05 TPM_APP1_Emergency Response.pdf

ATR Training Procedures Manual

Date: 01 Apr 2015 STS-WI-016 Appendix Revision: 03-1 Page : 1-1

1.EMERGENCY RESPONSE

1.1. GENERAL

The information in this chapter can be used as reference material and guidelines for initial and recurrent

ground training and line operations regarding managing emergency and abnormal situations.

For ready and easy reference, the location and usage of emergency equipment in the aircraft are herein

tabulated and described in a more detailed manner. It also highlights differences in types and

configurations of aircraft emergency equipment that are used within the fleet.

Also extracted from the Cabin Crew Manual, are the emergency landing/ditching procedures where first

and foremost flight and cabin crew coordination is essential.

1.1.1. Purpose

Eliminating accidents and ensuring the safety of air transportation are the foremost tasks of the airline

industry. When something unexpected happens aboard an aircraft, it's imperative that the safety of

passengers be assured to the maximum. Once a passenger boards an aircraft their safety rests entirely in

the hands of the crew. Should an emergency occur, the direction or actions of the crew may have a vital

effect on saving passengers' lives.

The safety of the passengers is our first priority -- This is stated in our corporate policy.

1.1.2. Causes of Accidents

Aircraft accidents are usually caused by a combination of the following factors

Human factors (psychological and physical)

Equipment and material factors

Meteorological and physical factors (defective safety facilities in airports, etc.).

1.1.3. Seven Fundamental Steps In An Emergency Take time to precisely evaluate the situation.

Decide on the appropriate action to take and when to begin, apply CRM principles.

Adapt to the circumstances.

Remain calm and composed.

Maintain order.

Cooperate and coordinate with other crewmembers and appropriate agencies.

Use all available resources to derive good judgment and management.

1.1.4. General Human Reactions in Cases of Emergency

In an emergency, most passengers will become panicky and they will cause confusion. This is considered

a normal human reaction. This panicky state, the passenger excitement and their confusion will affect

crewmembers. The extent will vary depending on the extent of prior recognition of the emergency and the

crewmember's experience and knowledge of and confidence in the necessary actions and procedures.



Appropriate direction and action from the crew reassures passengers and reduces panic and confusion.

1.2. UNEXPECTED EMERGENCY LANDING & DITCHING

1.2.1. General

Nearly 80% of aircraft accidents occur during take-off and landing. It is, therefore, important that cabin

crew should review mentally how to cope with an emergency during take-off and landing.

Silent Thirty Seconds (STS) are 5 items recommended for mental review before each takeoff and landing.

STS (Silent Thirty Seconds)

1. BRACE FOR IMPACT

2. PANIC CONTROL

3. JUDGEMENT

4. COORDINATION

5. EVACUATION

1.2.2. Action immediately after the aircraft comes to complete stop In case of a rejected take off, the minimum procedure is as follows

(Please note the emphasis on co-ordination)

After the aircraft has come to a full stop, make a proper announcement if EVAC is not necessary:

PIC FO CABIN CREW

Announce "CABIN CREW SERVICE

CHECK".

Carry out duties as assigned

(or S.O.P)

Cabin crew who sit near & control the doors ensure doors are not prematurely operated check usability of exit (fire outside door e.g.),

Other cabin crew - to ensure PAX are seated.

If evacuation is require: PA:EVACEVACEVAC,

EVAC procedure.

S.O.P S.O.P



1.2.3. Ditching

Notify ATC of the emergency encountered and stated intention. In the event of no ATC contact select ATC

code 7700 or transmit the distress message on one of the following frequencies (VHF) 121.5 MHz or (HF)

8364 KHz. Only VHF1 is available on battery.

Notify the cabin crew of the nature of emergency encountered and intentions. Specify the available time.

NOTE: The direction of ditching is mainly dependent on wind and state of the sea and those factors may

be assessed as follows:

Wind direction:

This may be assessed by observing the waves which move and break down wind; spray from wave tops is

also a reliable indication.

Wind speed:

The following conditions can be used as a guide to wind speed

A few white crests 8-17 kt

Many white crests 17-26 kt

Streaks of foam along water 23-35 kt

Spray from waves 35-43 kt

State of the sea

This is better assessed from a height of 500 to 1000ft particularly the direction of the swell which may not

be obvious when seen from a lower altitude.

When there is no swell, align into the wind. In the presence of a swell and provided that drift does not

exceed 10 degrees, land parallel to the swell and as nearly into the wind as possible. If drift exceeds 10

degrees, land into the wind. The presence of drift on landing is not dangerous but every effort should be

made to minimize roll.

For evacuation, open only the doors which are not under the water line.



After using the DUMP function, two pack valves are selected OFF to:

* limit P.

* prevent a untimely cabin inflation.

If the bleed valves are selected OFF, (also it induces the Pack valves shutting off), the venturi which

creates the vacuum to the Dump function is no more supplied.

Ditch PB must be activated at least 30 seconds before impact.

Fuel Burn-off

Consider burning off fuel prior to ditching, if the situation permits. This provides greater buoyancy and a

lower approach speed. However, do not reduce fuel to a critical amount, as ditching with engine power

available improves ability to properly control touchdown.

Passenger Cabin Preparation

Confer with cabin personnel either by interphone or by personally reporting to the flight deck to assure

passenger cabin preparations for ditching are complete.

Ditching Final

Transmit final position, extend flaps to 30, which will provide the best lift/drag ratio under ditching

conditions for two and one engine conditions. Advise the cabin crew of imminent touchdown two minutes

before impact and call BRACE, BRACE, BRACE 30 seconds before touchdown. Maintain airspeed at

VREF. Maintain 200 to 300 fpm rate of descent. It may be necessary to use rapid control inputs to profile

the surface of the water during round out to prevent the aircraft from skipping and becoming airborne at a

high angle of attack at low airspeed. Plan to touch down on the windward side and parallel to the waves or

swells, if possible. Watch for flat spots in the water and try to touch down so the round out is into the flat

spot. To accomplish the flare and touchdown, rotate smoothly to normal touchdown attitude(pitch attitude

of 9nose up). Maintain airspeed and rate of descent with power.



Ditching checklist (QRH):

Initiate Evacuation

After touchdown, aircraft assumes a slight tail low attitude. After the aircraft has come to rest, proceed to

assigned ditching stations and evacuate as soon as possible, assuring all passengers are out of the

aircraft. Avoid drifting into or under parts of the aircraft. Remain clear of fuel-saturated water



1.2.4. Evacuation

If the evacuation is planned and time permits, a thorough briefing and preparation of the crew and

passengers improve the chances of a successful evacuation. Flight deck preparations should include a

review of pertinent QRH checklists and any other actions to be accomplished.

Notify cabin crew of possible adverse conditions at the affected exits. The availability of various exits may

differ for each situation. Crewmembers must make the decision as to which exits are usable for the

circumstances.

For unplanned evacuations, the captain needs to analyze the situation carefully before initiating an

evacuation order. Quick actions in a calm and methodical manner improve the chances of a successful

evacuation.

The aircraft must be completely stopped before initiating a passenger evacuation. Notify the cabin crew of

possible adverse conditions at affected exits. Notify ATC of the nature of the emergency, location, and

request emergency equipment. Availability of various exits may differ for each situation. Cabin

crewmembers on the scene must make the decision as to which exits are usable for the prevailing

circumstances. Quick actions in a calm and methodical manner assure a successful passenger evacuation.

For detail procedure refers to QRH EMER EVACUATION.

Method of Evacuation

When there is a need to evacuate passengers and crew, the captain has to choose between commanding

an emergency evacuation using stairs, or other means. All available sources of information should be used

to determine the safest course of action including reports from the cabin crew, other airplanes, and air

traffic control. The captain must then determine the best means of evacuation by carefully considering all

factors. These include, but are not limited to:

the urgency of the situation including the possibility of significant injury or loss of life if a significant

delay occurs

the type of threat to the airplane, to include structural damage, fire, reported bomb on board, etc.

the possibility of fire spreading rapidly from spilled fuel or other flammable materials

the extent of damage to the airplane

If there is a need to deplane passengers, but circumstances are not urgent and the captain determines that

the EMER EVACUATION QRH checklist is not needed, the normal shutdown procedure should be

completed before deplaning the passengers.

Passenger evacuation procedures

Once the crew member has decided the evacuation is necessary .Refer to QRH EMER EVACUATION

procedure. Carry out EMER EVACUATION procedure only.



Discharging Fire Bottles during an Evacuation

The QRH ENG 1 (2) FIRE OR SEVERE MECHANICAL DAMAGE ON GROUND specifies discharge of the

engine fire bottles if an engine fire warning is illuminated. However, evacuation situations can present

possibilities regarding the potential for fire that are beyond the scope of the QRH and may not activate an

engine fire warning. The crew should consider the following when deciding whether to discharge one or

more fire bottles into the engines.

If an engine fire warning light is not illuminated, but a fire indication exists or a fire is reported in or near an

engine, discharge both available fire bottles into the affected engine.

The discharged halon agent is designed to extinguish a fire and has very little or no fire prevention

capability in the engine nacelles. Halon dissipates quickly into the atmosphere

There is no reason to discharge the engine fire bottles for evacuations not involving fire indications

existing or reported in or near an engine or cargo fire, security or bomb threat, etc.



1.3. FIRE AND SMOKE

1.3.1. General

Fire is one of the most dangerous emergency situations aircrew may face. Smoke and toxic fumes may

rapidly develop. Immediate action is essential if firefighting is to be successful.

Smoke or fire within the aircraft can quickly develop into a serious and life-threatening situation. Smoke

can be carried into the fuselage via the air conditioning and pressurization system, or it can be generated

within the aircraft by overheated or burning electrical equipment or wiring. It can also result from

combustion within the FWD/AFT cargo compartment, the cabin and the lavatory and galley areas.

Of immediate importance upon detection of any smoke in the cockpit, is PROTECTION of the flight crew

and passenger. The appropriate smoke/fire procedures can then be carried out and the aircraft descended

to a safe altitude for protection of the passengers.

Basic Chemistry of a Fire

Fire (Combustion) occurs only in the presence of 3 factors

Heat - Any materials will burn only at or above a certain temperature.

Oxygen - The amount of oxygen present must be sufficient to support combustion.

Fuel - A combustible material must be available as "fodder" to feed the fire. Depending on their state (solid,

liquid or gaseous) and temperature, different materials will burn with varying intensity.

The intensity of the fire will vary with the temperature of its fuel and the amount of oxygen present. The

longer a fire burn, the more the temperature increases. Therefore it is vitally important to begin fighting a

fire as soon as possible.

Without all 3 factors present, combustion will stop. Therefore, the continued removal of at least one of

these 3 factors is required to extinguish a fire.

Type of fire according to their fuel

Electrical fires:

Most likely in cockpit, galley, and toilet areas. They develop a characteristic acrid smell and make a

crackling noise.

Fabric / Paper fires:

Most likely in the cabin or waste bins in the toilet and galley. Likely causes are negligent handling of

cigarettes, cigarette or pipe ash, matches or leaking cigarette lighters.

Aircraft furnishings such as upholstery, carpets, curtains, seats, head rests and blankets are treated to

become flame retardant. However, once ignited, toxic smoke will be generated during combustion.

Grease / Fat / Oil Fires:

Most likely occur in galley areas.

Plastics fires:

A number of plastics used in aircraft furnishings tend to melt and become liquid before igniting. Once

ignited, they produce dense smoke and toxic gases during combustion. Also likely be encountered with

cargo fire.

Chemical fires:

A wide variety of ignition-and burning characteristics is possible. Chemicals in liquid or powder form may



be liable to explode. Associated with cargo fires.

Definitions

For the purpose of communications, an attempt is made to classify fires according to their size.

Small FireProduces small flames, a moderate amount of heat, and / or is fueled by a moderately

combustible material (cardboard, paper, wood, fabric). A person is still able to get within fire fighting range

without the use of protective clothing. The fire does not appear to escalate at a rapid pace. Flames and

heat do not reach other flammable materials or aircraft parts (sidewall, ceiling).

Large FireRapidly burning flames, intense heat development. The fire is fueled by highly combustible

materials (paint, plastics, oil, grease, chemicals). A person can get within fire fighting range only by

wearing protective clothing. The fire appears to be escalating. Flames and heat reach other flammable

materials or aircraft parts.

Uncontrollable fireDue to intense heat development and the large spread of the fire, it is impossible to get

within firefighting range. The fire is escalating rapidly. Aircraft side-wall or ceiling panels are on fire.

International Classification of Fires

Class AFires involving flammable solid materials, such as paper, seat cushions, cloth, etc.

*Fire-fighting agentWater, Halon

Class BFires involving flammable liquids, such as oil, alcohol, gasoline, kerosene.

*Fire-fighting agentHalon

Class CFires involving electrical or energized electrical components, such as coffee makers, ovens,

wiring.


Class DFires involving metals, such as magnesium, aluminum, alloys.


1.3.2. Fire Prevention

Continuous awareness of potential fire hazards and good housekeeping will greatly reduce the risk of fire

on board.

A. Aircraft on the ground

Smoking or any open flame is not allowed inside or outside in the vicinity of an aircraft at all times.

B. Aircraft in flight

Passenger Cabin

- Cabin crewmembers shall patrol each cabin section.

- Smoking is prohibited. .

- Newspapers, blankets and other combustible articles shall not be allowed to accumulate on the floor

below passengers seats.



Lavatory

- Smoking is prohibited.

- No additional items may be stowed in the under-basin compartment.

- Check each toilet.

- Disposal bin flap must remain closed.

- Any loose items must be picked up and disposed of.

Galleys

- Before switching on an oven, check its contents. Galleys shall not be left unattended, while any heating

device is switched on.

- If a circuit breaker trips it may only be reset once. If it trips again, the PIC must be informed.

- Ovens shall not be overloaded and any spillage shall be wiped up.

- Plastic bags shall not be used for disposal of hot or burning materials.

1.3.3. Fire Fighting Techniques

In our effort to combat and control the fire there several factors that needs to be considered.

1. To effectively extinguish the fire, we must understand the nature of the fire that we are confronted with.

Therefore we must establish

a. The Source/ Cause of fire i.e. electrical wiring, oil, grease, chemical or simply paper or clothing

material.

b. The Type of fire extinguisher to use i.e. H2O for ordinary fire like paper and clothing. Halon for other

types like electrical, chemical.

c. The Location of the fire i.e. cabin fire, lavatory or galley fire. Just as the chemical process of a fire

extinguisher is to displace or reduce the amount of oxygen in the area where fire is, so must we try

to confine the area of fire to restrict the presence of oxygen thus prevent the fire from spreading

further.

2. To prevent further damage brought about by the fire, we must ensure the safety of the following

Fire fighter(s) and crew

Fire fighter(s) must be properly equipped i.e. Smoke hoods, Crash axe and sufficient number of fire

extinguishers as may be necessary. The fire fighter(s) must immediately relay the information to the

rest of the crew including most especially the flight crew who all have their respective duties and

responsibilities in case of fire in the cabin.

The aircraft

Certain electrical power sources may be cut off to isolate the source of fire.

A door(s) may be opened to allow smoke removal (refer to QRH).

Depending on certain circumstances, conditions and the assessment by the PIC and crew, the flight

may eventually have to proceed to the nearest suitable airport.

This decision making process of the flight crew in this situation will greatly depend in the

completeness and reliability of information passed on by the cabin crew.



1.3.4. Cabin Fire Fighting Procedure

Based on the above factors, following are the specific procedures,

Source/ Cause

Type of fire

extinguisher

Location of the fire

Fire Fighting(s)

actions & Crew

coordination

- Identify the likely source/ cause of the fire.

Possible causes are

Electrical, grease, oil, paper, melting plastic etc.

* In case of electrical fire, turn off the switches. Ask the cockpit to cut off the

electrical power supply.

-Prepare a more than the required number of extinguishers as reserves.

-Use the proper extinguisher. (Halon or H2O fire extinguisher)

-Clear the area surrounding the fire of combustible materials.

-Remove all oxygen bottles from the vicinity of the fire.

-Open any cabinets/ doors only when ready to discharge extinguishing agent into

them.

-When a big fire starts in the lavatory, follow lavatory fire fighting procedure.

-Be aware the heat needs time to dissipate, and standby to make sure the fire does

not re-ignite.

-Keep monitoring, until landing, the location of the fire and its surrounding area for

possible recurrence.

-Upon discovery of the fire, immediately call for help, get the proper fire

extinguisher and control the fire.

-Two fire fighters should take turns in controlling the fire to provide a continuous

flow of agent until the fire is extinguished.

-Use a SMOKE HOOD and HEAT RESISTANT GLOVES as necessary.

-CP shall act as communicator between cabin and flight deck, other cabin crew

stations and the firefighting crew.

-The following information should be reported to the PIC and CP immediately

-The location of the fire

-The present intensity (controllable or uncontrollable).

-The possible cause/ source of the fire.

-The condition of the cabin with regards to the presence of smoke.

-The condition of the passengers.

-Check the cabin and monitor the area regularly.

-Inform the PIC of the results of the cabin check.

-Cabin Crew (Class Leader) CP PIC.



Passengers &

Crew

-Two cabin crewmembers shall supervise passengers in the cabin section adjacent

to the fire, and ensure the passengers remain seated.

-Passengers seated in the proximity of the fire should be reseated away to any

available seat. However, when the fire is under control, for weight and balance

purposes it is recommended that if possible the passengers should return to their

original seats.

-Avoid passenger panic and confusion.

Everything is under control. Please be seated.

We are extinguishing it now.

Please put your head down.

Please put a handkerchief on your nose and mouth.

-Whenever necessary to expedite fire-fighting operations, cabin crew may enlist

able-bodied passengers to assist on a voluntary basis. Passengers should only

accomplish tasks which do not bear any significant risk of bodily injury. Priority

should be given to non-operating crew or Company staffs.

-The cabin crew to establish the number of injured persons, the nature of

injuries-Page for qualified medical assistance from among the passengers.

NOTE All Cabin Crewmembers to coordinate and facilitate the implementation

of the above mentioned procedures and Chief Purser to render progress and

status report to the PIC.

1.3.5. Lavatory Fire Fighting Procedure

Smoke Detection

If smoke is detected, before opening the lavatory door.

Feel lavatory door and door knob to assess the intensity of the fire.

The amount of heat on the door or doorknob would give one the idea of the intensity of the fire.

Feel the door

Intense lavatory fire - If the door is hot

Do not enter, keep the door closed.

Use the crash axe to chop a small hole on the upper part of the door just big enough to push the fire

extinguisher nozzle through.

Insert Halon fire extinguisher nozzle into the hole and discharge the entire extinguisher. Use 2

extinguishers, then allow the agent to take effect.

Repeat this procedure as required.

To prevent air from getting to the fire and to prevent smoke from escaping, plug the hole and the gaps

between the door and the frame with wet blankets or towels.

After the heat intensity has lowered and the smoke is no longer present, enter the lavatory as per not

intense lavatory fire procedure, listed below.



NOT Intense lavatory fire - If the door is not hot

Don the smoke hood. Carefully open the door and locate the fire.

Enter the lavatory with Halon fire extinguisher, heat resistant gloves and crash axe.

Close the door behind you.

Locate sources of fire and immediately discharge a burst of extinguishing agent at the base of it.

If the source of the fire is in the waste container, open the disposal flap, discharge a short burst into

the container, then close the flap again. Repeat until the fire is extinguished. Douse the smoldering

material with liquid as appropriate.

If smoke is emerging from behind any access panel, quickly open panel, discharge a short burst of

again into it, then close the panel again. Repeat this procedure until the fire is extinguished.

The lavatory waste bin is equipped with an automatic fire extinguisher that contains 120g of chemical

product Bromotrifluoromethane (Halon 1301 - CF3 Br)

Lavatory waste bin automatic fire extinguisher

If there is a fire in the waste bin, the fire extinguisher operates automatically.

When the temperature reaches approximately 78C (174F) the plug installed in the end of the discharge

tubes melts and lets the agent flow into the waste bin.

IMPORTANT: Due to the difficulty to access the lavatory automatic fire extinguisher, the daily check is

normally done by engineering.

The cabin crew could be asked to perform the pre-flight check as well (checking that the plugs on the

extinguisher nozzles are still in place).

In all cases cabin crew must always check that the waste bin flap cover is properly closed.



1.3.6. Galley Fire Fighting Procedure

Should the door of any burning or smoking compartment or oven have been opened, close it.

Trip the Galley Power Switch and / or request the flight deck to remove galley power.

Identify the likely cause of fire (grease or electrical).

Prepare extinguishers and equipment (crash axe).

Don smoke hood and gloves, as necessary.

In the event of an oven fire, close the oven door and wait a few minutes. Thereafter, open the oven

door slightly, quickly discharge a burst of extinguishing agent into it and close it again. Repeat this

procedure as necessary until the fire is confirmed extinguished.

Clear the area surrounding the fire of any combustible material.

Open any cabinets only when ready to discharge extinguishing agent into it.

Be aware that heat needs time to dissipate, and standby if the fire should re-ignite.

Punch holes into the back of cabinets in order to extinguish fires behind them as necessary.

1.3.7. FWD SMK / AFT SMK Fighting Procedure

The SMOKE warning light will remain illuminated as long as smoke is present in baggage compartment.

Continuously awareness of potential fire hazards and housekeeping will greatly reduce the risk of fire on

board.

If source of fire or smoke cannot be identified, flight crew must follow QRH and Have flight attendant

investigate cause of smoke and proceed with in flight fire/smoke procedures If a pilot is required to fight the

fire, protective breathing equipment must be donned prior to exiting the flight compartment. Smoke and

toxic fumes may rapidly develop. Immediate action is essential if firefighting is to be successful.

Electrical fire/smoke most likely in cockpit, galley and toilet area. They develop a characteristic acrid

smell and make a cracking noise.

Fabric paper fire / smoke most likely in the cabin or in waste bins in toilet and galley. Likely cause

negligent handing of cigarettes, cigarette or pipe ash, matches or leaking cigarette light.

Aircraft furnishings such as upholstery, curtains, seats, head rests. And blankets are treated to

become flame retardant. However, once ignited, toxic smoke will be generated during combustion.

Grease/fat/oil fire/smoke most likely to occur in galley areas.

Plastics fire/smoke a number of plastics use in aircraft furnishing tend to melt and become liquid

Before igniting. Once ignited, they produce dense smoke and toxic gas during combustion.

Chemical fire/smoke a wide variety of ignition and burning characteristics is possible. Chemicals in

liquid or powder from may be exploded.



If the walls or door are hot

Keep the door closed.

Seal any space at the base of the closet door with blankets or heavy clothing.

Use a crash axe to punch a small hole on the upper part of the door just big enough to allow entry of

the fire extinguisher nozzle.

Discharge fire extinguishing agent, preferably Halon Fire Extinguisher into the hole and release the

entire contents of the extinguisher.

Monitor the closet to determine if the fire remains out.

If needed, discharge remaining extinguishers into the same hole to build up and maintain a high

concentration of extinguishing agent.

If the walls or door are not hot

Carefully open the door and locate the fire. Discharge the hand held fire extinguisher onto the fire.

Carefully check if flames have been extinguished and thoroughly douse the burned materials with

water.

Monitor the baggage compartment to ensure the fire remains out.

Smoke Detectors

Description and Location

The ATR72-600 lavatory has a built-in smoke detector which provides audio warning and illuminate a red

LAVATORY light on the flight attendants panel upon detection of smoke in that compartment. Build into the

lavatory waste compartment is an automatic fire suppression system that discharges an extinguisher into

the waste container when overheat of a pre-determined amount is reached. There is no cockpit indication

or control over the lavatory smoke detector or the automatic fire extinguishing system.

If smoke is detected in any area, the system provides Continuous Repetitive Chime (CRC) warning and

visual indications on the alerting window of the central instrument panel in the flight crew compartment.

The pilots can silence the aural indications by pressing the Master Caution button, however the visual

warnings will only extinguish when smoke is no longer detected in the

Four smoke detectors are located on board the aeroplane:

One in the FWD cargo compartment ceiling

(For detection in the FWD cargo compartment)

One under the FWD cargo compartment floor - not visible to the crew

(For detection in the electric/electronic systems)

One in the AFT cargo compartment ceiling

(For detection in the AFT cargo compartment)

One in the AFT cargo compartment ceiling panel - not visible to the crew

(For detection in the lavatory)



Flight crew compartment smoke alerting window ATR 600

FWD CARGO COMPARTMENT SMOKE DETECTORS

If smoke is detected in the forward cargo compartment or electric/electronic bay, the system gives CRC

and visual warning to the flight crew members only.

AFT CARGO COMPARTMENT AND LAVATORY SMOKE DETECTORS

If smoke is detected in the AFT cargo compartment or the lavatory, the system gives CRC and visual

warning to the flight crew members and visual warning only on the FAP to the cabin crew members.

The affected area light will illuminate STEADY red on the FAP

Aft cargo smoke detector light on FAP Lavatory smoke detector light on FAP



AFT CARGO COMPARTMENT EXTINGUISHER CONNECTOR

The aft cargo area of the aeroplane being difficult to access, an extinguisher connector located near the

FAP has been installed. By discharging the halon extinguisher completely through this connector, the

halon gas flows from the two diffusers, located in the ceiling of the AFT cargo compartment.

Aft cargo compartment extinguisher connector

Aft cargo compartment extinguisher diffuser

The warning light on the FAP will only extinguish when smoke is no longer detected in the area.

AFT cargo compartment smoke detector



Lavatory smoke detector duct

The whole system can be tested from the flight crew compartment only.

As part of the pre-flight checks, the cabin crew will visually inspect:

The AFT cargo compartment smoke detector

The lavatory smoke detector duct (Duct leading to the smoke detector)

1.3.8. FWD SMK COMMENTS

Ensure crew communication is established. Avoid the use of interphone position to minimize

interference from oxygen mask breathing noise. Check oxygen mask at 100%.

Cargo ventilation without cabin or cockpit contamination is ensure by:

Selecting AVIONICS VENT EXHAUST mode OVBD

Shuting off the recirculation fans

Selecting HIGH the PACK AIR FLOW

Isolating the cockpit panels ventilation by selecting EXTRAC AIR FLOW to CLOSED.

Cabin crew is in charge to locate and kill source of smoke with extinguisher.

Cabin crew used the portable oxygen bottle with the full face mask on 100% position with full pressure.

A fire extinguisher (3kg-7Lbs) is available at the left front Locker.

When P < 1 psi, OVBD VALVE is selected full open and avionics VENT NORM in order to recover

air evacuation capability through the extract fan without any pressurization problem.

If the cause for smoke development cannot be readily identified and removed, the aircraft shall divert

and land at the nearest suitable airport.

Cabin crew shall ensure that all passengers remain seated.

Instruct passengers to get down to the floor, as the air near the cabin floor is coolest and will remain

breathable the longest.



1.3.9. AFT SMK COMMENTS

The cabin crew is in charge to locate and kill the source of smoke, if possible, using the portable f ire

extinguisher located in the cabin. Before entering the aft cargo area, the cabin attendant must wear an

oxygen mask. To leave the aft cargo door open may induce some cabin contamination therefore it must be

avoided.

1.3.10. ELECTRICAL SMOKE COMMENTS

Avionics compartment ventilation without cabin contamination is ensured by :

- selecting AVIONICS VENT EXHAUST mode OVBD

- shutting off the recirculation fans

- selecting the PACK AIR FLOW HIGH

Auto isolation is prepared on the main electrical system by opening the BTC.

Suspected equipment may be shut off contingently by pulling out associated circuit breaker.

When P < 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT EXHAUST mode NORM

in order to recover air evacuation capability through the EXTRACT FAN without any pressurization

problem.



1.3.11. AIR COND SMOKE COMMENTS

Ensure crew communication is established. Avoid the use of interphone position to minimize interference

from oxygen mask breathing noise. Check oxygen mask at 100%.

Recirculation fans are switched off to limit cabin contamination.



1.4. TURBULENCE

1.4.1. General

In-flight turbulence can be caused by many factors. In severe cases structural damage to the aircraft or

physical injury to the passengers may occur.

Cloud formations may indicate turbulent areas and the pilot should take evasive action. These cloud

formations are observed on the weather radar.

Turbulence may also occur in clear air. Clear air turbulence can be extremely dangerous, as there are no

warning indications. CAT has caused aircraft to be considerably damaged.

While the pilots take necessary actions in the cockpit which include illuminating the cabin signs, the cabin

crew should secure any loose equipment check passenger seat belts are fastened and if possible return to

their assigned seats and fasten their seat belts. Sometimes no warning is possible and cabin

crewmembers should be seated in the nearest available seat when moderate or severe turbulence occurs.

1.4.2. Turbulent Air Procedure For anticipated and unanticipated turbulence

a. When the seat belt sign is turned on in flight, the following actions must be taken

The Captain or Chief Purser must make a P.A. to explain the condition and instruct the passengers to

ensure seat belts are fastened securely.

Cabin crew should check that all passenger seat belts are fastened and baggage is secured.

Ensure all unnecessary items in the galley are stowed.

Monitor and ensure passengers remain seated with seat belts fastened.

b. If the Captain or Chief Purser makes a PA stating cabin crew be seated, the cabin crew should

Immediately return to their station or take the nearest available passenger seat and fasten seat

belt/shoulder harness.

Continue to monitor and ensure passengers remain seated with seat belts fastened

c. Once clear of turbulence, the PIC should inform the cabin crew that they may resume their normal

duties.



1.5. LOSS OF CABIN PRESSURIZATION (RAPID DECOMPRESSION)

1.5.1. General

A decompression is said to have occurred when the pressure inside the cabin is reduced to the equivalent

pressure that would normally exist at 10,000' or higher. This loss of pressure can be very rapid, or it may

occur relatively slow. Decompression is defined as being "explosive" if the pressure loss occurs in less

than 3 seconds.

The construction of present-day aircraft ensures that decompression due to a structural failure is most

unlikely. The causes of recent decompressions include, damage due to a bomb explosion, shattering of a

window, failure of a door seal, failure of the cabin pressurization system.

No two decompressions are likely to be the same, but the following factors will influence the degree of

severity.

The pressure differential between the cabin altitude and the flight level.

The internal volume of the pressure cabin.

The size of the opening through which the pressure is being lost.

1.5.2. Physical Indication of a Decompression

The physical indications that the cabin pressurization has been lost are:

Noise

If the loss of pressurization is due to a structural failure there will be a loud explosive type noise initially (as

with a burst balloon). The subsequent noise level will be high. If the loss of pressurization is due to a failure

of the pressurization system the noise level will remain the same.

Fog

If there is a direct opening between the cabin and the outside air a fog will often result. The density could

range from a light mist to a dense impenetrable fog. The factors that can affect the density are:

Rate of decompression.

Amount of pressure lost.

Humidity of the cabin.

The drop in temperature experienced.

The amount of dust that is drawn up from the floor.

Temperature

If the size of the aperture through which the pressure was lost is extensive there will be a drop in cabin

temperature i.e. should a cabin window be lost the drop in temperature will be approximately 8C.

Flying objects

When there is an opening from the cabin, the air flowing through it will often induce small objects that are

lying loose in the cabin, to be sucked out of the opening. These objects could include such things as books,

blankets, coats etc. Oxygen masks in the immediate vicinity could be drawn towards the aperture. If the

opening should be extensive quite large objects could be sucked towards it.



Propagation of sound

The ability for sound to travel through the atmosphere is directly proportional to the prevailing pressure. As

half of the atmospheric pressure is lost every 18,000', it must be appreciated that aural communication will

be increasingly less effective as the cabin pressure is reduced.

1.5.3. EXCESS CAB ALT procedures

Warning Devices

When cabin altitude increases to above 10,000ft, the illumination of the MW lights flashing red on the

glareshield and EXCESS CAB ALT Alert red message on EWD and reverse video ALT flashing on air cabin

SD page.

Check first for pressurization system fault. If systems fault, apply appropriate procedure. If no abnormal

indication, start descent.

1.5.4. AUTO PRESS FAULT procedures

Air auto press amber light on EWD

MC light flashing amber

FAULT amber light on MAN pushbutton

AUTO PRESS displayed amber on the cabin SD page



1.5.5. EXCESS CAB P Differential pressure exceeded 6.35 PSI.

MW light flashing red EXCESS CAB P red message on EWD.

The P valve is displayed white on red background on the cabin SD page

DIFF PRESS local IND exceeds 6.6PSI

1.5.6. Emergency Descent

This section addresses basic techniques and procedures for an emergency descent. Some routes over

mountainous terrain require careful airline planning to include carrying additional oxygen, special

procedures, higher initial level off altitudes, and emergency routes in the event a depressurization is

experienced. These requirements are normally addressed in an approved company manual or other

document that addresses route specific depressurization procedures (Fleet Notice).

This maneuver is designed to bring the aircraft down smoothly to a safe altitude, in the minimum time, with

the least possible passenger discomfort.

NOTE: Use of the autopilot is recommended.

QRH 1.11

A rapid depressurization of the cabin can be caused by a hole in the aircraft structure. The hole could be

caused by the loss of a door, window, or a failure of the primary structure or skin.



COMMENTS

Oxygen may be used with N/100% rocker in N position if air in the cabin is not contaminated.

Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight controls with care

and reduce speed as appropriate.

Landing gear may be extended in order to increase rate of descent.

Notify ATC of the nature of the emergency encountered and state intentions. In the event ATC cannot be

contacted, selected code 7700 or transmit the distress message on one of the following frequencies (VHF)

121.5 MHz or (HF) 8364 KHz. Only VHF1 is available on battery.

CL are selected 100%OVRD to increase drag and consequently to increase the rate of descent.

Perform the procedure deliberately and methodically. Do not be distracted from flying the aircraft. If icing

conditions are entered, use anti-ice \ de-ice and SET FLAP 15.

NOTE: Rapid descents are normally made with the landing gear up.

The PM checks the lowest safe altitude, notifies ATC, and obtains an altimeter setting (QNH) if

applicable (such as Radar contact environment). Both pilots should verify that all memory items have been

accomplished and callout any items not completed. The PM calls out 1,000 feet above the level off

altitude.

Once established on descent and memory items completed, perform checklist accordingly. If only one pilot

on seat inside the cockpit, the checklist will be performed after level off.

Level off at the lowest safe altitude or 10,000 feet, whichever is higher. Lowest safe altitude is the Minimum

Enroute Altitude (MEA), Minimum off Route Altitude (MORA), or any other altitude based on terrain

clearance, navigation aid reception, or other appropriate criteria.

If severe turbulent air is encountered or expected, reduce to turbulent air penetration speed.

Crew Coordination

Both crewmembers should be familiar with all the memory items; however certain items are normally

performed by CM1 or CM2 as indicated in the following table. If one of the crewmembers is

temporarily absent from the cockpit or incapacitated when depressurization occurs, the remaining

crewmember is expected to complete all of the memory items and perform the emergency descent.

NOTE: Upon recognition of the decompression, all flight deck crewmembers will don oxygen mask and

verify regulator in N/100%.



Emergency Descent due to loss of pressurization (Cabin Altitude above 10,000ft)

Flight events

CM1 CM2 DISPLAY

DECOMPRESSI

ON SUSPECT AND CABIN ALTITUDE

UNABLE TO CONTROL

ANNOUNCE I HAVE CONTROL

ORDER EMERGENCY DESCENT

NOTE: Autopilot remains engaged

EWD

ACCORDING TO

FLIGHT EVENT OR MASTER WARNING

DO

O2 MASKS.......................................WEAR* GOOGLES (IF NECESSARY).....WEAR

CREW COMMUNICATION.........ESTABLISH

ALTITUDE......SET10,000FT/MORA/MEA

FGCP: IAS.............................................SET

HDG SEL................................................SET

HDG TURN BY UP TO 45........................SET

ACCORDING TO FLIGHT CONDITIONS: PLs..........................................................FI

CLs.................................. . . .. . .100% OVRD

LNDING AND WINGS LIGHTS.ON

REQUEST

EMERGENCY DESCENT C/L

DO

SPEED.............................................ADJUST

According to potential structural damage.

Set MAN speed on ICP and select required

speed.

HEADING.........................................ADJUST

According to flight path (AWY, ATC)

PAANNOUNCE WHEN TIME PERMITTED

EMERGENCY DESCENT

Inform cabin crew by PA

DO

O2 MASKS.......................................WEAR* GOOGLES (IF NECESSARY)......WEAR

CREW COMMUNICATION.............ESTABLISH

O2 PAX SUPPLY...............................SET ON

SEAT BELTS............................................ON

XPDR...................................................7700

BROADCAST ON VHF1

MAYDAY, MAYDAY, MAYDAY, (CALL SIGN), EMERGENCY DESCENT

DO

MORA /MEA......................................CHECK

ANNOUNCE AND READ EMERGENCY DESCENT C/L

Refer to ECL/QRH 1.08

EMERGENCY DESCENT C/L COMPLETED

AIR

FMA

EWD

PFD

PFD

*NOTE: Breathing 100% oxygen for a long period may cause understanding alterations, set oxygen mask to normal in absence of smoke. AT 10,000FT Remove O2 mask each by each:

DO OXYGEN MASK................................REMOVE

OXYGEN HATCH...............................CLOSE

OXYGEN TEST P/B........................DEPRESS Enables normal headset use.

Remove O2 mask each by each: DO

O2 MASK.......................................REMOVE

OXYGEN HATCH...............................CLOSE

OXYGEN TEST P/B........................DEPRESS

Enables normal headset use.

WHEN

CHECKLIST COMPLETED

ANNOUNCE ON PA CABIN CREW SERVICE CHECK

DO ASSESMENT; DECISION; INFORMATION

DO

ASSESMENT; DECISION; INFORMATION

EWD

SD

PFD

MCDU



1.5.7. Passenger Oxygen System

The system is gaseous and consists of a main high-pressure cylinder located in the flight crew

compartment, behind the Captains seat.

This oxygen cylinder supplies the flight crew members through Quick Donning Masks and the passengers

through individual masks.

The oxygen cylinder is of a variable capacity according to the ATR aeroplane type and the oxygen system

capability allows supplying the passengers with a continuous diluted flow for duration of 30 min.

The cabin crew members use a portable unit (Bottle stowed under each cabin crew seat) when in need for

oxygen

When the cabin altitude reached 10.000 ft, a red visual light and an aural warning will come on in the flight

crew compartment.

There is no cabin mask drop out system. When oxygen is needed, the flight crew members will activate the

flow of oxygen manually by pressing the PAX SUPPLY push button.

Oxygen supply control panel

ATR 600:

The supply is for 25% of passengers (UNI Air equipped with 19 units)

The oxygen is distributed to modules installed between the passenger service unit, every second row.

Each module contains 1 oxygen mask.

The oxygen module is opened with a MRT (Manual Release Tool).

The flow of oxygen is started at each module by pulling on the mask (pin coming out and flow indicator

green) and can be interrupted individually at each module by replacing the pin, or collectively from the flight

crew compartment by turning the PAX SUPPLY off.

Oxygen supply from flight crew compartment to cabin modules ATR 600



ATR 600 MRT in oxygen module ATR 600 oxygen module opened

ATR 600 oxygen mask

IMPORTANT:

The ATR aeroplane is flying at a maximum ceiling altitude of 25000 ft, at which the average Time of Useful

Consciousness is 2 minutes for an active person and 3 minutes for a passive one.

In case of rapid decompression the initial cabin crew action should be to sit down, secure themselves and

get on oxygen using their respective portable bottles and masks.

An emergency descent will be initiated by the flight crew.

When the emergency descent has been completed and a safe altitude has been reached, the flight crew

should activate the flow of oxygen for the cabin and notify the cabin crew members that it is safe to walk

around the aeroplane.

Cabin crew members should remain on oxygen (This is to prevent any symptoms of hypoxia during the

cabin walk around) and assist where necessary.

The standard supply of oxygen 25% of passengers on ATR 600 series is sufficient for cabin crew to

distribute only to those passengers that could be in need of oxygen at that time.

1.5.8. Subsequent Actions

After the aircraft have descended to a safe altitude, the PIC will info cabin crewmembers the emergency

descent was completed. Cabin crewmembers will commence the following actions:

The Chief Purser is to report to the PIC of the cabin situation.

Check the condition of the passengers.

Assist and administer first aid to those who are injured / incapacitated.



1.6. EMERGENCY EQUIPMENT

1.6.1. Flight Crew Compartment



1.6.2. Emergency Equipment Diagram

AED



1.6.3. Emergency Equipment Checklist

ITEM DESCRIPTION QTY LOCATION REMARK

1 QUICK DONNING

OXYGEN MASKS

3 (1)LH CAPTAIN SIDE STORAGE

(1)RH FIRST OFFICIER STORAGE

(1)ABOVE OBS SEAT

2 SMOKE GOGGLE 3 (1)LH CAPTAIN SIDE STORAGE

(1)RH FIRST OFFICIER SIDE STORAGE

(1)ABOVE OBS SEAT

3 CRASH AXE 1 COCKPIT RH ELECTRONIC RACK WALL

4 PROTECTIVE

GLOVES

1 COCKPIT LH ELECTRONIC RACK WALL

5 OXYGEN MANUAL

RELEASE KEYS

(MRT)

4 (2)UNDER FWD C/A SEAT STORAGE

(2)UNDER AFT C/A SEAT STORAGE

6 LIFE VEST CREW 5 (3)COCKPIT

(1)UNDER FWD C/A SEAT STORAGE


7 LIFE VEST PAX 70 UNDER EACH PAX SEAT

8 LIFE VEST INFANT 8 20 AC OVERHEAD BIN

9 PBE 4 (1)UNDER CAPTAIN SEAT AFT SIDE

(1)SAFETY BOX ABOVE FRONT C/A SEAT

(1)RH AFT DOGHOUSE

(1)LH AFT DOGHOUSE

10 FIRE EXTINGUISHER

HALON

3 (1)COCKPIT RH ELECTRONIC RACK

WALL

(1)RH AFT DOGHOUSE (1)LH AFT

DOGHOUSE

11 FIRE EXTINGUISHER

WATER

1 SAFETY BOX ABOVE FRONT C/A SEAT

12 PORTABLE OXYGEN

BOTTLE OXYGEN

MASK

2 (1)UNDER FWD C/A SEAT STORAGE


13 FLASHLIGHT 4 (2)COCKPIT

(1)ABOVE FWD C/A SEAT (1)ABOVE AFT

C/A SEAT

14 MEGAPHONE

POWER,HANDHELD

1 RH AFT DOGHOUSE



ITEM DESCRIPTION QTY LOCATION REMARK

15 PROTABLE

EMERGENCY

LOCATOR

TRANSMITTER

1 20AC OVERHEAD BIN

16 DEMO KIT: DEMO

LIFE VEST DEMO O2

MASK DEMO SEAT

BELT

1 20AC OVERHEAD BIN

17 SEAT BELT(SPARE) 5 20AC OVERHEAD BIN

18 EXTENSION SEAT

BELTS BAG FOR

CBBG USE ONLY

12 20AC OVERHEAD BIN

19 FIRST AID KIT 2 (1)SAFETY BOX ABOVE FRONT C/A SEAT

(1)LH AFT DOGHOUSE

20 UNIVERSAL

PRECAUTION

KIT(U.P.K)

1 20AC OVERHEAD BIN

21 AED 1 (1)ABOVE FWD C/A SEAT



1.6.4. Halon Extinguisher

The HALON fire extinguisher acts by removing the oxygen element from the fire triangle. It is most

effective on class B or C fires, however it can also be used on class A fires (refer to chapter 9.3.1.

Classes of fire)

NOTE: It is highly recommended to use a PBE (Portable Breathing Equipment) when fighting a fire. Smoke

from fire and gas from the fire extinguisher may cause irritation of the eyes and respiratory organs.

DESCRIPTION:

The HALON extinguisher is a red cylinder containing Bromo chloro di fluoro methane gas (liquefied gas),

also known by the trade name Halon 1211, or BCF, or Freon 12B1.

The extinguisher is composed of the following elements:

One pressure gauge

One carrying handle

One trigger

One diffuser

One safety pin

One safety seal (Plastic)

Halon extinguisher



ACTIVATION:

1. Pull the pin, the seal will break automatically

2. Aim low, pointing the extinguisher at the base of the fire

3. Squeeze handle and trigger together

4. Sweep from side to side

Note: The fire extinguisher should be held in an upright position.

The extinguisher lasts about 7 seconds.

Pull the pin Squeeze handle and trigger together Sweep from

and aim at base of fire side to side

PRE-FLIGHT CHECK:

Availability and correct location as per the emergency equipment diagram

The pressure gauge needle is in the green zone

The safety pin is in place

The safety seal is intact



1.6.5. Water Extinguisher

The portable water fire extinguisher Walter KIDDE acts by removing the heat element from the fire triangle.

It is to be used on class A fires only.

DESCRIPTION:

The Walter Kidde extinguisher is a grey cylinder containing 2 liters of water mixed with an anti-icing

additive.

It is composed of the following elements:

One carrying handle with a CO2 cartridge

One trigger

One diffuser

One safety wire

ACTIVATION:

Turn the handle clockwise (the wire will break automatically) until the CO2 cartridge is punctured

Press the trigger

Aim at the base of fire

The extinguisher lasts about 30 to 40 seconds.



1.6.6. Portable Oxygen Bottle

ATR is equipped with portable oxygen bottles for the sudden illness and hypoxic passengers.

Portable oxygen bottles (Scott Type 5500) are available on board for first aid purposes, and to satisfy cabin

crew members oxygen needs when walking around the cabin to perform the required duties during slow

decompression or post rapid or explosive decompression.

DESCRIPTION:

The portable oxygen bottle is a green cylinder containing 120 liters of oxygen and composed of the

following elements.

One pressure gauge

One ON/OFF tap valve

Two fitting outlets:

HI outlet provides 4 liters per minute for maximum duration of 30 minutes

LOW outlet provides 2 liters per minute for maximum duration of 60 minutes

One carrying strap

One recharge valve

Two overpressure ports

Portable oxygen bottle Scott type 5500



Portable oxygen bottle location

There is 1 portable oxygen bottle under each cabin crew seat.

ACTIVATION:

1. Connect the sterile mask to the appropriate fitting (if required)

2. Fully turn on the ON/OFF tap valve anticlockwise

3. Ensure the oxygen is flowing into the mask

NOTE: The oxygen will only flow when both conditions are met - Mask connected + bottle tap valve

opened.

The cabin crew member should follow certain precautions while administering oxygen to a passenger:

The captain and the senior cabin crew must be informed

No smoking in the aeroplane

The passenger is not left alone

Remove any grease from the passengers face

A minimum of 500 PSI should be left into the bottle



1.6.7. Emergency Locator Transmitter (ELT)

A fixed Emergency Locator Transmitter (ELT ADT 406 AF) is located above the rear cabin crew station, in

the ceiling area.

Portable Emergency Locator Transmitter refer to C.C.O.M. 7.02 p19.

DESCRIPTION:

The fixed ELT has the possibility to transmit on 3 frequencies. (406 MHz*, 243 MHz and 121.5MHz)

ELT ADT 406 AF (Automatic Fixed)

ACTIVATION:

The fixed ELT will activate automatically (On impact) on condition that the switch in the flight crew

compartment is on AUTO position.

PRE-FLIGHT CHECK:

The pre-flight check is done from the flight crew compartment. The pilots will test the good operation of the

ELT by pressing the X-MIT ALERT test button located on the EMER LOC XMRT overhead panel.

X MIT ALERT test, flight crew compartment overhead panel



1.6.8. Portable Emergency Locator Transmitter (ELT)

NOTE: The stand-alone portable Emergency Locator Transmitter (ADT 406-S) supplied by ELTA is an

option provided by ATR.

If on board, the ELT will be located in the passenger cabin and stowed in a flight bag or mounted on a wall

bracket.

Portable ELT ADT 406 S (Survival) Flight bag and wall mounting bracket

DESCRIPTION:

The ELT is orange in color and counts:

A beacon transmitter

A whip antenna

A water sensor / identification module

An ON/OFF/ARMED toggle switch

A test push button

An indicator light

An aural indicator

A floatation help device (Black foam)

A 6 metres long lanyard

ACTIVATION:

This ELT can be triggered manually on land or automatically on water. The ELT can transmit distress

signals on 3 frequencies:

406 MHz (Satellite*)

243 MHz (Military)

121.5 MHz (Civilian)

The typical transmission duration is 60 hours from - 20 C to + 55 C



OPERATION ON LAND:

Erect the antenna

Place the toggle switch on the ON position

2 beep sounds will confirm that the ELT has been switched on correctly, then the transmitter will

automatically operate a self-test with visual and audio sound for 20 seconds

The ELT will start emitting the distress signal after another 30 seconds

Operation will be confirmed when a regular on/off visual and audio signal appears every 0.5 seconds

The ELT should be placed in a high elevation area

OPERATION ON WATER:

Attach the ELT to the flotation device (if any on board)

Check that the toggle switch is on ARMED position

The water sensor / identification module will automatically activate the ELT

After 30 seconds (No self-test) a regular audio and visual indicator every 0.5 seconds will confirm the

normal operation of the ELT.

The ELT has a float free capability.



1.6.9. Flight Crew Compartment Exit

One plug type hatch located in the flight crew compartment roof is provided as an emergency exit for the

flight crew. Steps are provided for hatch access and one escape rope is stored in a compartment on the

corridor RHS.

Escape hatch location

FLIGHT CREW COMPARTMENT HATCH OPENING FROM INSIDE:

1. Pull and disconnect drain hose

2. Disconnect the electric plug

3. Grab the assist handle in order to secure the hatch

4. Unlock the hatch with the hatch operating handle

5. Pull the hatch; it will fall inside the flight crew compartment

6. Clear the hatch away from the escape route

7. Remove the escape rope stowage cover

8. Throw the escape rope right of outside



Note: In an emergency, ignore step 1

FLIGHT CREW COMPARTMENT HATCH OPENING FROM OUTSIDE:

1. Press on the flap cover

2. Grasp the lever and pull

3. The hatch will fall inside the flight crew compartment

Escape hatch outside view

ESCAPE ROPE:

The 5.3 m (17.38 feet) escape rope is stored under the hatch on the electric rack (Right hand side).

The rope and its bracket can support a load of 450 Kg (992.08 pounds) and is equipped with grip / thrust

washers to avoid free fall.



1.6.10. Protective Breathing Equipment (PBE)

The PBE, Puritan-Bennett BE Aerospace PN 119003, ensures protection of the eyes and respiratory

system against heat, smoke and/or noxious gases.

The device supplies 15 minutes of oxygen and enables crew members being protected when performing

relevant safety duties in case of smoke or fire.

DESCRIPTION:

The PBE is a device that completely encloses the head of the wearer and seals around the neck with an

elastic membrane. The unit is vacuum sealed in a bag and installed in a protective stowage box within the

aeroplane cabin.

The PBE can be worn with spectacles (eyeglasses).

PBE stowage box PBE deployed

The PBE is composed of the following elements:

A large clear visor

An oronasal mask

A speaking diaphragm

Activation and adjustment straps

A neck seal

A chlorate candle

A KO2 canister (Potassium Superoxide)

PBE description



The hood encloses the head of the wearer and is sealed to the wearer by the neck seal.

When the wearer breathes through the oronasal mask, the exhaled breath is routed through the KO2

canister. The KO2 canister removes water vapor and CO2 and adds oxygen before the gas is returned to

the interior of the hood for inhalation.

ACTIVATION:

Open the stowage box

Remove the sealed bag containing the PBE hood from the stowage box

Remove the PBE hood from the vacuum-sealed bag

Shake the hood to loosen compressed material

Slide both hands into the neck seal and don the PBE hood

Pull the straps forward to start the chlorate candle

Pull the straps rearward to adjust the oronasal mask against the face

(If wearing any, adjust eyeglasses over the oronasal mask)

Adjust hood material below the neck seal

PBE activation



During the donning sequence, the chlorate candle is activated when the adjustment straps are pulled

forward. The oxygen generated by the chlorate candle will inflate the hood, providing adequate initial

breathing volume and accomplishing some purging of the hood with excess gas generation.

If the chlorate cartridge fails to activate, the hood is still usable. The wearer will have to stick fingers into

the neck seal to allow a large lung inhalation and exhale strongly into the oronasal mask in order to

activate the system.

The speaking diaphragm allows communication while wearing the PBE.

IMPORTANT - HANDLING PRECAUTIONS AFTER USE:

Following use, after a sufficient cooling period, the expended PBE should be isolated in an airtight

container for disposal.

At the completion of the flight, the expended PBE must be delivered to maintenance for authorized

disposal.

Expended PBE hood contains un-reacted oxidizing material and strong alkali materials. The PBE is

intended for single use only and there are no reusable or repairable components.

NOTE: An ATR option consists in installing one supplementary Protective Breathing Equipment, in the

flight crew compartment, behind the Captains seat.

PRE-FLIGHT CHECK:


Stowage box seal not damaged.



1.6.11. Flashlight

The flashlights are used only in case of emergency (poor visibility due to darkness or smoke)

DESCRIPTION:

The basic flashlight on board ATR counts:

One body with batteries

One bulb

One on/off push button switch

ACTIVATION:

Remove the flashlight from its location and switch it on.

PRE-FLIGHT CHECK:


Activate the on/off push button switch to ensure the good operation of the lamp

6.12. Mega Phone

All ATR 72 aeroplanes are equipped with 1 megaphone.

DESCRIPTION:

Power is supplied by 8 AA type batteries. At least 4 hours of megaphone use should be expected from one

set of batteries.

ACTIVATION:

Secure the megaphone around your neck using the carrying strap

Press and hold the push to talk switch, and speak in the mouthpiece

The megaphone can be used in case of PA inoperative or to give direction to passengers inside and

outside the aeroplane in case of an emergency.

The megaphone should not be used near any ears as the amplified sound can cause damage to the inner

ear.

ON /OFF

push button



1.6.12. Crash Axe

The crash axe is used to cut or break through light structure, panels and windows (The blade shaped end

is used for cutting and the sharp end for piercing or breaking).

It has an insulated handle resistant to high voltage up to 2000 Volts

Crash Axe

The crash axe is kept in the flight crew compartment behind the first officers seat.

The pre-flight check is the flight crew responsibility.

1.6.13. Protective Gloves

The protective gloves are kept in the flight crew compartment. The gloves are for use of crew member to

grasp hot metal or burning parts.

Protective gloves

The protective gloves are kept in the flight crew compartment behind the captains seat.

The pre-flight check is the flight crew responsibility.



1.6.14. Adult Life Jacket

The life-jacket is installed under the passenger seat in a sealed pouch. Relevant placards are installed on

the back-side of the seats and on forward bulkheads.

Life jacket under seat location Life jacket pouch

DESCRIPTION:

The life jacket is Aerazur C 10 adult model, made of a single yellow chamber. This life jacket can be

adapted on children.

Aerazur Life jacket

ACTIVATION:

Remove the life jacket from its pouch and unfold it

Pass the life jacket over the head

Pass the strap around the waist, fasten the buckle and pull the straps tightly to secure

The life jacket can be inflated automatically by pulling down sharply the inflation red tab (Puncture in

the CO2 cartridge) ; or orally by blowing into the tube on the chamber

Pull on the battery rubber tab for water to activate the battery and light

The oral inflation system can also be used to release gas by pressing the valve at the tube ends.



The life jacket can be adjusted on a child with minimum weigh of 15.8 kilograms (35 pounds). Indeed, the

life jacket will have to be inflated and the strap passed between the childs legs before buckle in up. This

will avoid the jacket slipping over the childs head.

Aerazur life jacket on adult Aerazur life jacket on child

(Strap between legs) (Strap around waist)

PRE-FLIGHT CHECK:




1.6.15. Emergency Exit

All emergency exits are operable from inside and outside of the cabin. ATR 72 standard aeroplanes are

equipped with:

1 flight crew compartment hatch

2 type IIIemergency exits located at the front of the aeroplane

2 type Idoor located at the rear of the aeroplane (cabin doors)

Note: The cargo door is not considered an emergency exit

Standard ATR 72 doors/exits top view



1.6.16. Type III Cabin Emergency Exit

NOTE: The Type III emergency exit is used for emergency only.

Forward emergency exit outside view Forward emergency exit inside view

Forward Emergency Exit Operation

1. Using both hands, grab the exit control handle and assist handle

2. Pull the control handle to release the door

3. Pull the emergency exit inward

4. Throw the exit outside the aeroplane

NOTE: To open the emergency exit from outside, push on the flap cover and the unit will fall into the cabin.

Forward emergency exit operation



1.6.17. Type I Entry Doors

The entry door is an outward opening, non-plug type door with a net opening of 72 cm (28.5) wide (without

handrail) and 1.75 m (68.8) high.

The mechanism is essentially composed of two handles, a lifting cam and locking shoot bolts placed on

the real part of the door.

Attached to the integrated stair structure is a folding hand-rail which, by means of a link to the fuselage

structure automatically erects when the door is opened.

Entrance door opened, outside view



Entrance door closed, inside view

Entrance Door Normal Mode Operation

Opening from outside:

1. Pull the door control handle/lever downward, the door locking indicator turns stripy red and white.

2. Restrain the door falling outward and downward.

Entrance door closed, outside view Entrance door control handle/lever opened



Closing From Outside:

1. Lift the door and bring it upward against the fuselage.

2. Push the door control handle/lever upward to lock the door.

3. Check the green locking indicator to ensure correct locking of the door.

Entrance door control handle/lever closed

Opening From Inside:

1. Put the safety pin in place.

2. Lift the door control handle upward.

3. Push the door outward.

4. Restrain the door outward movement with the handrail on the LHS of the door.

Closing From Inside:

1. Pull the door upward using the handrail on the LHS of the door.

2. Push the door control handle downward until the door is completely locked.

3. Check the 3 green locking indicators to ensure correct locking of the door.

4. Remove the safety pin from the handrail RHS and stow it in the appropriate stowage.

NOTE: On ATR 600 it is crucial on all flights to remove the pin after closing the door; if the pin is not

removed and the door is opened in an emergency situation, the handrail will not fall to a lower position and

the evacuation will be slowed down.

Entrance Door Emergency Mode Operation

There is no difference in opening the entrance door in emergency mode, as long as the safety pin has

been removed from the handrail and placed in its in flight location.

1. Lift the door control handle upward

2. Push the door outward

3. The handrail will lower automatically

Entrance door with adjustable handrail down (Emergency mode)



Type I Service Door

The type I service door is located at the rear RH side of the aeroplane. The service door is an outward

opening, non-plug type door with a net opening of 69 cm (27) wide and 1.27 m (50) high.

Open position is forward. Door operation can be performed manually from inside or outside of the airplane

Service door inside view

NOTE: A safety pin is available and can be inserted (from inside only) next to the door handle in order to

block it. With the pin inserted, the service door cannot be opened from outside.

The pin must be used on ground only and must be removed before flights, so that the door can be opened

more rapidly in case of emergency.



Type I Service Door Normal Mode Operation:

Opening From Outside:

1. Rotate the door operating handle forward

2. Open the door and rotate it forward

3. The door will lock automatically against the fuselage

When the door is opened, it releases out a fuselage hook in order for the door handle to engage into the

hook.

Service door outside view Fuselage hook holding door handle

Closing From Outside:

1. Push the gust lock button or

2. Bring the door backward and into the door frame

3. Rotate the door operating handle rearward

4. Check the green locking indicator, to ensure correct locking of the door

Gust Lock push button ATR 600

NOTE: The door vent located on top of the service door (And visible from outside) prevents the fuselage

pressurization to an unsafe level.

Opening From Inside:

Remove the safety pin if inserted

1. Secure yourself by holding the door frame securing handle

2. Pull the door control handle towards self to allow rotation movement

3. Rotate the door control handle forward to unlock the door

4. Push the door outward

5. To lock the door against the fuselage, engage the door operating handle

(Outside part) into the fuselage hook


Date: 01 Apr 2015 STS-WI-016 Appendix Revision: 03-1 Page :

05 TPM_APP1_Emergency Response.pdf

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Transcript of 05 TPM_APP1_Emergency Response.pdf