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TRANSCRIPT
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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
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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
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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.
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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.
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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.
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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.
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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
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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.
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GO AROUND ACTIONS – 3 STAGES WITH 3 STEPS IN EACH STAGE
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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.
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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.
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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.
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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.
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FLIGHT PROFILES
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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
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GPWS
Note: GPWS warning must be reported to ATC immediately and an air safety reported must be completed after the flight.
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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.
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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.
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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.
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AC BUS 1 OFF
AC BUS 2 OFF
AC Bus Off does not have more than one lights illuminated overhead like DC Bus Off.
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DC EMERGENCY BUS OFF
No light illuminated!
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DC EMERGENCY BUS OFF (continued)
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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.
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DC ESSENTIAL BUS OFF (continued)
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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.
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ACW BUS 1 OFF
Due to Bus Off more than one light is illuminated as compared to a Gen fault.
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ACW BUS 2 OFF
ACW TOTAL LOSS
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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.
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ABNORMAL ENGINE PARAMETERS
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ENGINE OVER LIMIT
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ENGINE OIL TEMPERATURE AND PRESSURE
Alert is for Oil Pressure Only!
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UNCOMMANDED 100% NP
No Alert on CAP
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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.