ATR 42-500 - Pakistan International...
Transcript of ATR 42-500 - Pakistan International...
Doc# FOD/NASP(ATR)/01
ATR 42-500
SPECIAL OPERATIONS
NORTHERN AREAS
ISSUED BY
TECHNICAL DIVISION FLIGHT OPERATIONS DEPARTMENT
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ATR-42 SPECIAL OPERATIONS
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APPROVAL
STEP NAME &
DESIGNATION SIGNATURE DATE
Prepared by
Capt. Vaqas Javed TRE/SFE
Capt. Qasim Qadir TRE/SFE
Reviewed by
Capt. Nabeel Javed Dy. Chief Pilot ATR
Capt. Irtiza Ali TRI/SFI
Vetted by Capt. Masood Opel
CP Technical
Approved by
Capt. Uzair Khan T.ST
Director Flt. Ops/CoFO
PCAA Approval #
Effective Date
______________________ SIGNATURE & STAMP OF APPROVING AUTHORITY
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TABLE OF CONTENTS
SERIAL # CHAPTERS
00 APPROVAL
01 GENERAL
02 GILGIT
03 CHITRAL
04 SKARDU
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1. QUALIFICATIONS/REQUIREMENTS
Requirements for the cockpit crew to operate in the Northern
areas will be as per Chapter “Route and Airport Qualification” of
Operations Manual Part D.
1.1 NORTHERN AREA OPERATION ATR 42-500
In this write up Northern Area Operations refer to ATR aircraft
operations to Gilgit, Chitral and Skardu. The general operating
conditions are as follows:
a) Northern Area Operations are strictly VFR operations,
However IFR Departures/Arrivals are allowed from
Islamabad/Peshawar in case VFR Departures/Arrivals are not
possible from Islamabad/Peshawar. Operations shall be
carried out in a manner that the Aircraft is in VMC before the
high terrain area starts at KAGLO (KAGHAN).
b) Approach stabilization criteria given in OM part A 9.0.6 and
Chief Pilot Safety letter FLT OPS/SAFETY/10/Fri Sep 2018
does not apply for the Northern Areas. However Pilots are
advised to be very careful during approach and landing in
Northern areas. They should STRICTLY be on profile and with
the appropriate speed as prescribed in this write up.
c) An effort should be made to be at the desired cruise level
before KAGLO (KAGHAN) for Gilgit/Sakardu and position
TANED for Chitral for all Northern area flights. However in
summers due to reduced performance at times this might not
be possible. Pilots can continue if they have positive visual
contact with the terrain.
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d) Pilots should be very vigilant of the military traffic in the
Northern areas as communication is difficult and at times
helicopters are getting airborne from remote areas where there
is no radio communication. The position reported by the
military traffic is also unknown to the pilots. Pilots should try to
have vertical separation from the choppers if no visual contact.
The ETA given by other aircraft at times may not be accurate.
Pilots should try to ask the other traffic what altimeter setting
they are maintaining.
e) In case of pressurization failure over high terrain descend
gradually with positive visual contact with the terrain as the
terrain is very high and high rate of descent may result CFIT.
f) In case the approach valley is reported blocked, it is the
captain’s discretion to assess weather using all the resources
including the satellite picture and then decide whether to
attempt or not.
g) It is a good idea to call the tower and seek weather
observation from the ATC Controller if the PIC deems
necessary. The telephone numbers are available with
Dispatch.
h) Cumulus cloud development encountered in the northern
areas in summers is likely to intensify during the course of the
day and tops may rise very quickly. Stratified clouds in winters
are likely to settle down lower on the mountain tops and the
valley.
i) While flying to northern area airfields extensive haze in the
plain area is likely to get better as the aircraft approaches
KASMA (HARIPUR)
j) During Monsoons the moisture laden currents generally
penetrate till KAGLO (KAGHAN). Clear weather can be
expected beyond KAGLO (KAGHAN).
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k) In summers the temperatures in the Northern Areas rise
rapidly. Captains should be careful in calculations of the
Approach Climb weights and the TOGW for the subsequent
departures from these fields.
l) It is recommended that whenever the Local QNH is higher
than standard maintain standard 1013 as long as possible till
transition level for better terrain clearance. Keeping in mind
other traffic. If the QNH is lower than standard set QNH as
soon as descent is initiated.
1.2 NIGHT TIME LIMITATIONS
Any time a situation arises where night time limitation becomes a
question for operations into northern areas following guide lines
have to kept in mind.
a) Sunset time in valley is much earlier than in the plains.
b) Landing back in case of a critical emergency like engine
failure/Pressurization failure/ fire or any such emergency which
requires land back ASAP should be kept in mind. Latest time
for departure should be calculated as follows:
Airborne time + Time to CP + time from CP to landing (at
single engine TAS) shall be before the civil twilight (sunset
time) minus 30 minutes
c) While coming from Gilgit/Skardu at APELI (Havelian) pilots
shall change their flight plan from VFR to IFR, if sunset
limitations is affecting them. For Chitral pilots shall change the
flight plan from VFR to IFR at KASMA (Haripur)
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1.3 WEATHER REQUIREMENTS/CONSIDRATIONS.
Flights to Northern Areas will NOT depart if:
a) Visibility is less then or expected to be less than 5Km at the
time of arrival. For early morning departures the pilot should
keep in mind that the visibility increases significantly after
sunrise in the valley.
b) Cloud amount OVC at 6000 AGL or lower at Destination.
c) Rain at destination with hill tops not visible
d) For Gilgit cloud base at BUNJI should not be OVC at 8000
AGL or below.
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2 SPECIAL INFORMATION FOR GILGIT
a) As VHF contact is not available on the entire route HF radio
serviceability is mandatory. Crew is to check the HF radio
serviceability before departure in the cockpit preparations.
b) All efforts should be made to acquire BUNJI, CHILAS and
ASTOR weathers before departure, as this would help the PIC
to make a better decision. In case these weathers are not
available the flight can depart on destination Weather.
c) Take off should be conducted with EHSI in the MAP mode with
low range selected. After getting airborne from ISB till KASMA
(HARIPUR) it is recommended that Pilots remain on route or
Radar vectors especially in IFR Departures till they reach
Margalla hills to avoid all the prohibited and restricted areas.
Restricted prohibited areas include Presidency, Diplomatic
Enclave and Sector E-9.
d) Before reaching KAGLO (KAGHAN) while going to Gligit
Cruise parameters should be calculated. Similarly Cruise
parameters should be computed before AKTIX (BABUSAR)
while departing from Gilgit for Islamabad this will help in timely
decision in case a diversion is required.
e) Weather permitting direct route should be flown at FL 175/185
minimum levels for direct route are FL155/165 and for valley
route FL 125/135.
f) Except for Takeoff and Landing ridge clearance of 2000 feet
should be maintained. Aircraft should be flown in the center of
the valley keeping the river in view at all times. However in
case of reciprocal traffic this can be modified in coordination
with traffic on 123.4 MHZ or HF
g) Once released by Cherat Approach No 2 VHF should be set
on common Northern area frequency 123.4 MHZ. Blind calls
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should be transmitted on this frequency at reporting points
preceded by the phrase “All Northern Area Traffic” Message
should include the Flight No., departure/destination, present
position Flight Level maintaining and the ETA of next Enroute
waypoints. No 1 VHF should be selected to 121.5 Guard
Frequency.
h) Tarbela Dam is a prohibited area and starts from 4NM North
West of KASMA (HARIPUR) it is centered 5NM around the
Dam.
i) Any time the pilots want to divert from valley route to normal
route or vice versa minimum height for diversion will be FL185
j) Critical points
ISB to GIL Direct route AKTIX (BABUSAR)
ISB to GIL Valley route BOPRA (SAZIN)
GIL to ISB Direct route AKTIX (BABUSAR)
GIL to ISB ValleyBOPRA (SAZIN)
k) Chilas runway runway should only be used in extreme
emergencies, Chilas runway information is as follows. This
runway is unfit for any type of aircraft landing.
Direction 10/28 Bitumen Surface. Surface Conditions are
not known
Length 5500x50 feet shoulder of 50ft on both sides
Elevation 3700 ft. AMSL
After emergency landing at Chilas contact the Commanding
Officer of Pakistan Army or the Political Agent who will
arrange the required logistics. The PIC must make an effort
to inform Chief Pilot North or Situation room ASAP.
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2.1 DESCEND & CLIMB AT GILGIT
All descends and climbs to and from GILGIT should be strictly
VFR. Descend using only the terrain information on the EFIS is
not allowed. In case of turbulence 180 Knots should be
maintained. Pilots should expect wind change and turbulence
abeam Astor Valley due to the anabatic and katabatic wind
phenomenon. Winds shall be constantaly monitored after
entering the Glight Valley, to anticipate any wind shift/shear
during approach.
2.2 LANDING AT GILGIT
Both runways are fit for landing. Runway 25 shall normally be
used for landing if wind permits. If the tail wind component for
R/W 25 is more than 15 Kts R/W 07 shall be used for landing.
Captains are to use extreme caution and sense the wind
gradient which is invariably present on the approaches. To avoid
wear and tear on the brakes do not plan to clear on taxi track “C”
or earlier
a) LANDING ON RWY 25
Reduce to white bug plus 10 knots so as to be in landing
configuration at the broken bridge i.e. VAPP speed landing
Flaps. Before landing checklist should be complete before
the final turn. The final turn should be 5300 to 5400 (500 to
600 ft. AGL)
b) LANDING ON RWY 07
Left hand circuit is to be flown at approximately 800 feet AGL
i.e. 5600 feet indicated with gear down, Flaps 25, VMHB 25
and landing checklist complete except flaps 35. The
downwind for R/W 07 is not exactly parallel to the runway but
is drifting to the right. Once abeam the mosque (Imamia
Jamia Masjid) take flaps 35 and initiate a turn with 30
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degrees bank and reduce to VAPP if required select CLs to
100% override. Stay visual throughout. Adjust bank to align
with the runway as soon as the runway comes in sight.
Descend when clear of the ridge, adjust power as the aircraft
gets on the profile.
c) GO AROUND FROM RWY 25
In case of Go Around a normal Go Around procedure is
applied speed VMHB 25 and maintain approximately 800 feet
AGL, 5600 feet indicated. Drift to the right of the valley. On
downwind lower the gears and follow the procedure for
landing at RWY 07 13.12.1. If wind does not permit landing
at RWY 07 maintain flaps 25, VMHB 25 (just to reduce the
radius of turn) keep the gears up and make a left turn come
over the runway and climb to 1000 feet AGL (Go Around
acceleration height) retract flaps to 15 speed white bug plus
10. Come over the broken bridge call left base RWY 25 in
landing configuration. In case the pilot becomes asymmetric
during Go Around execute normal Go Around except take
acceleration altitude as 800 feet AGL 5600 feet indicated
maintain VMHB 25 drift to the right of the valley and execute a
left turn from abeam the mosque and an asymmetric landing
is to be made on RWY 07
d) GO AROUND FROM RWY 07
In case of a Go Around from RWY 07 with an intention to
landback, normal Go Around procedure is applied except
maintain Flaps 15 with gear retracted, acceleration height
will be 800 feet AGL (indicated altitude 5600 feet),come over
the broken bridge if landing on RWY 25 is possible call left
base RWY 25 in landing configuration, if required to land on
RWY 07 follow procedure as mentioned in para 2.2.2.
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2.3 TAKE OFF
Only RWY 07 will be used for takeoff. If the tailwind component
is more than15 Kts departure will be delayed until the wind is
reduced to takeoff limits. After takeoff at acceleration altitude
accelerate to white bug plus 10 till 12500 feet. Then resume
normal climb speed.
Should the aircraft becomes single engine after takeoff
from RWY 07 acceleration altitude will be 800 feet, normal
engine failure at takeoff procedure is to be followed. Climb
in the center of the valley till sufficient altitude is gained to
turn back as you climb higher the valley becomes wider
and it is easier to turn 180 degrees, white bug plus 10
should be maintained to reduce the radius of turn. Once
sufficient altitude is gained drift to one side of the valley to
gain space and then turn back to execute a single engine
landing at Gilgit.
Note: For information, a comfortable turn back is possible at
OSHIKHANDASSH/ JALALABAD if not than at BUNGI.
2.4 PRESSURIZATION FAILURE ISB-GIL/KDU and GIL/KDU- ISB Once O2 mask are donned, before AKTIX (BABUSAR), turn
towards KAGLO (KAGHAN) maintaining visual contact with the
terrain and descend to an altitude which gives adequate terrain
clearance in Kaghan valley or Kunhar valley depending upon the
position. Execute a shallow descend as the average terrain in
the area is quite high. While maintaining visual in Kuhnar Valley
reduce speed to white bug plus 10 before Naran as the valley is
very narrow and the turn becomes very sharp.
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Departing from GIL if pressurization failure occurs before AKTIX
(BABUSAR) turn into Chilas valley towards BUNJI, enter into a
gradual descend to 10000 feet and land at Gilgit.
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3. CHITRAL
Since VHF contact is available almost throughout the flight HF
serviceability is not mandatory
3.1 WEATHER CONSIDERATIONS
In addition to the weather consideration given in 1.3 additional
considerations have to be made at Chitral. Weather of Dir,
Lowari, and Drosh should be obtained before departure.
However if the weather is not available decision should be
based on destination weather. During Approach and landings
expect wind shear near Governor House till touch down.
If Lowari is blocked due weather no attempt should be
made to clear the ridge from the western side as the
Afghanistan Border is very close to the west.
Try to get the latest weather of Chitral before Lowari if
unable get the latest weather of Chitral on VHF. Assess
the valley before commencing descent.
Critical point for both Engine/Pressurization failures is
Lowari Pass.
3.2 CHECK HEIGHTS
Overhead DURKA (Darosh) 11000-9500
First Pimple Hill 10000-9500 feet speed
Abeam Kalash valley extend flaps 15 reduce speed to
white bug plus 10. Complete approach check list.
Cross second Pimple hill at 7000-6500 feet, select
gears down and flaps to 25.
Cross Governor House at 5400 feet extend flaps 35,
cross threshold at VAPP aim to touch down in the first
1000 feet of the runway.
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3.3 GO AROUND RWY 02
EXTREME CARE SHOULD BE TAKEN TO AVOID ANY GO
AROUND BELOW 500 FEET AGL. In case Go Around
becomes unavoidable execute a normal go around at
acceleration 1000 ft. AGL maintain flaps 25, VMHB 25, drift to
the right side of the valley climbing throughout. Come close to
the mountains on the right side of the valley at 6500 indicated
initiate a left climbing turn maintaining VMHB 25 in a 30 degree
bank. Make a 180 degree turn and level off at 7500 feet. Once
accelerated to white bug plus 10 select flaps 15. Abeam
Kalash make 180 degree turn with white bug plus 10 and
make another attempt at Chitral if conditions permit.
3.4 ENGINE FAILURE AT TAKEOFF
In case of engine failure after takeoff from RWY 20 climb in the
center of the valley till sufficient altitude is gained to turn back
as you climb higher the valley becomes wider and it is easier
to turn 180 degrees, drift to one edge of the valley before
executing the turn, white bug plus 10 should be maintained to
reduce the radius of turn. Once sufficient altitude is gained turn
back to execute a single engine landing at Chitral.
3.5 PRESSURIZATION FAILURE
Critical point is Lowari Pass in case of pressurization failure
turn back before Lowari towards PEW initiate a gradual
descent to 10000 feet maintaining positive visual contact. If
towards the north of Lowari initiate a gradual descent to 10000
feet maintaining positive visual contact and land at Chitral.
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4. SKARDU
4.1 TAKE OFF
Both sides of the RWY 32 and RWY 14 can be used for takeoff
normally RWY 32 should be used for takeoff.
4.2 LANDING
Both runways can be used for landing, normally RWY 14 is
used which provides a straight in approach for landing. Crew
must exercise caution while carrying out approach for RWY 32
to cater for high grounds and trees on the final approach.
Minimum Flight levels should be 12500/13500 in the valley
crossing ZULU bend configure for landing with flaps 35 and
VAPP and height not less than 11500 feet for straight in landing
at RWY 14. In case flying at higher levels than 12500 feet join
right downwind for RWY 32 descending to circuit altitude 1500
ft. AGL. . Extreme caution is to be exercised as wind gradient
is invariably present on the approaches and the speed should
be adjusted accordingly
4.3 LANDING RWY 14
Come overhead at circuit altitude and join left downwind for
RWY 14
4.4 TAKE OFF RWY 32
In case of using RWY 32 ensure to enter the valley at 12000
ft. or higher. If unable then consider climbing overhead and
then set course.
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4.5 PRESSURIZATION FAILURE
Once O2 mask are donned, before AKTIX (BABUSAR), turn
towards KAGLO (KAGHAN) maintaining visual contact with
the terrain and descend to an altitude which gives adequate
terrain clearance in Kaghan valley or Kunhar valley depending
upon the position. Execute a shallow descend as the average
terrain in the area is quite high. While maintaining visual in
Kuhnar Valley reduce speed to white bug plus 10 before
Naran as the valley is very narrow and the turn becomes very
sharp.
Departing from GIL if pressurization failure occurs before
AKTIX (BABUSAR) turn into Chilas valley towards BUNJI,
enter into a gradual descend to 10000 feet and land at Gilgit.
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GILGIT
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CHITRAL