76. Go around/ Missed approach actions:

 GA p/b (on the PL)

 MAX power
 Flaps: Up
 Positive climb: Gear UP.

77. If doing LNAV/VNAV approach the minima for example for VGSD is 426ft but
for only LNAV approach we have to add 50 ft. with the minimums so it is 520ft. +
50 ft.= 570ft.

78. Don’t restart the engine in case of-

 Fire
 Foreign Object Debris (FOD)
 Frozen (NH 0%)

Note: After flame out try to restart the engine if you don’t have the cases
mentioned above.

Note: If NH is 2% or above you can restart. If engine is restarted return back to

departing aerodrome.

79. Calculate VAPP if VREF is 105kt & wind is headwind 10kt gusting upto 25kt.

 25kt – 10kt = 15kt

 VAPP = VREF + 1/3 of head wind component.
 VAPP = 105 + 1/3 (15)
 VAPP = 110
Note: If wind of any sort except Headwind, VAPP= VREF

80. Engine Fire warnings & checks-

 Identifying: Master Warning continious repetitive chime, Engine 1(2) Fire on

Crew Alerting Window & Engine 1/2 Fire on Procedure Window.

 Acceleration altitude is changed from 500ft to 800ft. At acceleration

altitude PWR MGT is set to MCT which changes the speed from V2+5 to VFTO.
At VFTO Flaps is retracted to 0°.

81. Engine Fire-

 AP engaged: PL (affected ENG)- Slowly back to FI.

 AP disengaged: PL (affected ENG)- Slowly back to FI, use Rudder to keep
aircraft nose straight, trim the aircraft using Rudder trim then engage AP.