ATR 42 - Cabin Crew Operating Manual

CABIN CREW OPERATING MANUAL
C.C.O.M.

AVIONS DE TRANSPORT REGIONAL
1, Allee Pierre Nadot
31712 BLAGNAC Cedex
France

0.00 CONTENTS

0.01 LIST OF TEMPORARY REVISIONS (L.T.R)

0.02 REASON OF TEMPORARY REVISIONS (R.T.R)

0.03 SHIPPING NOTE TEMPORARY PAGES (S.N.T.P)

0.04 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P)

0.05 LIST OF NORMAL REVISIONS (L.N.R)

0.06 REASON OF THE REVISIONS (R.N.R)

0.07 SHIPPING NOTE NORMAL PAGES (S.N.N.P)

0.08 LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P)

0.09 ORGANISATION OF THE MANUAL

0.10 LIST OF FIGURES

0.11 LIST OF TABLES

0.12 STANDARD NOMENCLATURE

C.C.O.M

PRELIMINARY PAGES

CONTENTS
0.00

P 1

JAN 12

NTR

DATE IN DESTROYED POSITION REMARKS

C.C.O.M

L.T.R.

LIST OF TEMPORARY REVISIONS
0.01

P 1

JAN 12

DATE

REASON FOR REVISIONS CHAPTER INVOLVED

C.C.O.M

R.T.R.

REASON OF TEMPORARY REVISIONS
0.02

P 1

JAN 12

C.C.O.M

S.N.T.P.

SHIPPING NOTE TEMPORARY PAGES
0.03

P 1

JAN 12

You must hold in your manual the following pages:

ISSUE

PART CHAPTER PAGE VALIDITY DATE

C.C.O.M

L.E.T.P.

LIST OF EFFECTIVE TEMPORARY PAGES
0.04

P 1

JAN 12

C.C.O.M

L.N.R.

LIST OF NORMAL REVISIONS
0.05

P 1

JAN 12

NREV

EDITION DATE INSERTION DATE NAME
01

JAN 12
TOTAL 1
st
EDITION

DATE

REASON OF REVISIONS CHAPTER INVOLVED
JAN 12 Total 1
st
Edition, and in particular:
- New CMS on ATR 600

- Correction on options offered on
oxygen system
- ALL
- 1.09; 3.06 ; 4.01 ; 4.02 ;
4.04 ; 4.06 ; 5.01 ; 5.02 ;
50.3 ; 9.02; 10.03
- 4.05

C.C.O.M

R.N.R.

REASON OF NORMAL REVISIONS
0.06

P 1

JAN 12

C.C.O.M

S.N.N.P.

SHIPPING NOTE NORMAL PAGES
0.07

P 1

JAN 12

You must hold in your manual the following pages:
Initial edition

Preliminary 0.00 Contents
0.01 List of temporary revisions
0.02 Reason of temporary revisions
0.03 Shipping note temporary pages
0.04 List of effective temporary pages
0.05 List of normal revisions
0.06 Reason of the revisions
0.07 Shipping note normal pages
0.08 List of effective normal pages

0.09 Organization of the manual

0.10 List of figures

0.11 List of tables
0.12 Standard nomenclature
1
1
1
1
1
1
1
1
1
2
3
4
5
1
2
1
2
3
4
5
6
1
1
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
Aeroplane
general

1.00 Contents
1.01 Introduction
1.02 Range of operation
1.03 Performance
1.04 Dimensions

1.05 Doors and exits / Unpressurized areas
1.06 Location of cargo/baggage
compartments
1.07 Danger areas
1.08 Hotel mode
1.09 Power

1.10 Flight controls
1.11 Ice contamination
1
1
1
1
1
2
1
1
1
1
1
1
2
1
1
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

C.C.O.M

L.E.N.P.

LIST OF EFFECTIVE NORMAL PAGES
0.08

P 1

JAN 12
C.C.O.M

L.E.N.P.

0.08

JAN 12

Flight crew
compartment

2.00 Contents
2.01 General location

2.02 Flight crew seats
2.03 Observer seat

2.04 Flight crew compartment door

1
1
2
1
1
2
1
2
3
4
5
6
7
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
Cabin
familiarisation
3.00 Contents
3.01 Configuration and lay out

3.02 Passenger service units
3.03 Galley

3.04 Lavatory

3.05 Cabin crew seats

3.06 Flight Attendant Panel

3.07 Tail prop ATR 72

1
1
2
3
4
5
1
1
2
1
2
3
1
2
3
4
1
2
3
4
5
1

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

C.C.O.M

L.E.N.P.

0.08

P 2

JAN 12

Aeroplane
systems

4.00 Contents
4.01 Air conditioning system/Temperature
control

4.02 Smoke warning system

4.03 Lavatory automatic fire extinguisher
4.04 Emergency lighting system

4.05 Oxygen system

4.06 Inflight entertainment system

1
1
2
3
1
2
3
1
1
2
1
2
3
4
5
6
7
1
2
3
4
5
6
7
8
9
10
11
12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

Communication

5.00 Contents
5.01 Cabin signs
5.02 Interphone and public address system

5.03 Passengers calls

5.04 Pilot communication hatch

1
1
1
2
3
4
5
6
7
8
9
10
1
2
1

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

C.C.O.M

L.E.N.P.

0.08

P 3

JAN 12

Doors and exits

6.00 Contents
6.01 General

6.02 Flight crew compartment exit

6.03 Cabin doors and emergency exits

1
1
2
3
1
2
1
2
3
4
5
6
7
8
9
10
11
12

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
Emergency
equipment

7.00 Contents
7.01 MMEL/MEL
7.02 Portable equipment

7.03 Fixed equipment
1
1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
1
2
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

Emergency
equipment
diagrams

8.00 Contents
8.01 Flight crew compartment
8.02 ATR 72-500/600 cabin
8.03 ATR 72-200 cabin
8.04 ATR 42-500/600 cabin
8.05 ATR 42-300 cabin

1
1
1
1
1
1

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

C.C.O.M

L.E.N.P.

0.08

P 4

JAN 12


Normal
procedures

9.00 Contents
9.01 Introduction
9.02 Cabin pre-flight checks

9.03 Phases of flight

9.04 Specific procedures

1
1
1
2
3
4
5
6
1
2
3
4
5
6
7
8
9
10
1

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

Emergency
procedures

10.00 Contents

10.01 Crew communication and
coordination
10.02 Turbulence

10.03 fire

10.04 Decompression

10.05 Flight crew incapacitation
10.06 Emergency evacuation

1
2
1
1
2
1
2
3
4
5
6
7
8
1
2
3
4
5
1
1
2
3
4
5
6
7
8
9
10
11

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

C.C.O.M

L.E.N.P.

0.08

P 5

JAN 12

C.C.O.M

L.E.N.P.

0.08

P 6

JAN 12

Emergency
procedures
(Continued)

10.06 Emergency evacuation

12
13
14
15
16
17
18
19

JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12
JAN 12

The Cabin Crew Operating Manual (CCOM) provides operating cabin crew members
with information on ATR 42-300/500/600 and 72-200/500/600 technical description,
procedures and performances characteristics. It may be used a as cabin crew
manual for training purposes and flight operations.

ATR 300 series refers to 42-300 aeroplane
ATR 200 series refers to 72-200 aeroplane
ATR 500 series refers to both 42-500 and 72-500 aeroplane
ATR 600 series refers to both 42-600 and 72-600 aeroplane

The CCOM comprises:

Manual management in chapter 0
Aeroplane general in chapter 1
Flight crew compartment in chapter 2
Cabin familiarisation in chapter 3
Aeroplane systems in chapter 4
Communication in chapter 5
Doors and exits in chapter 6
Emergency equipment in chapter 7
Emergency equipment diagrams in chapter 8
Normal procedures in chapter 9
Emergency procedures in chapter 10

For any question, comment or suggestion regarding this manual we recommend
using the following e-mail:

flight-ops-support@atr.fr
.

C.C.O.M

ORGANIZATION OF THE MANUAL
0.09

P 1

JAN 12

PAGINATION

1
C.C.O.M
2 CABIN CREW OPERATING MANUAL
3 CABIN FAMILIARISATION
4 CONFIGURATION AND LAYOUT
5 3.01
P1
6 JAN 12

1. ATR logo with manual type
2. Manual type
3. Chapter title
4. Section title
5. Chapter, section and page numbering
6. Date of page issue or revision

A page is defined by a reference: Chapter/Section/page number Ex 6.03.2 page 8

FIGURES AND TABLES REFERENCE

All figures and tables have a reference number related to the chapter, section, page
number and figure or table number in the same page. Example as follow:

F5.03_P1A Figure A, chapter 5, section 3, page 1
F5.03_P1B Figure B, chapter 5, section 3, page 1
T9.02_P4A Table A, chapter 9, section 2, page 4

IMPORTANT: Throughout the manual, information marked within a blue frame
relates to OPTIONAL equipment or systems.

C.C.O.M

ORGANIZATION OF THE MANUAL
0.09

P 2

JAN 12

CHAPTER 1: AEROPLANE GENERAL

ATR family range of operation F1.02_P1A
ATR family dimensions F1.04_P2A
ATR 42 and 72 standard doors/Exits overview F1.05_P1A
Unpressurized zones F1.05_P1B
Cargo/Baggage compartments F1.06_P1A
Propeller danger area (engines running) F1.07_P1A
Exhaust danger area (engines running) F1.07_P1B
Propeller brake location, right engine F1.08_P1A
Propeller brake control switch (Flight crew compartment overhead panel) F1.08_P1B
Ground service BUS switches on Cabin Management System (CMS) F1.09_P1A
Ground service BUS switches on Flight Attendant Panel (FAP) F1.09_P2A
Aeroplane flight controls F1.10_P1A
Anti-icing / De-icing systems F1.11_P1A

CHAPTER 2: FLIGHT CREW COMPARTMENT

Cabin to FWD cargo area door F2.01_P1A
ATR 42/72.600 flight crew compartment F2.01_P2A
Captains seat control levers F2.02_P1A
Observer seat description F2.03_P1A
Observer seat release pins location F2.03_P2A
Flight crew compartment door F2.04_P1A
Flight crew compartment door locking system ON/OFF F2.04_P2A
Flight crew compartment door control panel F2.04_P2B
Flight crew compartment door call panel F2.04_P3A
Flight crew compartment call options 2.04_P4A
Flight crew compartment door emergency removal F2.04_P6A
Flight crew compartment video surveillance system F2.04_P7A

CHAPTER 3: CABIN FAMILIARISATION

ATR aeroplane layout F3.01_P1A
Example of Armonia cabin seats F3.01_P2A
Rear facing passenger seats option F3.01_P3A
Mid cabin overhead compartment F3.01_P3B Rear cargo loading instructions and
limitations placards F3.01_P4A
Rear cargo, safety net and anti-smoke curtain F3.01_P5A
PSU and Oxygen module ATR 500/600 F3.02_P1A
PSU and Oxygen outlet ATR 200/300 F3.02_P1B
Standard galley (Right hand side) F3.03_P1A
Additional optional rear cargo compartment galley F3.03_P2A

C.C.O.M

LIST OF FIGURES
0.10

P 1

JAN 12

CHAPTER 3: CABIN FAMILIARISATION (CONTINUED)

Hot jugs / Hot jugs ON/OFF switches F3.03_P2B
Lavatory location F3.04_P1A
Lavatory F3.04_P1B
LSU F3.04_P2A
Water system servicing location F3.04_P3A
Cabin crew stations location F3.05_P1A
Rear cabin crew seat F3.05_P2A
FWD cabin crew seat ATR 72 F3.05_P3A
Cabin crew seat safety equipment F3.05_P4A
ATR 600 CMS F3.06_P1A
ATR 500 FAP F3.06_P1B
ATR 200/300 FAP F3.06_P1C
ATR 600 CMS F3.06_P2A
CMS Navigation bar F3.06_P2B
CMS lighting control ATR 600 F3.06_P4A
FAP lighting control ATR 500F3.06_P4B
2 minutes lighting locations F3.06_P5A
ATR 72 tail prop F3.07_P1A

CHAPTER 4: AEROPLANE SYSTEMS

AC packs view F4.01_P1A
Air circuit F4.01_P1B
Air conditioning pack left hand side F4.01_P2A
Air conditioning pack right hand side F4.01_P2B
Flight crew compartment overhead panel COMPT TEMP PANEL F4.01_P2C
Cabin temperature icon on CMS navigation bar F4.01_P3A
Cabin temperature display on CMS F4.01_P3B
AFT cargo compartment smoke detector F4.02_P1A
Lavatory smoke detector duct F4.02_P1B
Flight crew compartment smoke alerting window ATR 600 F4.02_P2A
Flight crew compartment smoke alerting window ATR 200/300/500 F4.02_P2B
Aft cargo smoke detector light on FAP F4.02_P2C
Lavatory smoke detector light on FAP F4.02_P2D
Smoke detector light on CMS F4.02_P3A
Aft cargo compartment extinguisher connector F4.02_P4A
Aft cargo compartment extinguisher diffuser F4.02_P4B
Lavatory waste bin automatic fire extinguisher F4.03_P1A
Lavatory waste bin flap cover F4.03_P1B
Emergency lights description F4.04_P1A
Emergency lights location F4.04_P2A
Emergency lights switch (Flight crew compartment Overhead panel) F4.04_P2B
Emergency lights activation button on FAP F4.04_P2C
Emergency lights activation button on CMS F4.04_P2D

C.C.O.M

LIST OF FIGURES
0.10

P 2

JAN 12
C.C.O.M

LIST OF FIGURES
0.10

P 2

JAN 12

CHAPTER 4: AEROPLANE SYSTEMS (CONTINUED)

Oxygen supply control (Flight crew compartment overhead panel) F4.05_P1A
Aeroplane oxygen supply F4.05_P1B
Oxygen supply from flight crew compartment to cabin outlets ATR 200/300
F4.05_P2A
ATR 200/300 oxygen outlet F4.05_P2B
ATR 200/300 oxygen mask F4.05_P2C
Oxygen supply from flight crew compartment to cabin modules ATR 500/600
F4.05_P3A
ATR 500/600 MRT in oxygen module F4.05_P3B
ATR 500/600 oxygen module opened F4.05_P3C
ATR 500/600 oxygen mask F4.05_P3D
100% Oxygen control (Flight crew compartment overhead panel) F4.05_P5A
EROS Quick Donning Mask description F4.05_P6A
EROS Quick Donning Mask location F4.05_P6B
Donning of the oxygen Quick Donning Mask F4.05_P7A

OPTIONAL IFE SYSTEM:

CMS USB sockets F4.06_P1A
CMS Initialization phase 3 F4.06_P2A
CMS initialization phase 4 F4.06_P2B
CMS navigation bar-audio command F4.06_P2C
CMS Audio page F4.06_P2D
CMS navigation bar-video command F4.06_P3A
CMS video page F4.06_P3B
CMS navigation bar-parameters command F4.06_P4A
CMS parameters video page F4.06_P4B
Video screens opened F4.06_P5A
IFE overview F4.06_P7A
PVCU F4.06_P7B
FAP, MMPU and VCCU F4.06_P8A
PVCU F4.06_P9A
Video screens location F4.06_P10A
Video screens opened F4.06_P10B
MMPU activation F4.06_P12A
VCCU commands F4.06_P12B

C.C.O.M

LIST OF FIGURES
0.10

P 3

JAN 12

CHAPTER 5: COMMUNICATION

Cabin No-smoking and Fasten seat belt signs F5.01_P1A
Lavatory return to seat sign F5.01_P1B
No-smoking and Fasten seat belts control switches (Flight crew compartment
overhead panel) F5.01_P1C
Cabin Interphone and Public Address F5.02_P1A
Flight crew compartment Interphone and Public Address system F5.02_P2A
Type 1 handset (ATR 500/600 series) F5.02_P3A
Type 2 handset (ATR200/300 series) F5.02_P3B
Flight crew call indicator ATR 600 CMS F5.02_P4A
Flight crew call indicator ATR 500 FAP F5.02_P4B
Flight crew call indicator ATR 200/300 FAP F5.02_P4C
Line indicator ATR 500/600 F5.02_P5A
Line indicator ATR 200/300 F5.02_P5B
Handset and Push To Talk button all ATR F5.02_P5C
Normal call line indicator ATR 500/600 F5.02_P6A
Normal call line indicator ATR 200/300 F5.02_P6B
Flight crew compt. normal call indicator, ATR 500/600 F5.02_P6C
Flight crew compt. normal call indicator, ATR 200/300 F5.02_P6D
Emergency call line indicator ATR 500/600 F5.02_P7A
Emergency call line indicator ATR 200/300 F5.02_P7B
Flight crew compartment Emergency call indicator, ATR 500/600 F5.02_P7C
Flight crew compartment Emergency call indicator, ATR 200/300 F5.02_P7D
Additional optional handset ATR 72 F5.02_P8A
Handset panel with additional option ATR 72 F5.02_P8B
Call identification lights with additional handset option ATR 72 F5.02_P8C
Flight crew compartment to cabin call indications, with additional option ATR 72
F5.02_P9A
Cabin to cabin call indications, with additional option ATR 72 F5.02_P9B
P.A indicator ATR 500/600 F5.02_P10A
P.A indicator ATR 200/300 F5.02_P10B
Pax cabin call CMS indicator ATR 600 F5.03_P1A
Pax cabin call FAP indicator ATR 500 F5.03_P1B
Pax cabin call FAP indicator ATR 200/300 F5.03_P2A
Lavatory call FAP/CMS indicator ATR 500/600 F5.03_P2B
Lavatory call FAP indicator ATR 200/300 F5.03_P2C
Flight crew compartment document door F5.04_P1A

CHAPTER 6: DOORS AND EXITS

Standard ATR 42 and 72 doors/exits top view F6.01_P1A
Doors and exits left hand side view F6.01_P2A
Doors and exits right hand side view F6.01_P2B
Doors control panel (Flight crew compartment) F6.01_P3A

C.C.O.M

LIST OF FIGURES
0.10

P 4

JAN 12

CHAPTER 6: DOORS AND EXITS (CONTINUED)

Escape hatch location F6.02_P1A
Escape hatch inside view F6.02_P1B
Escape hatch outside view F6.02_P2A
Escape rope stowage (Electric rack) F6.02_P2B
Escape rope use F6.02_P2C
Entrance door opened, outside view F6.03_P1A
Entrance door closed, inside view F6.03_P2A
Safety pin position on ground (Handrail up when opening the door) F6.03_P2B
Safety pin position in flight (Handrail down when opening the door) F6.03_P2C
Entrance door closed, outside view F6.03_P3A
Entrance door control handle/lever opened F6.03_P3B
Entrance door control handle/lever closed F6.03_P4A
Entrance door with adjustable handrail down (Emergency mode) F6.03_P5A
Optional FWD left entrance door inside view F6.03_P6A
Optional FWD left entrance door, outside control lever (Opened position) F6.03_P7A
Optional FWD left entrance door, door flap casing F6.03_P7B
Optional FWD left entrance door opened, inside view F6.03_P8A
Optional FWD left entrance door opened, outside view F6.03_P8B
Service door inside view F6.03_P9A
Service door outside view F6.03_P10A
Fuselage hook holding door handle F6.03_P10B
Gust lock push button ATR 500/600 F6.03_P10C
Gust lock pull lever ATR 200/300 F6.03_P10D
Forward emergency exit outside view F6.03_P12A
Forward emergency exit inside view F6.03_P12B
Forward emergency exit operation F6.03_P12C

CHAPTER 7: EMERGENCY EQUIPMENT

Oxygen module opening with MRT (ATR 500/600) F7.02_P1A
MRT (Manual Release Tool) F7.02_P1B
Portable oxygen bottle Scott type 5500 F7.02_P2A
Portable oxygen bottle location F7.02_P2B
Oxygen mask F7.02_P4A
Halon extinguisher F7.02_P5A
Using the halon extinguisher F7.02_P6A
Water extinguisher F7.02_P7A
PBE stowage box F7.02_P8A
PBE deployed F7.02_P8B
PBE description F7.02_P9A
PBE activation F7.02_P10A
Protective gloves F7.02_P12A
Crash axe F7.02_P12B

C.C.O.M

LIST OF FIGURES
0.10

P 5

JAN 12

CHAPTER 7: EMERGENCY EQUIPMENT (CONTINUED)

Megaphone F7.02_P15A
Life jacket under seat location F7.02_P16A
Life jacket pouch F7.02_P16B
Aerazur Life jacket F7.02_P16C
Aerazur life jacket on adult (Strap around waist) F7.02_P17A
Aerazur life jacket on child (Strap between legs) F7.02_P17B
First Aid Kit F7.02_P18A
Portable ELT ADT 406 S (Survival) Flight bag and wall mounting bracket
F7.02_P19A
ADT 406 S (Survival) F7.02_P19B
Portable ELT ADT 406 S (Survival) details F7.02_P20A
ELT ADT 406 AF (Automatic Fixed) F7.03_P1A
X MIT ALERT test, flight crew compartment overhead panel F7.03_P1B

CHAPTER 8: EMERGENCY EQUIPMENT DIAGRAMS

Flight crew compartment emergency equipment F8.01_P1A
ATR 72.500/600 emergency equipment diagram F8.02_P1A
ATR 72.200emergency equipment diagram F8.03_P1A
ATR 42.500/600 emergency equipment diagram F8.04_P1A
ATR 42.300 emergency equipment diagram F8.05_P1A

CHAPTER 9: NORMAL PROCEDURES

Ground service bus switches F9.02_P1A
FAP Emergency lights switch ON F9.02_P4A
Phases of flight F9.03_P1A

CHAPTER 10: EMERGENCY PROCEDURES

Fire triangle F10.03_P1A
Optional rear cargo anti-smoke curtain and door F10.03_P6A
Halon extinguisher connector (Next to FAP) F10.03_P6B
Halon extinguisher connection F10.03_P6C
Passengers bracing positions F10.06_P9A
Passengers bracing positions (Continued) F10.06_P10A
Cabin crew bracing positions F10.06_P11A
Aeroplane position with nose landing gear collapsed F10.06_P13A
Aeroplane position with all landing gear collapsed F10.06_P13B
Aeroplane position with left or right main landing gear collapsed F10.06_P13C
Aeroplane positions on water (Right or left) F10.06_P16A
Water level, immersed or not immersed wing F10.06_P16B
ATR doors/exits classification for evacuation F10.06_P17A

C.C.O.M

LIST OF FIGURES
0.10

P 6

JAN 12

CHAPTER 1: AEROPLANE GENERAL
ATR range T1.02 _P1A
ATR family performances T1.03_P1A
ATR family dimensions T1.04_P1A

CHAPTER 2: FLIGHT CREW COMPARTMENT
Flight crew compartment door operation T2.04_P5A

CHAPTER 4: AEROPLANE SYSTEMS
ATR Oxygen differences T4.05_P4A
OPTIONAL IFE SYSTEM: VCCU commands T4.06_P7A

CHAPTER 5: COMMUNICATION
Interphone and P.A system summary T5.02_P3A
PA priorities T5.02_P10A

CHAPTER 6: DOORS AND EXITS
Doors and exits dimensions T6.01_P2A

CHAPTER 9: NORMAL PROCEDURES
Interphone system T9.02_P2A
PA system T9.02_P3A
Passenger call T9.02_P4A
Emergency lights T9.02_P4B
Pre-flight duties T9.03_P2A
Cabin securing T9.03_P6A
In flight monitoring T9.03_P7A
Pre landing duties T9.03_P9A
Refuelling with pax on board T9.04_P2A

CHAPTER 10: EMERGENCY PROCEDURES
Turbulences T10.02_P2A
Fire fighting T10.03_P8A
Decompression signs T10.04_P1A
Time of Useful Consciousness T10.04_P3A
Decompression crew actions T10.04_P5A
Unplanned emergency T10.06_P5A
Planned emergency evacuation on land T10.06_P12A
Planned emergency evacuation on water (Ditching) T10.06_P15A
Doors/exits classification for evacuation T10.06_P17A
Evacuation drills on land T10.06_P18A
Evacuation drills on water T10.06_P19A

C.C.O.M

LIST OF TABLES
0.11

P 1

JAN 12

C.C.O.M

STANDARD NOMENCLATURE
0.12

P 1

JAN 12

ABPs: Able Bodied Passengers
AC: Alternative Current
ACW: Alternative Current Wild
APU: Auxiliary Power Unit
ATR: Avion de Transport Regional
BCF: Bromo Chloro di Fluoro methane
BMG: Back Ground Music
CAM: Camera
CAPT: Captain
CCOM: Cabin Crew Operating Manual
CDU: Cabin Display Unit (video screen)
CM: Centimetres
CMS: Cabin Management System
CO
2
: Carbon Dioxide
CRC: Continuous Repetitive Chime
CRM: Crew Resources Management
CTRL: Control
DC: Direct Current
DF: Royal Inventum Company (Oven
manufacturer)
DME: Torch lights manufacturer
corporation
EASA: European Aviation Safety
Agency
ELT: Emergency Locator Transmitter
EU OPS: European Union regulations
for commercial aviation
FAA: Federal Aviation Authorities (USA)
FAP: Flight Attendant Panel
FCC: Flight Crew Compartment
FIG: Figure
FO: First Officer
FT: Feet
FWD: Forward
GPU: Ground Power Unit
ICAO: International Civil Aviation
Organization

IFE: In Flight Entertainment
IMO: International Maritime
Organization
INT: Interphone
KO2: Potassium Superoxide
LAV: Lavatory
LCD: Liquid Cristal Display
LED: Light Emitting Diode
LHS: Left Hand Side
LRBL: Least Risk Bomb Location
LSU: Lavatory Service Unit
MEL: Minimum Equipment List
MHz: Megahertz
MMEL: Master Minimum Equipment List
MMPU: Multi Media Player Unit
MRT: Manual Release Tool
NM: Nautical Miles
PA: Public Address
PAX: Passengers
PBE: Portable Breathing Equipment
PTT: Push To Talk
PSU: Passenger Service Unit
PVCU: Power and Video Control Unit
RHS: Right Hand Side
SCCM: Senior Cabin Crew Member
TUC: Time of Useful Consciousness
VCCU: Video Cabin Control Unit
W: Watts
X-MIT: ELT Remote Control Unit (Flight
crew compartment)
XMRT: Emergency Locator Transmitter
Control Panel (Flight crew compartment)

This manual refers to all ATR aeroplane series:
ATR 42-300/500/600
ATR 72-200/500/600

1.00 CONTENTS

1.01 INTRODUCTION

1.02 RANGE OF OPERATION

1.03 PERFORMANCE

1.04 DIMENSIONS

1.04.1 EXTERNAL DIMENSIONS
1.04.2 EXTERNAL DIMENSIONS ATR 42

1.05 UNPRESSURIZED AREAS

1.06 LOCATION OF CARGO/BAGAGE COMPARTMENTS

1.07 DANGER AREAS

1.08 HOTEL MODE

1.09 ELECTRICAL POWER

1.10 FLIGHT CONTROLS

1.11 ICE CONTAMINATION

C.C.O.M

AEROPLANE GENERAL

CONTENTS
1.00

P 1

JAN 12

The ATR aeroplane is a narrow-bodied twin-turboprop, short-haul regional airliner
built by the Franco-Italian aeroplane manufacturer ATR (Avions de Transport
Rgional/ Aerei da Transporto Regionale) based in Toulouse - Blagnac, France.
The aeroplane fuselage and tail section are manufactured near Naples - Italy, wings
are assembled near Bordeaux France.
The engines are Pratt and Whitney and the propellers Hamilton standard.
Final assembly, flight testing, certification and delivery are done in Toulouse.
The production consists of ATR 42 and ATR 72, the appellations 42 and 72 being
derived from the aeroplanes capacity, which varies from 42 to 50 and 64 to 72 seats
respectively.
Several different series have been produced over the years with different
configurations and engines performances, the main ones including:
42-300 and 72-200: 1st generation aeroplane (1984 - 1998)
42-500 and 72-500: More than 900 units (1995 - 2011)
42-600 and 72-600 : latest generation (2011 onward)

The ATR 600 series has a complete new flight crew compartment (Glass cockpit)
with latest avionic technology.
Changes in the cabin mainly concern the overall appearance, with modernized seats.
Cabin crew are not affected by any system or emergency equipment changes
between ATR 500 series and ATR 600 series, unless specified in this manual.
ATR aeroplane generally offers a single class configuration and is operated by:
2 flight crew and 1 cabin crew on ATR 42
2 flight crew and 2 cabin crew on ATR 72

C.C.O.M

AEROPLANE GENERAL

INTRODUCTION
1.01

P 1

JAN 12

F1.02_P1A: ATR family range of operation

Range with maximum passengers:

T1.02_P1A: ATR range

C.C.O.M

AEROPLANE GENERAL

RANGE OF OPERATION
1.02

P 1

JAN 12

ATR 42 - 300

ATR 42 - 500

ATR 42 - 600

456 NM / 844 Km

801 NM / 1483 Km

801 NM / 1483 Km

ATR 72 - 200

ATR 72 - 500

ATR 72 - 600

872 NM / 1615 Km

890 NM / 1648 Km

890 NM / 1648 Km

The maximum certified altitude is 25000 feet.

42 series

72 series

T1.03_P1A: ATR family performances

C.C.O.M

AEROPLANE GENERAL

PERFORMANCE
1.03

P 1

JAN 12
ATR 42-300 ATR 42-500 ATR 42-600

Max. Take off weight 16,900Kg (37,257lbs) 18,600Kg (41,005lbs) 18,600Kg (41,005lbs)

Max. Landing
weight 16,400Kg (36,155lbs) 18,300Kg (40,344lbs) 18,300Kg (40,344lbs)

Max. Zero Fuel

Operational Empty
Weight 10,900Kg (24,030lbs) 11,500Kg (25,353lbs) 11,500Kg (25,353lbs)

Max. Payload 4,640Kg (10,229lbs) 5,500Kg (12,125lbs) 5,500Kg (12,125lbs)

Max. Fuel Weight 4,500Kg (9,920lbs) 4,500Kg (9,920lbs) 4,500Kg (9,920lbs)
ATR 72-200 ATR 72-500 ATR 72-600

Max. Take off weight 22,000Kg (48,501lbs) 22,800Kg (50,265lbs) 23,000Kg (50,705lbs)

Max. Landing

Max. Zero Fuel

Operational Empty
Weight 13,000Kg (28,660lbs) 13,500Kg (29,762lbs) 13,500Kg (29,762lbs)

Max. Payload 7,000Kg (15,432lbs) 7,000 Kg (15,432lbs) 7,500Kg (16,534lbs)

Max. Fuel Weight 5000Kg (11,023lbs) 5000Kg (11,023lbs) 5000Kg (11,023lbs)

1.04.1 EXTERNAL DIMENSIONS

T1.04_P1A: ATR family dimensions

C.C.O.M

AEROPLANE GENERAL

DIMENSIONS
1.04

P 1

JAN 12
ATR 42 ATR 72

Length

22,670 m (74 ft 5 in)

27,166 m (89 ft 1,5 in)

Span

24,572 m (80 ft 7 in)

27,050 m (88 ft 9 in)

Height

7,586 m (24 ft 11 in)

7,650 m (25 ft 1 in)

Outside fuselage diameter

2,865 m (9 ft 5 in)

2,865 m (9 ft 5 in)

Wing surface

54,514 m2 (586 sq ft)

61 m2 (657 sq ft)

Wheel base

8,780 m (28 ft 10 in)

10,77 m (35 ft 4 in)

Track

4,100 m (13 ft 5 in)

4,100 m (13 ft 5 in)

Propeller diameter

3,930 m (12 ft 11 in)

3,960 m (13 ft)

Clearance fuselage/propeller

0,820 m (2 ft 8 in)

0,835 m (2 ft 8,9 in)

Distance between engines

8,10 m (26 ft 7 in)

8,10 m (26 ft 7 in)



C.C.O.M

AEROPLANE GENERAL

DIMENSIONS
1.04

P 2

JAN 12
F1.04_P2A: ATR family dimensions

The ATR 42 and 72 comprise two type I doors, two type III exits, one flight crew
compartment escape hatch and one cargo door.

The ATR aeroplane is fully pressurized, except the random (nose) part, the landing
gear bay and the tail cone.

F1.05_P1B: Unpressurized zones

C.C.O.M

AEROPLANE GENERAL

DOORS AND EXITS / UNPRESSURIZED AREAS
1.05

P 1

JAN 12
R1 (Type III)
(Type I) (Type I)
R2 Service door

Entrance door L2
L1 (Type III)
Cargo door
(Not an emergency exit)
Flight crew compartment
escape hatch
F1.05_P1A: ATR 42 and 72 standard doors/exits overview

There are three cargo compartments installed on the ATR.
The ATR cargo compartments have the particularity to be accessible from the cabin.
Two of them are located between the flight crew compartment and the cabin area,
and one is located at the rear of the aeroplane.

Forward right cargo Rear cargo

Forward left cargo Cargo area access for cabin crew

Cargo area access for ground personnel

An option consists of replacing the forward cargo door (Left hand side) with a
passenger entrance door. This optional door is not an emergency exit.
If this option has been chosen, the forward left cargo compartment will then be
suppressed and access to the forward right hand side cargo compartment only
possible from outside.

F1.06_P1A: Cargo/Baggage compartments

C.C.O.M

AEROPLANE GENERAL

LOCATION OF CARGO/BAGGAGE COMPARTMENTS
1.06

P 1

JAN 12
L2
R1 R2
L1
Cargo door
R2
L1 L2
R1
Cargo door
Optional entrance door

1.07_P1A: Propeller danger area (engines running)

1.07_P1B: Exhaust danger area (engines running)

C.C.O.M

AEROPLANE GENERAL

DANGER AREAS
1.07

P 1

JAN 12

The ATR aeroplane is not fitted with an Auxiliary Power Unit (APU) but has propeller
brake (referred as hotel mode) that stops the propeller #2 (right engine), allowing
the turbine to run and provide air conditioned and power to the aeroplane without the
propeller spinning. The hotel mode provides DC 28V current only.

This eliminates the need for added weight and cost of an APU.
Engines are periodically switched during maintenance to ensure equal wear.

The propeller brake is activated on the ground only, from the flight crew compartment
overhead panel.

F1.08_P1B: Propeller brake control switch (Flight crew compartment overhead panel)

C.C.O.M

AEROPLANE GENERAL

HOTEL MODE
1.08

P 1

JAN 12
F1.08_P1A: Propeller brake location, right engine

The power in the cabin is fed with 2 main types of electricity:

DC-28V (Direct Current)
AC-115V (Alternative Current)

DC and AC power can come from different sources: the aeroplane itself (batteries
and engines generators) or ground power unit.
The aeroplanes own batteries (Main Bat. and Emer. Bat.) deliver enough power
to activate 2 minutes of cabin lighting, cargo door operation and engine start.
Note: Those batteries are distinct from the batteries that will provide the emergency
lighting system in case of essential power failure.

Hotel mode provides 28V (DC) in the cabin
GPU DC-28V provides 28V (DC) in the cabin
GPU AC-115V provides is 115V (AC)in the cabin

When the propellers are running (Flight conditions) ACW (AC wild) is produced and
converted, therefore all power sources are available.

The cabin main power supply is controlled by two Ground Service Bus (One for DC
and one for AC).
The Ground Service Bus switches are located at the rear of the aeroplane on the
FAP above the cabin crew seat.

C.C.O.M

AEROPLANE GENERAL

POWER
1.09

P 1

JAN 12
F1.09_P1A: Ground service BUS switches on Cabin Management System
(CMS)

Note: Two sockets are available in the flight crew compartment (behind the
first officers seat) delivering 28 V and 115 V. They can be used by ground
services for cleaning purposes.

C.C.O.M

AEROPLANE GENERAL

POWER
1.09

P 2

JAN 12
E X I T
ON ON
F1.09_P2A: Ground service BUS switches on Flight Attendant Panel (FAP)

The position of the aeroplane is controlled by movable surfaces:

Rudder
Elevators
Ailerons
Flaps
Spoilers

PITCH
The aeroplane movement is nose up / nose down and this is achieved with mainly
the use of the ELEVATORS.

ROLL
The aeroplane movement is wing up/ wing down and this is achieved with mainly the
use of the AILERONS, and is assisted by hydraulically activated flaps.

YAW
The aeroplane movement is nose right / nose left and this is achieved with mainly the
use of the RUDDER.

C.C.O.M

AEROPLANE GENERAL

FLIGHT CONTROLS
1.10

P 1

JAN 12
F1.10_P1A: Aeroplane flight controls

ATR aeroplane is equipped with:

Electrical anti-icing system
Pneumatic de-icing system

The anti-icing system prevents ice contamination by electrically heating specific parts
of the aeroplane, such as:

Air data probes
Flight crew compartment windshields and side windows
Propeller blades
Wings horns
Rudder and horizontal tail horns

Pneumatic de-icing removes ice contamination by inflating expandable rubber boots
located on wings and horizontal tail leading edges, and on the engines air intakes.
This process is done in flight at regular intervals, with two different speed cycles
depending on the outside temperature.

C.C.O.M

AEROPLANE GENERAL

ICE CONTAMINATION
1.11

P 1

JAN 12
F1.11_P1A: Anti-icing / De-icing systems
Anti-icing heated areas
De-icing pneumatic chambers

2.00 CONTENTS

2.01 GENERAL LOCATION

2.02 FLIGHT CREW SEATS

2.03 OBSERVER SEAT

2.04 FLIGHT CREW COMPARTMENT DOOR

2.04.1 DESCRIPTION
2.04.2 LOCKING SYSTEM
2.04.3 CALL PANEL DESCRIPTION
2.04.4 NORMAL OPERATION
2.04.5 EMERGENCY OPERATION
2.04.6 OTHER EMERGENCY PROCEDURES
2.04.7 PROCEDURE TO ACCESS THE FLIGHT CREW COMPARTMENT

C.C.O.M

FLIGHT CREW COMPARTMENT

CONTENTS
2.00

P 1

JAN 12

The access to the flight crew compartment is done through the forward cargo area.
A lockable door separates the cabin from the cargo area: it opens forward into the
cargo.
A bulletproof reinforced door separates the cargo area from the flight crew
compartment.

The door separating the cabin from the forward cargo compartments can be
locked/unlocked from the cargo side with a latch, and with a key from the cabin side.
In case of cargo fire, the door provides protection against smoke in the cabin.
This door is also equipped with a spy hole and should be closed and locked at all
time during flight.

C.C.O.M


GENERAL LOCATION
2.01

P 1

JAN 12
FWD right cargo
FWD cargo door
Flight crew compartment bulletproof door
Cabin to cargo door
FWD left cargo
F2.01_P1A: Cabin to FWD cargo area door
Cabin side view
Latch horizontal
= Locked
Cargo side view
R1 L1

The flight crew compartment is designed to accommodate two flight crew members
plus one observer.

C.C.O.M


GENERAL LOCATION
2.01

P 2

JAN 12
Cup holder
First officers
seat
Central
pedestal
Cup holder
Captains
seat
Overhead
panel
Instruments
panel
Glareshield
L1
R1
F2.01_P2A: ATR 42/72-600 flight crew compartment
R1 L1

The captain and first officer seats are mounted each on a base secured to the floor
on each side of the center pedestal. They are mechanically adjustable along 3 axes
for individual comfort. They are equipped with adjustable folding armrests and
shoulder harness with 3 point buckle.

The cabin crew members should know the main functions of the pilots seats in order
to be able to act in case of flight crew incapacitation.

All control levers are located inboard except for the recline control which is located
outboard.

The first officers seat is identical to the captains one, except that all control levers
are located on the opposite sides.

NOTE:
ATR offers the possibility to provide with lumbar adjustment and thigh rests on
captain and first officer seats.

C.C.O.M


FLIGHT CREW SEATS
2.02

P 1

JAN 12
F2.02_P1A: Captains seat control levers
Shoulder harness locking
Vertical adjust
Horizontal adjust
Recline control
Life jacket stowage

The observer seat is located behind the pedestal and between the electronic and
electric racks. It is equipped with a life jacket stowage and a harness with 3 point
buckle. When not in use, the observer seat is stowed against the electronic rack and
secured with a bungee.
Note: It is also possible to stow the observer seat against the flight crew
compartment left hand side door panel.

C.C.O.M


OBSERVER SEAT
2.03

P 1

JAN 12
Observer seat deployed Observer seat folded
F2.03_P1A: Observer seat description
Life jacket stowage
Wall bracket
Oxygen quick donning mask and smoke goggles
3 point buckle
harness

To use the observer seat, remove the bungee from the hook, and rotate the seat to
the rear the seat will lock itself into the bracket mounted on the electric rack side
panel.
To stow the seat back, push the locking control lever to the left to release it from the
bracket, fold the seat back against the electronic rack and attach the bungee.

Safety pins enable the observer seat to be rocked backward in order to facilitate
emergency evacuation in case of jamming or to assist an observer in first aid
situation. To remove the pins, pull them upward.

C.C.O.M


OBSERVER SEAT
2.03

P 2

JAN 12
Bungees
Seat locking lever
Observer seat rear view
F2.03_P2A: Observer seat release pins location

2.04.1 DESCRIPTION

An aft opening double hinged door separates the flight crew compartment from the
forward cargo compartment. It opens rearward into the cargo area.
The door has an electromagnetic locking system controlled by the pilots. In normal
operations, the door is closed and locked to ensure flight safety.

The door is bulletproof and fully compliant with rapid decompression requirements.

This door shall be closed prior to engine start for take-off and will be locked when
required by security procedure or the Captain, until engine shut down after landing.

C.C.O.M


FLIGHT CREW COMPARTMENT DOOR
2.04

P 1

JAN 12
Flight crew compartment door
Cabin to forward
cargo area door
FWD left cargo FWD right cargo
Flight crew compartment door
L1 R1
F2.04_P1A: Flight crew compartment door

2.04.2 LOCKING SYSTEM

The flight crew compartment door locking system ON/OFF control switch is located
on the circuit breaker panel behind the first officer seat. When on ON position, the
flight crew compartment door locking system is operative, whereas when on OFF
position, the system is inoperative.

A door control panel located on the central pedestal enables the flight crew to lock
and unlock the flight crew compartment door. The flight crew will be made aware of
the access request by a buzzer associated with a light on the door control panel. To
allow entry into the flight crew compartment, the pilots will place the toggle switch on
OPEN, and to deny entry they will place the toggle switch on DENY.

C.C.O.M


2.04

P 2

JAN 12
F2.04_P2B: Flight crew compartment door control panel
F2.04_P2A: Flight crew compartment door locking system ON/OFF
FAULT
OPEN
ATR 600 series ATR 200/300/500 series

2.04.3 CALL PANEL DESCRIPTION

The door call panel is used by the cabin crew members to request pilots to open the
door. There are 2 different access request modes: a normal access type and an
emergency access request.

When requesting access to the flight crew compartment area, the cabin crew should
have closed the cabin to cargo door and stand in the axis of the flight crew
compartment door.

C.C.O.M


2.04

P 3

JAN 12
Door call panel
F2.04_P3A: Flight crew compartment door call panel

CALL push button switch:

The cabin crew presses this button to request normal access
to the flight crew compartment. When pressing this button, it will
activate a buzzer sound in the flight crew compartment for at
least 2 seconds.

OPEN green light:

The light illuminates steady when the door has been unlocked
by the flight crew. The door will remain unlocked for 10 seconds.
Cabin crew will need to pull on the door panels to open.

DENIED red light:

The light illuminates steady when the flight crew has denied the
cabin crew access to the flight crew compartment. The door will
remain locked and the light will remain on for the next 3 minutes.
Any action on the call panel will be inhibited for this time.

EMER. Push button switch:

A rotating plate to prevent inadvertent activation protects this
button.
This button is used to initiate the emergency opening of the
door.

The emergency mode is to be used only if there is no reply from the flight crew
following a normal call and an interphone call (possibility of both pilots incapacitated).

After pressing the button, the green light flashes for 30 seconds together with the
continuous buzzer sound activated in the flight crew compartment, after which the
door will unlock automatically.
Cabin crew will need to pull on the door panels to open.
To avoid unlawful interference, a pilot can cancel the unlocking of the door by moving
the toggle switch onto DENY position within the 30 seconds period.

C.C.O.M


2.04

P 4

JAN 12
F2.04_P4A: Flight crew compartment call options

2.04.4 NORMAL OPERATION

2.04.5 EMERGENCY OPERATION

C.C.O.M


2.04

P 5

JAN 12
CREW REQUEST ACCESS
CALL
OPEN
(Green Steady -10 seconds)
DENIED
(Red steady 3 minutes)
Pull the door right panel to open
Unlock the left panel to open
No further action
CREW REQUEST ACCESS
CALL
No Reply
CALL via INTERPHONE Reply No further action
No Reply
Press EMER
OPEN
Green Flashing for 30 sec.
Door opens after 30 sec.
T2.04_P5A: Flight crew compartment door operation

2.04.6 OTHER EMERGENCY PROCEDURES

Electrical power loss

In case of electrical power failure the door will automatically unlock.
Flight crew members can lock the door manually with the locking bolts, but the
emergency access to the flight crew compartment will no longer be possible.

Flight crew compartment door jammed

In case of jammed flight crew compartment door, the doors panels can be removed
from inside only. 2 quick release pins are installed on top and bottom of each door
panels.

Right hand side:

Disconnect the electric plug (1/4 of a turn)
Remove the 2 quick release hinged pins
Push and remove the door panel

Left hand side:

Remove the 2 quick release hinged pins
Push and remove the door panel

C.C.O.M


2.04

P 6

JAN 12
FCC Quick release hinged pin
F2.04_P6A: Flight crew compartment door emergency removal
FCC Right panel electric plug

2.04.7 PROCEDURE TO ACCESS THE FLIGHT CREW COMPARTMENT

The flight crew compartment is an area with a very restricted access. Indeed no
person, other than a flight crew member assigned to a flight, is admitted to, or carried
in, the flight crew compartment unless that person is:

An operating crew member
A representative of the Authority responsible for certification, licensing or
inspection if this is required for the performance of his/her official duties
Permitted by, and carried in accordance with instructions contained in the
Operations Manual

In the interests of safety, admission to the flight crew compartment should not cause
distraction and/or interfere with the flight operation; and all persons carried on the
flight crew compartment should be made familiar with the relevant safety procedures.
The flight crew compartment door being closed from engines start for take-off until
engines shut down at parking stand; requests to access the flight crew compartment
will be done through interphone. It is, indeed, a necessity to make self known to the
flight crew before operating the flight crew compartment door panel.

NOTE: ATR offers the possibility to equip the aeroplane with a cabin video
surveillance. This option includes the installation of 3 video cameras in the cabin.
One video camera installed in the forward cargo area controls the flight crew
compartment entry door and 2 additional cameras provide with full passengers
cabin view. A video display is installed on the right hand side lateral maintenance
panel allowing the pilots to get a complete view of the cabin.

1. Cargo compartment camera
2. Flight crew compartment door camera
3. Cabin camera
4. Circuit breaker
5. Monitor

C.C.O.M


2.04

P 7

JAN 12
F2.04_P7A: Flight crew compartment video surveillance system

3.00 CONTENTS

3.01 CONFIGURATION AND LAYOUT

3.01.1 AEROPLANE LAYOUT AND CABIN CROSS SECTION
3.01.2 PASSENGER SEAT AND ROW IDENTIFICATION
3.01.3 SEAT DESCRIPTION
3.01.4 HAND BAGGAGE STOWAGE
3.01.5 REAR CARGO COMPARTMENT
3.01.6 FORWARD CARGO COMPARTMENT

3.02 PASSENGER SERVICE UNITS (PSU)

3.03 GALLEY

3.03.1 LOCATION
3.03.2 POWER

3.04 LAVATORY

3.04.1 LOCATION AND LAYOUT
3.04.2 LAVATORY SERVICE UNIT (LSU)
3.04.3 LAVATORY DOOR
3.04.4 LAVATORY WATER AND WASTE SYSTEM

3.05 CABIN CREW SEATS

3.05.1 LOCATION
3.05.2 DESCRIPTION
3.05.3 EQUIPMENT
3.05.4 CREW REST AREA

3.06 FLIGHT ATTENDANT PANEL / CABIN MANAGEMENT SYSTEM

3.06.1 GENERAL DESCRIPTION
3.06.2 LIGHTING SYSTEM
3.06.3 GROUND SERVICE BUSES
3.06.4 TWO MINUTES MINIMUM LIGHTING

3.07 TAIL PROP

3.07.1 DESCRIPTION
3.07.2 INSTALLATION
3.07.3 PRE-FLIGHT CHECK

C.C.O.M

CABIN FAMILIARISATION

CONTENTS
3.00

P 1

JAN 12

3.01.1 AEROPLANE LAYOUT AND CABIN CROSS SECTION

The ATR layout counts:

1 flight crew compartment
2 forward cargo compartments (other options may exist)
1 cabin (seating capacity varies on the aeroplane type and company request)
1 galley (with options for more)
1 lavatory
1 aft cargo compartment

C.C.O.M


CONFIGURATION AND LAYOUT
3.01

P 1

JAN 12
ATR 42: 42-50 seats
ATR 72: 64-72 seats
R1 L1
L2 R2
R2 L2
Cabin cross section
F3.01_P1A: ATR aeroplane layout
Galley Lavatory Cargo Cabin crew seat Doors/Exits
45,72 cm (18 in.)
226,3 cm (89 in.)
257 cm (102 in.)
286,5 cm (112,2 in.)
191 cm
(75,2 in.)
R1 L1

3.01.2 PASSENGER SEATS AND ROW IDENTIFICATION

Passengers seats are identified alphabetically, rows are identified by numbers.
The cabin counts 4 seats abreast and the number of rows will vary depending on the
seat pitch and the furnishing present in the cabin, especially in the aft area.

The standard ATR 42 seating configuration usually consists in 48 seats at a pitch of
76,2 cm (30 inches). The standard interior configuration on ATR 72 consists of 68
seats, with a pitch of 78,74 cm (31 inches).

The seats fitted in the ATR 42 vary between 42 and 50 and between 64 and 72 on
ATR 72.

Note:

According to the type certification process, the maximum seating capacity is 60
passengers for the 42 series and 74 passengers for the 72 series.

3.01.3 SEAT DESCRIPTION

Passengers seats are double type equipped with a seat belt and life vest stowage.
Other features may also be present such as literature pocket mouse trap frame, tray
table, adjustable headrest, handicap (lift-up) aisle armrest with positive locking.

C.C.O.M


3.01

P 2

JAN 12
F3.01_P2A: Example of Armonia cabin seats

Depending on the aeroplane configuration, some passengers seat could be facing
aft. This will only impact the passenger safety bracing position to adopt.

NOTE 1:
ATR offers the possibility to install external folding armrests (on any seats apart from the front row
due to the emergency exits) in order to allow the seating of disabled passengers. The quantity of
modified seats and their positioning in the cabin are defined according to customers requirement.

NOTE 2:
Some ATR can be delivered without window blind on each passenger window.
If available, cabin crew should ensure window blinds are opened during take-off and landing
phases.

NOTE 3:
ATR offers the option to install a standard fabric headrest cover on each passenger seat. The
standard headrest cover color is white and the dimensions are 225 x 210mm.

NOTE 4:
On certain models, the seat cushions can be used as flotation devices.

3.01.4 OVERHEAD COMPARTMENTS

The aeroplane is equipped with overhead
compartments above each row of seats.
The maximum weight that an overhead
compartment can support will be indicated on
a placard inside the compartment (From 20
to 40 kilograms according to models and
location).
Any item too heavy to be placed in the
overhead compartment should be stowed
under the seat (if small enough to fit in) or in
the cargo compartment.

Cabin crew should never stow a passenger luggage into the lavatory.

C.C.O.M


3.01

P 3

JAN 12
F3.01_P3B: Mid cabin overhead compartment
F3.01_P3A: Rear facing passenger seats option

3.01.5 REAR CARGO COMPARTMENT

Rear cargo compartment baggage loading and off-loading is done through R2
service door.
Although the Loading and Off-loading tasks fall under ground personnel
responsibilities, and according to operators standard operating procedures, cabin
crew must be aware of the weigh and height limitations as well as special
precautions, as they could be brought to add or remove luggage themselves during
boarding.
Placards placed inside the cargo compartment indicate weight (Variable according to
aeroplane) and height limitations, as well as safety net hooking and tightening
instructions.

The height limitation must be respected to allow efficient extinguisher gas
diffusion in case of fire fighting procedure. (See chapter 4.02 page 3)

It is the cabin crew responsibility to check that the safety net is properly hooked and
tightened for the flight.

Note: ATR offers the option to install an anti smoke curtain in addition of the
standard safety net, or a rigid door to close the rear cargo compartment. This door
can be locked with a key. If installed, it the cabin crew responsibility to close the
curtain or door for the flight.

C.C.O.M


3.01

P 4

JAN 12
F3.01_P4A: Rear cargo loading
instructions and limitations placards

3.01.6 FORWARD CARGO COMPARTMENT

Forward cargo compartments baggage loading and off-loading is done through the
dedicated cargo door, FWD left hand side.
Loading and Off-loading tasks fall under ground personnel responsibilities, and
according to operators standard operating procedures cabin crew do not have to
intervene in this area.

The FWD cargo door is not an emergency exit.

The forward cargo area being the separation area between the cabin and the flight
crew compartment, cabin crew must ensure they always operate the cabin to cargo
door with all necessary precautions (See chapter 2.01 page 1).

C.C.O.M


3.01

P 5

JAN 12
Rear cargo Rear cargo safety net Optional rear cargo
anti-smoke curtain
F3.01_P5A: Rear cargo, safety net and anti-smoke curtain

The Passenger Service Unit (PSU) is equipped with:
A cabin crew call button
An air outlet
No smoking and fasten seat belt signs
A passenger reading light
An oxygen outlet (ATR 300/200 series) or oxygen module (ATR 500/600
series) available in every second row

The oxygen outlet (ATR 300/200 series) is a plug where cabin crew will connect a
spare oxygen mask into, if needed.
The oxygen module (ATR 500/600 series) already contains one oxygen mask and
opens with a manual release tool.
If the aeroplane is equipped with the 100% oxygen option (ATR 500/600 series only),
each module contains two oxygen masks and opens automatically.

Note: The last generation of ATR 72.200 has been equipped with oxygen modules
instead of outlets.

C.C.O.M


PASSENGER SERVICE UNITS
3.02

P 1

JAN 12
F3.02_P1A: PSU and Oxygen module ATR 500/600
F3.02_P1B: PSU and Oxygen outlet ATR 200/300
O
2
module
O
2
outlet

3.03.1 LOCATION

The main galley is located on the rear right hand side of the aeroplane (next to
service door R2) and is usually equipped with:

A waste bin with a flap cover
Working foldaway table
Trolleys
Metal containers
Hot jugs (28V DC - 125 W - 7.5 litres)

C.C.O.M


GALLEY
3.03

P 1

JAN 12
Galley ATR 42
Galley ATR 72
R1 R2
L2
L2
R2
L1
L1
R1
F3.03_P1A: Standard galley (Right hand side)
Galley circuit breakers location

IMPORTANT: Galleys should be secured at all time.

Galleys setting will vary according to the airlines requests. Indeed, ATR provides
a variety of galley configuration and equipment selection as options.
One galley option consists in installing a sink with water tap. The water is supplied
from the lavatory potable water tank and no water shut off valve is available
for the cabin crew.
There is also a possibility to add a lateral galley in the rear left hand side of the
cabin, and/or inside the rear cargo compartment.

POSSIBLE GALLEY EQUIPMENT SELECTION:

- 115V ACW Hot jugs power supply
- Water Heater (5000W - 4.2 liters + 20 litres tank)
- DF 300 oven (1250W - 12 casseroles)
- DF 110 oven (3750 W - 32 casseroles)
- DF 115 oven (3750 W - 48 casseroles)
- Hot cup (560 W - 1 litre)
- Ice unit instead of standard unit
- Standard unit with 2 standard drawers
- Half size trolley with 6 standard drawers
- Full size trolley with 12 standard drawers

IMPORTANT: ON/OFF switches for electrical equipment (Optional or not) are
located in the galley, next to the equipment (Hot jugs, oven)
Main circuit breakers are located in the flight crew compartment, and additional
breakers in the cabin entrance aisle side, on top of the galley panel RHS (See
F3.03_P1A).

3.03.2 POWER
See Chapter 1.09 (Electrical Power)

C.C.O.M


GALLEY
3.03

P 2

JAN 12
F3.03_P2A: Additional optional
rear cargo compartment galley
F3.03_P2B: Hot jugs / Hot jugs ON/OFF switches

3.04.1 LOCATION AND LAYOUT

The lavatory is located at the rear left hand side of the aeroplane.

The lavatory layout is composed of:
A toilet bowl
An amenity compartment
An LSU
A toilet flush button
A lavatory waste bin
A mirror

C.C.O.M


LAVATORY
3.04

P 1

JAN 12
R2
F3.04_P1A: Lavatory location
L2
ATR Lavatory
Flush button
Waste bin
LSU
F3.04_P1B: Lavatory

3.04.2 LAVATORY SERVICE UNIT (LSU)

Service unit is composed of:
An air vent outlet
A cabin crew call push-button
A return to seat sign
Only if the aeroplane is equipped with the 100% oxygen supply option (ATR
500/600 only), an oxygen module containing two masks, located in the
lavatory ceiling (See chapter 4.05 p 5)

3.04.3 LAVATORY DOOR

The lavatory door is a regular type door (Not a bi-fold type door).
The door can be locked or unlocked from inside or outside the lavatory.
In order to lock or unlock the lavatory door from outside:
1. Lift the Lavatory sign
2. Slide the knob to locked or unlocked position

There is a Vacant/occupied indicator sign on the FAP that illuminates according to
the lavatory door status (locked - red or unlocked - green).

IMPORTANT: On opening the lavatory door, most of the door panel slides inside the
lavatory, with a part still protruding out in the entrance way, which could hinder an
emergency evacuation. Therefore standard operating procedures include that the
door must be closed and locked for every take off and landing.

C.C.O.M


LAVATORY
3.04

P 2

JAN 12
LSU ATR 500/600 LSU ATR 200/300
F3.04_P2A: LSU

3.04.4 LAVATORY WATER AND WASTE SYSTEM

The aeroplane is equipped with a potable water system and a waste disposal
system. Only the ground staff can check the level of water.

3.04.4.1 POTABLE WATER SYSTEM

Although called potable, it is not recommended to drink water from this system. The
potable water system supplies fresh water for the lavatory sink (and for the optional
galley sink).
Fresh water for the toilet is stored in a tank located in the pressurized section of the
fuselage. The water tank is filled from fresh water service panel located at the bottom
of the rear fuselage. The water system is easily and completely drainable by gravity.

3.04.4.2 WASTE DISPOSAL SYSTEM

The toilet flushing system is obtained from a motorized pump filter unit. The flushing
cycle is automatically controlled by electrical timer. Draining, flushing and filling of the
tank are accomplished at the toilet service panel, located underneath the rear
fuselage.

C.C.O.M


LAVATORY
3.04

P 3

JAN 12
F3.04_P3A: Water system servicing location

The ATR 42 aeroplane has 1 cabin crew station and the ATR 72 has 2 cabin crew
stations.

The seat belt must be stowed correctly in the cavity located at the rear of the
backrest in order to avoid a damage of the belt after retraction of the seat pan.

3.05.1 LOCATION

Cabin crew seats are normally located near the emergency exits so that cabin crew
can quickly open the exit door in case of an emergency evacuation.

C.C.O.M


CABIN CREW SEATS
3.05

P 1

JAN 12
Cabin Crew station
Cabin Crew station
Cabin crew station ATR 42
Cabin crew stations ATR 72
Senior Cabin Crew station
F3.05_P1A: Cabin crew stations location

3.05.2 DESCRIPTION

The cabin crew seats are used by the cabin crew during take-off and landing. They
usually fold back of the way when not in use to keep the aisles, workspaces and
emergency exits clear.

The cabin crew seats consist of:

A headrest with cushion
A backrest with cushion
A seat pan with cushion
Seat belt and shoulder harness with a 4 points center buckle
A safety equipment stowage

3.05.2.1 MAIN CABIN CREW SEAT (REAR)

The rear cabin crew seat is installed in the entrance area and is a fixed seat.
This is a forward facing seat equipped with harness and seat belt.

C.C.O.M


CABIN CREW SEATS
3.05

P 2

JAN 12
Rear cabin crew seat ATR
200/300/500
Seat harness ATR
200/300/500
F3.05_P2A: Rear cabin crew seat
Rear cabin crew seat ATR 600
Seat harness ATR 600

3.05.2.2 ADDITIONAL CABIN CREW SEAT ATR 72 (FWD)

A second cabin crew seat is mandatory on ATR 72 which should be operated with a
minimum of 2 cabin crew complement. The additional cabin crew seat is located in
front of the passenger cabin (Rearward-facing) and is equipped with harness and
seat belt.
On ATR 72-200 and 72-500 the seat slides inside a dedicated stowage.
A knob lever controls release and locking of the seat
On ATR 72-600 the seat folds against the side panel before the cabin/cargo
door (Left hand side). A pull-lever located under the seat pan controls release
and locking of the seat

All other features are similar to the rear cabin crew seat.

C.C.O.M


CABIN CREW SEATS
3.05

P 3

JAN 12
F3.05_P3A: FWD cabin crew seat ATR 72
FWD cabin crew seat
ATR 72.200/500
FWD cabin crew seat
ATR 72.600
Release/locking lever

3.05.3 EQUIPMENT

Each cabin crew seat Safety Equipment Stowage contains:

1 life jacket
1 torch
1 oxygen bottle with appropriate mask in a sterile pouch
2 manual release tools (MRT)

3.05.4 CREW REST AREA

The ATR aeroplane does not have any specific crew rest area.

C.C.O.M


CABIN CREW SEATS
3.05

P 4

JAN 12
F3.05_P4A: Cabin crew seat safety equipment

3.06.1 GENERAL DESCRIPTION

The FAP/CMS is located above the main cabin crew seat, at the rear of the
aeroplane.

All FAP/CMS models control:
The lighting in the Galley / Lavatory / Cargo / Cabin
The emergency lighting
The BMG and pre-recorded audio announcement system

All FAP/CMS models indicate:
A call from the captain, cabin or lavatory
The detection of smoke in the aft cargo or lavatory
DC and ACW power availability
The non smoking and seat belt sign ON/OFF status
Lavatory occupancy status

On ATR 600 CMS, additional indications are available:

No electronic device status
Cabin temperature
FAP customization
Maintenance

Note: An older FAP version is still available on few not retrofitted aeroplane.

C.C.O.M


FLIGHT ATTENDANT PANEL/
CABIN MANAGEMENT SYSTEM
3.06

P 1

JAN 12
F3.06_P1B: ATR 500FAP
F3.06_P1C: ATR 200/300 FAP
F3.06_P1A: ATR 600 CMS

ATR 600 CMS

The system is operational as soon as 28VDC power is present. No ON/OFF
switch has to be manipulated.

The FAP is a complex system based on a computer machine running an
operating system. There are two computers, one for the CMS, and one for the
VIDEO. The GUI (Graphical User Interface) is managed by the CMS computer.
The system initialization is done in 45-50seconds.

The navigation bar is dedicated to the navigation between pages. Each page can
be considered as a tab, and only one tab can be displayed at a time. The
selection of a page is simply done by pressing the corresponding icon in the
navigation bar. If allowed, the icon becomes white and the corresponding page is
shown. Only one icon can be white at a time in the navigation bar.

C.C.O.M


3.06

P 2

JAN 12
F3.06_P2A: ATR 600 CMS
Calls display
Cabin signs
Brightness adjustment
GND Service Bus
Navigation bar
F3.06_P2B: CMS Navigation bar

Screensaver
This page shows a picture freely selectable and loadable. Usually the
airline logo is shown on this page.

Welcome
This page shows a message (For example welcome on board); the
flight number; the destination

Cabin Lighting
This page allows managing the cabin lighting

Temperature
This page allows showing the cabin temperature in degrees Celsius
and Fahrenheit

Audio
This page allows managing the audio (cabin announcements,
music)
First select the audio file from the list, then play / pause / stop.

Video (optional)
This page allows managing the video (See IFE chapter for operation)

Parameters
This icon must be pressed for 3 seconds to validate the selection.
8 types of parameters are available:
Airline logo
Welcome message
Flight number
Destination
Screen saver
Music
Pre-recorded Announcements
Video

The data can be chosen either from the CMS or can be imported
from a memory stick (USB key).

Maintenance
This icon must be pressed for 3 seconds to validate the selection.
It allows having some information regarding the CMS configuration.

C.C.O.M


3.06

P 3

JAN 12

3.06.2 LIGHTING SYSTEM

Normal cabin lighting is operated from the FAP/CMS.

LATERAL/CEILING: 4 lighting levels are available offering 100%, 50%,
25%, 10% of intensity. To increase the level light,
press "+"; to decrease the level light, press "-"; To
turn off the lights, press - until the four (4)
indicators lights are turned off.

GALLEY: Monitor the galley lighting

LAV: When selected, the lavatory light will come on
automatically when the lavatory door is locked

ENTRANCE: Monitor the rear entrance lighting

CARGO: Monitor the cargo lighting.
Note: A separate lighting is also installed into the rear cargo
compartment

READING: Allows passenger lights to become operational

On ATR 600 CMS two (2) additional lightings are available:
PSU ambient white
PSU ambient blue

Either one or the other can be selected.

C.C.O.M


3.06

P 4

JAN 12
F3.06_P4B: FAP lighting control ATR 500 F3.06_P4A: CMS lighting control ATR 600

3.06.3 GROUND SERVICE BUSES

The power in the cabin is fed with 2 main types of electricity: DC 28V and AC
115V. (See chapter 1.08 Electrical power)

When arriving on board the aeroplane, both Ground Service Bus commands (DC
and AC) should be turned on.

3.06.4 TWO MINUTES MINIMUM LIGHTING

On ground, if the aeroplane is not connected to any power source, it is possible
to obtain 2 minutes of minimum cabin and flight crew compartment lighting.
A light in the flight crew compartment (above the observer seat) together with the
forward and aft cabin EXIT SIGNS (in between LR1 and LR2) will illuminate.
The 2 minutes lights push button switch is located on the panel at the right hand
side of the entrance door.

C.C.O.M


3.06

P 5

JAN 12
2 minutes lights switch
Exit signs
F3.06_P3A: 2 minutes lighting locations

On ATR 72 only, a tail prop is available and must be installed on the tail skid to
avoid a possible pulling-up of the aeroplane during passenger boarding and
disembarking.

3.07.1 DESCRIPTION

The tail prop is a metallic cylinder installed below the tail in order to avoid the
aeroplane to tip up on the tail in case of persons (above 7) moving around during
off loading.

3.07.2 INSTALLATION

Remove the tail prop from its location
Insert the tail prop metal pin into the aeroplane tail skid connector


Availability at correct location. The tail prop is stored in the rear unpressurised
area of the aeroplane, beyond the aft bulkhead, or as an option next to the rear
cabin crew seat.

IMPORTANT: Pre-flight check and installation of the tail prop is usually a ground
personnel duty, however cabin crew should be familiar with its operation as
ground assistance might not always be available.

The cabin crew must always ensure in all case that the tail prop has been
installed before boarding and disembarking passengers.

C.C.O.M


TAIL PROP ATR 72
3.07

P 1

JAN 12
F3.07_P1A: ATR 72 tail prop

Tail skid
Tail prop

4.00 CONTENTS

4.01 AIR CONDITIONING SYSTEM AND TEMPERATURE CONTROL

4.01.1 AIR CONDITIONING SYSTEM
4.01.2 TEMPERATURE CONTROL

4.02 SMOKE WARNING SYSTEM

4.02.1 DESCRIPTION AND LOCATION
4.02.2 ACTIVATION

4.03 LAVATORY AUTOMATIC FIRE EXTINGUISHER

4.03.2 ACTIVATION

4.04 EMERGENCY LIGHTING SYSTEM

4.04.1 DESCRIPTION
4.04.2 LOCATION
4.04.3 ACTIVATION

4.05 OXYGEN SYSTEM

4.05.1 DESCRIPTION
4.05.2 ACTIVATION

4.06 INFLIGHT ENTERTAINMENT SYSTEM (IFE)

4.06.1 AUDIO AND OPTIONAL VIDEO ON ATR 600 CMS
4.06.2 OPTIONAL IFE SYSTEM ON ATR 500

C.C.O.M

AEROPLANE SYSTEMS

CONTENTS
4.00

P 1

JAN 12

4.01.1 AIR CONDITIONING SYSTEM

The air conditioning system is supplied by air processed through 2 packs which
regulate air flow and temperature as required.

The 2 packs are installed in the main landing gear fairings and operate automatically
and independently.

The left pack supplies the cabin and the flight crew compartment, the right pack
supplies only the cabin.

Note: If one pack is inoperative, the other one supplies both compartments through
the mixing chamber.

Air ventilation:

Conditioned air is blown into the cabin by outlets ramps located under the overhead
lockers. It is then evacuated through guides along the cabin side walls at floor level.
A part of it is re-circulated by the fans, the other part being evacuated overboard
through the outflow valves installed in the rear under floor.

C.C.O.M

AEROPLANE SYSTEMS

AIR CONDITIONING SYSTEM/TEMPERATURE CONTROL
4.01

P 1

JAN 12
PACK
1
PACK
2
GENERAL AIR INLET
OUTFLOW VALVES
PACK
LAVATORY VENT LINE
AIR
OUTLET
F4.01_P1A: AC packs view
F4.01_P1B: Air circuit

4.01.2 TEMPERATURE CONTROL

The system is designed to regulate and limit the temperature of the air discharged
from the packs. The temperature is controlled either automatically or manually only
by the flight crew by setting the compartment temperature selectors on the COMPT
TEMP PANEL (compartment temperature panel).

C.C.O.M

AEROPLANE SYSTEMS

4.01

P 2

JAN 12
F4.01_P2C: Flight crew compartment
overhead panel COMPT TEMP PANEL
F4.01_P2A: Air conditioning pack left hand side F4.01_P2B: Air conditioning
pack right hand side

The cabin crew has no possibility to control the cabin temperature. However on ATR 600 the
cabin temperature can be display on the CMS by pressing the temperature icon on the
navigation bar. The temperature shows in degrees Celsius and Fahrenheit.

C.C.O.M

AEROPLANE SYSTEMS

4.01

P 3

JAN 12
F4.01_P3A: Cabin Temperature icon on CMS navigation bar .
F4.01_P3B: Cabin Temperature display on CMS.


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)

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)

C.C.O.M

AEROPLANE SYSTEMS

SMOKE WARNING SYSTEM
4.02

P 1

JAN 12
F4.02_P1B: Lavatory smoke detector duct F4.02_P1A: AFT cargo compartment
smoke detector

4.02.2 ACTIVATION

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 area.

4.02.2.1 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.

4.02.2.2 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/CMS to the cabin crew members.

The affected area light will illuminate STEADY red on the FAP/CMS.

C.C.O.M

AEROPLANE SYSTEMS

4.02

P 2

JAN 12
F4.02_P2B: Flight crew compartment
smoke alerting window ATR 200/300/500
F4.02_P2C: Aft cargo smoke detector light on FAP
F4.02_P2A: Flight crew compartment
smoke alerting window ATR 600
ON ON
F4.02_P2D: Lavatory smoke detector light on FAP

C.C.O.M

AEROPLANE SYSTEMS

4.02

P 3

JAN 12
F4.02_P3A: smoke detector light on CMS

4.02.2.3 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 (See also Chapter
10.03 page 6)

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

C.C.O.M

AEROPLANE SYSTEMS

4.02

P 4

JAN 12
F4.02_P4A: Aft cargo compartment
extinguisher connector
F4.02_P4B: Aft cargo compartment extinguisher diffuser


The lavatory waste bin is equipped with an automatic fire extinguisher that contains
120g of chemical product Bromotrifluoromethane (Halon 1301 - CF3 Br)

4.03.2 ACTIVATION

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

When the temperature reaches approximately 78C (17 4F) 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 a
daily check is normally done by engineering.
According to operator standard procedures, 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.

C.C.O.M

AEROPLANE SYSTEMS

LAVATORY AUTOMATIC FIRE EXTINGUISHER
4.03

P 1

JAN 12
F4.03_P1B: Lavatory waste bin flap cover
F4.03_P1A: Lavatory waste bin automatic fire extinguisher

The emergency lighting system has the purpose to guide the aeroplane occupants to
the exits in case of essential power failure. In case of activation, the system has a 10
minutes capacity.

4.04.1 DESCRIPTION

The emergency lighting is composed of the following equipment:

EXIT SIGNS located in the aisle in the overhead position.
They show the direction to the next exit.

EXIT LIGHTS located beside the emergency exit doors.
They show the position of the exit.

EMERGENCY CEILING LIGHT to illuminate the aisle.

PHOTOLUMININESCENT FLOOR PROXIMITY EMERGENCY
ESCAPE PATH MARKING based on the use of a material which is
able to store natural or electrical light energy and to restore this
energy gradually in the form of light in the dark. The minimum
rechargeable time recommended before each flight is 15 minutes
in order to obtain full lighting in case of an emergency evacuation.

EXTERNAL EMERGENCY LIGHTS located on the fuselage
adjacent to each exit, and at the bottom of the entrance door
stairs.

C.C.O.M

AEROPLANE SYSTEMS

EMERGENCY LIGHTING SYSTEM
4.04

P 1

JAN 12
F4.04_P1A: Emergency lights description

4.04.2 LOCATION
Note: The emergency light location may vary according to aeroplane versions.

4.04.3 ACTIVATION

The emergency lighting system will activate automatically in case of power failure, if
the toggle switch in the flight crew compartment overhead panel is on the ARM
position.
The emergency light can also be activated by the flight crew by setting the switch to
ON or by the cabin crew by pressing the EMER. LIGHT guarded push on the FAP.
The emergency lights activation from the FAP/CMS is possible regardless of the
switch position in the flight crew compartment.


(See Chapter 9.00 Normal Procedures)

C.C.O.M

AEROPLANE SYSTEMS

EMERGENCY LIGHTING SYSTEM
4.04

P 2

JAN 12
F4.04_P2B: Emergency lights switch
(Flight crew compartment overhead panel)
F4.04_P2C: Emergency lights activation button on FAP
F4.04_P2A: Emergency lights location
F4.04_P2D: Emergency lights activation button on
CMS

4.05.1 DESCRIPTION

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
(See chart table), 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 (See Emergency equipment chapter 7.02 p. 2).

4.05.2 ACTIVATION

4.05.2.1 PASSENGER OXYGEN SYSTEM

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.

The PAX SUPPLY valve controls the flow of oxygen into the cabin.

F4.05_P1B: Aeroplane oxygen supply

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 1

JAN 12
F4.05_P1A: Oxygen supply control (Flight crew compartment overhead panel)
ON ON

ATR 200/300 SERIES:

The supply is for 10% of passengers
The oxygen is distributed to quick connecting outlets installed under the
overhead lockers, every second row
Spare oxygen masks are available in the emergency equipment stowage
(See emergency equipment diagrams Chapter 8.03 p1 and Chapter 8.05 p1)
The cabin crew will lift the outlet cover and connect the oxygen masks by
pushing the tubing connector into the outlet
The flow of oxygen starts when a mask is connected (flow indicator green)
and can be interrupted individually at each outlet by disconnecting the mask,
or collectively from the flight crew compartment by turning the PAX SUPPLY
off

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 2

JAN 12
F4.05_P2A: Oxygen supply from flight crew compartment to cabin outlets ATR 200/300
F4.05_P2B: ATR 200/300 oxygen outlet F4.05_P2C: ATR 200/300 oxygen mask
To flight crew
compartment
To cabin
O2 flow
indicator

ATR 500/600 SERIES:
(Note: The last generation of ATR 72.200 has been equipped with this oxygen
system)

The supply is for 25% of passengers
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
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

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 3

JAN 12
F4.05_P3A: Oxygen supply from flight crew compartment to cabin modules ATR 500/600
F4.05_P3B: ATR 500/600 MRT in oxygen module
F4.05_P3C: ATR 500/600 oxygen module opened
F4.05_P3D: ATR 500/600 oxygen mask
Pin
O2 flow
indicator
To flight crew
compartment
To cabin

IMPORTANT: The ATR aeroplane is flying at a maximum ceiling altitude of
25 000 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 (10% of passengers on ATR 200/300 series and 25%
of passengers on ATR 500/600 series) is sufficient for cabin crew to distribute only to
those passengers that could be in need of oxygen at that time.
(See emergency procedures chapter 10.04 p. 3, 4, 5)

However ATR offers the possibility for a 100% oxygen option.

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 4

JAN 12

42 - 300

72 - 200

42 - 500/600

72 - 500/600

High pressure
cylinder
1870 L 2182 L 2182 L 2182 L
O2
Distribution
14 Outlets

5 spare masks
20 Outlets

8 spare masks
12 Modules
with 1 mask
each
19 Modules
with 1 mask
each
% of pax
supplied with
O2
10% 10% 25% 25%
O2 masks
Connected by
crew
Connected by
crew
Module
opened by
crew with
MRT.
Pull on mask
for flow
Module
opened by
crew with
MRT.
Pull on mask
for flow
T4.05_P4A: ATR Oxygen differences

OPTION 1: 100% OXYGEN

ATR offers the option to install an individual oxygen system for 100% of the
passengers.

The 100% oxygen supply to the occupants is obtained by installing above each
passenger seat an oxygen mask module containing two masks.

Supplementary oxygen mask modules, containing two masks per module, are
also installed in the vicinity of the front and rear attendant stations and in the
lavatory

OPTION 2: 100% OXYGEN AND AUTOMATIC PSU OPENING

ATR offers also the possibility to install an automatic opening of the PSU.

Control of the whole 100% oxygen with automatic opening of the PSU option
system is from a three position guarded switch Off-Auto-On installed on the
oxygen panel on the flight crew compartment overhead instrument panel.

The PSU open automatically at 13.250 Ft providing the switch in the flight crew
compartment panel is on AUTO.

.
INADVERTENT CABIN MASK DEPLOYMENT

On ATR 500/600 series, and on 100% oxygen option models, inadvertent cabin mask
deployment may occur in case of heavy turbulence or hard landing. In these
circumstances, cabin crew should not attempt to restore the mask into the oxygen
module.

4.05.2.2 CABIN CREW OXYGEN SYSTEM

Each cabin crew member is equipped with a 120 l portable oxygen bottle, stowed
under the cabin crew seat. One bottle permits a continuous diluted flow to one crew
member at 13 000 ft for a duration of 30 minutes on Hi-flow at 4 litres per minute
(See Emergency equipment chapter 7.02 p. 2).

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 5

JAN 12
F4.05_P5A: 100% Oxygen control (Flight crew compartment overhead panel)

4.05.2.3 FLIGHT CREW OXYGEN SYSTEM

The oxygen masks are of the quick donning inflatable harness type (EROS), stowed
in a container at each flight crew station and observer station, and next to the smoke
goggles stowage:

The mask can be donned with one hand.
A regulator is incorporated in each mask.
A blinker displays a yellow cross when there is O2 flow and black when there
is no O2 flow.
An N/100% rocker controls the delivery of diluted (N) or 100% oxygen
(100%).
A TEST/RESET push button permits testing of the oxygen flow without
removing the mask from its container.

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 6

JAN 12
N/100% rocker
F4.05_P6B: EROS Quick Donning Mask location
Captain First officer
Observer
Smoke goggles
Emergency selector
Blinker Release clips TEST/RESET push button
F4.05_P6A: EROS Quick Donning Mask description

The quick donning mask can be used in case of depressurization, or emissions
of smoke or noxious gases together with the smoke goggles:

During decompression, with the N/100% rocker set to NORMAL, the
user breathes a mixture of cabin air and pure oxygen

In a smoke contaminated atmosphere, the user will select the N/100%
rocker to 100% for pure oxygen supply and activate the
EMERGENCY selector for continuous flow, together with the donning of
smoke goggles

Oxygen is provided to the 2 flight crew members plus 1 observer (Or cabin crew)
for duration of 120 minutes at demand flow.

HOW TO USE THE FLIGHT CREW COMPARTMENT OXYGEN QUICK
DONNING MASK:

1. Squeezing the red release clips unlocks the container doors. It also
enables automatic inflation of mask harness when extracted from its
container

2. Adjust the mask on the face and release the clips. The masks will
automatically fit to the face

NOTE 1: It is important for cabin crew to be familiar with Quick Donning Mask
operation as they could be in the flight crew compartment area when an
emergency happens.

NOTE 2: A lengthened hose is provided on the observer mask enabling access
to the forward cargo area with the mask on.

C.C.O.M

AEROPLANE SYSTEMS

OXYGEN SYSTEM
4.05

P 7

JAN 12
F4.05_P7A: Donning of the oxygen Quick Donning Mask

4.06.1 AUDIO AND OPTIONAL VIDEO ON ATR 600 CMS

4.06.1.1 DESCRIPTION

The front panel of the CMS regroups following items:

15 inches touch screen
DATA USB socket used to connect a memory stick for the download of
CMS data
VIDEO USB socket used to connect a memory stick for the download of
VIDEO data (Video files, Software Update (VIDEO))
Reset switch. By inserting the tip of a pen it restarts the software.

4.06.1.2 ACTIVATION

The system is operational as soon as 28VDC power is present. No ON/OFF
switch has to be manipulated.
The system initialization is done in 45-50seconds.
At power up, the system enters in an initialization phase (boot) where different
screens are shown:

1. System loading
2. Blank screen for the operating system to start (10seconds)
3. ATR logo with a progress bar showing the system component
initialization.
4. Final application main screen (black and white)
5. Main page

C.C.O.M

AEROPLANE SYSTEMS

INFLIGHT ENTERTAINMENT SYSTEM
4.06

P 1

JAN 12
USB Sockets
F4.06_P1A: CMS USB sockets
F4.06_P2A: CMS
initialization phase 3
F4.06_P2B: CMS
initialization phase 4

4.06.1.3 AUDIO PAGE SELECTION

The audio page is activated by pressing the corresponding icon in the
navigation bar.

The audio page allows control and display of cabin announcements and
music

4.06.1.4 AUDIO DISPLAY

1. Select the announcement or music file
2. Play

Note: If a new file is selected or a video is played, the audio stops
automatically.

To load an audio content data:
Refer to load a video content data below.

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 2

JAN 12
F4.06_P2C: CMS navigation bar-audio command
F4.06_P2D: CMS Audio page

4.06.1.5 OPTIONAL VIDEO PAGE SELECTION

The video page is activated by pressing the corresponding icon in the
navigation bar.

NOTE: The Video systems shall not be operated (CDUs shall not be
deployed) before both aircraft engines are running.

The video page allows control and display of video.

4.06.1.6 VIDEO DISPLAY

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 3

JAN 12
F4.06_P3A: CMS navigation bar-video command
F4.06_P3B: CMS video page

To diffuse a video content:

1. Select the file in the list
2. Select screen crew. This preview mode is only seen on the CMS
screen and allows viewing the video file and selecting a scene before
sending it to the cabin.
3. Select send to pax command to send the selected video file to the
cabin.

Note: The screen pax displays the video of the cabin monitors to the
CMS screen.

The video file can be played, paused, stopped, fast forward or backward
using the relevant commands.

The volume (10 different levels) and brightness (4 different levels) can
also be controlled from the CMS screen.

Note: To select a new file, the current video file has to be stopped.

To load a video content data:

1. Select the parameters icon from the navigation bar for 3 seconds
2. Select the video parameter page

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 4

JAN 12
F4.06_P4A: CMS navigation bar-parameters command
F4.06_P4B: CMS parameters video page

a) To copy a data from the memory stick to the CMS:

1. Place the memory stick into the USB socket
2. Select the data file(s) from the USB KEY column
3. Press Copy

Note: If the copy has failed, press refresh and try again

b) To delete a data from the CMS column:
1. Select the data file(s) from the CMS column
2. Press Delete

To open/close the cabin monitors:

Monitors Opening:

The cabin monitors open automatically if the screens are on OFF position and
the send to pax command is selected.

The cabin monitors can also be opened by pressing the Screen ON commands.

NOTE
The Video systems shall not be operated (CDUs shall not be deployed)
before both aircraft engines are running.

Monitors Closing:

To close the cabin monitors press the command screen OFF:

If the motorized folding back of the monitors is not possible it is possible to fold
the monitors back manually. Give a smooth push on the monitor. The resisting
point felt is normal. Once closed, it is not possible to open it manually. The failure
of one monitor does not affect the others.

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 5

JAN 12
F4.06_P5A: Video screens
opened

4.06.2 OPTIONAL IFE SYSTEM ON ATR 500

The IFE option consists in the installation of a video system for passengers in
order to broadcast, through dedicated LCD screens and existing passenger
address:

Safety procedures
Advertisement (Airlines partners)
Any other entertainment (Video, music, etc)

The video screens are installed in a case integrated into the PSU area and are
spaced every two or three seats along both sides of the passengers cabin.

The video system is remotely controlled from the FAP.

The system consists of:

A multi-Media player
A rear cabin crew control panel (Video Cabin Control Unit VCCU)
equipped with a 12,7 cm (5 inches) screen
A Power and Video Control Unit (PVCU)
A Cabin Display Units (CDU) along the passenger cabin, each one
equipped with a 12,7 cm (5 inches) motorized video screen

Screen brightness and sound volume in the cabin are adjusted through the
VCCU. The cabin crew is able to preview and monitor what is displayed on
passenger cabin through a 12,7 cm (5 inches) screen. The cabin crew also
controls the position of the screens (folded or unfolded) in the cabin.

As an optional feature (not yet available), the system will be capable to display
live-views from the inside or the outside of the aeroplane through the
installation of dedicated cameras.

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 6

JAN 12


MULTI-MEDIA PLAYER, VCCU AND PVCU

The Power and Video Control Unit (PVCU) is installed in the rear luggage
compartment area at the back of the FAP.

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 7

JAN 12
F4.06_P7A: IFE overview
F4.06_P7B: PVCU

The multi-media player and the Video Cabin Control Unit (VCCU) are located at the
rear cabin crew station.

MMPU

VCCU

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 8

JAN 12
CAM
4
CAM
3
CAM
2
CAM
1
CTRL
PAX
ON/OFF
DVD
F4.06_P8A: FAP, MMPU and VCCU

PVCU

PVCU Input
Power supply
Multi Media Player
Instructions for safety labels
4 additional video signals

PVCU Output:
Cabin Display Units (left side)
Cabin Display Units (right side)
Cabin crew screen (VCCU)
Audio to passenger adress system

The video or audio program is selected through the media player.
The multi-media player is capable to read CD and DVD and is compatible with the
following formats:
MP3, LPCM, MPEG1, MPEG2 (Audio)
PAL/NTSC (Video)

CABIN DISPLAY UNITS (CDU)

The Cabin Display Units (CDU) are installed in a case integrated into the PSU
area and are spaced every second row along both sides of the passengers cabin.
They are composed of a case and a motorized 12,7 cm (5 inches) LCD screen.

C.C.O.M

AEROPLANE SYSTEMS

OPTIONAL INFLIGHT ENTERTAINMENT SYSTEM
4.06

P 9

JAN 12
F4.06_P9A: PVCU

F4.06_P10A: Video screens location

Two positions are possible, closed and deployed.

In the closed position, the screen is folded in the PSU. It is oriented downward
when in the deployed position.
Screens are deployed when video signal is received and retracted when video
signal stops.

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 10

JAN 12
Screen opened Screen closed
Video screens (Passengers)
Video screen (Cabin crew)
F4.06_P10B: Video screens opened

All CDU are connected in parallel so that the failure of one of the screens does
not cause the complete system failure.

The shape and the color of the case is in harmony with the PSU characteristics
and is waterproof.

The locking and unlocking mechanism is installed inside the PSU, not visible to
the passengers.

Furthermore, the location and the size of the screens do not reduce the view of
the passenger through the cabin even when deployed.

Safety labels (Fasten your seat belt and No smoking) are repeated just above
the screen so that every passenger will have in sight these labels.

It is possible, in case of failure, to manually deploy or fold the screen, just by
pulling it out or pushing it into the PSU.

SOUND IN THE CABIN

The video system is linked to the passenger address via PVCU (Power & Video
Control Unit). The passenger address amplifier provides sufficient power output to
the loudspeakers to give adequate sound level at each passenger seat under
normal condition. The rear cabin crew can adjust sound volume.
Priority is given to announcements (from the cabin crew or pilot) when video is
displayed.

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 11

JAN 12

4.06.2.2 ACTIVATION

COMMAND MEANING ACTION

CTRL +COMMAND

POWER
System Power ON/OFF

-
DVD DVD

DVD
Select / Unselect DVD
Video Source
Send AUDIO source to the
cabin without opening the
CDU (Monitors)

CAM
1
CAM
1

CAM1
Select / Unselect CAM1
Video Source

Decrease brightness on
CDU

CAM
2
CAM
2

CAM2
Video Source

Increase brightness on
CDU

CAM
3
CAM
3

CAM3
Video Source

Decrease AUDIO level in
the cabin

CAM
4
CAM
4

CAM4
Video Source

Increase Audio level in the
cabin

CTRL CTRL

CTRL
Select alternate functions

-

PAX
Send the video source
selection to the CDU.
Open the monitors
automatically.
Close CDU

C.C.O.M

AEROPLANE SYSTEMS

4.06

P 12

JAN 12
F4.06_P12A MMPU activation
T4.06_P12B VCCU commands

5.00 CONTENTS

5.01 CABIN SIGNS

5.01.1 DESCRIPTION
5.01.2 ACTIVATION

5.02 INTERPHONE AND PUBLIC ADDRESS SYSTEM

5.02.1 INTRODUCTION
5.02.2 DESCRIPTION
5.02.3 INTERPHONE SYSTEM
5.02.4 P.A SYSTEM

5.03 PASSENGERS CALLS

5.03.1 PASSENGER CALL FROM THE CABIN
5.03.2 PASSENGER CALL FROM LAVATORY

5.04 PILOT COMMUNICATION HATCH

C.C.O.M

COMMUNICATION

CONTENTS
5.00

P 1

JAN 12

5.01.1 DESCRIPTION
Two pictograms for NO ELECTRONIC DEVICE and FASTEN SEAT BELT
signs can be found on each PSU (With No smoking placards next to the air
vents).

In the lavatory LSU, the FASTEN SEAT BELTS sign has been replaced by a
RETURN TO SEAT sign.

5.01.2 ACTIVATION

The FASTEN SEAT BELTS and RETURN TO SEAT signs as well as the NO
SMOKING cabin signs are controlled from the flight crew compartment. When any
cabin sign is selected, it is accompanied by a single HI chime in the cabin.

C.C.O.M

COMMUNICATION

CABIN SIGNS
5.01

P 1

JAN 12
F5.01_P1C: No-smoking and Fasten seat belts control switches (Flight crew compartment
overhead panel)
F5.01_P1B: Lavatory Return to seat sign
F5.01_P1A: Cabin No-electronic device and Fasten seat belt signs

5.02.1 INTRODUCTION

5.02.1.1 CABIN INTERPHONE SYSTEM

To facilitate the communication on board, the ATR 42 and 72 are equipped with 1
cabin interphone handset located at the rear of the aeroplane at the main cabin
crew station area.

NOTE:
As an option, and on ATR 72 only, an additional and identical cabin interphone
handset can be installed in the forward area, next to the front cabin crew station.

C.C.O.M

COMMUNICATION

INTERPHONE AND PUBLIC ADDRESS SYSTEM
5.02

P 1

JAN 12
Cabin interphone handset (Rear)
F5.02_P1A: Cabin Interphone and Public Address
Cabin optional additional interphone handset (Fwd)

5.02.1.2 FLIGHT CREW COMPARTMENT SYSTEM

The flight crew compartment is equipped with:

2 flight crew compartment audio control panels located on the central console
(inboard each flight crew seats)
3 headsets, one for each flight crew and one for the observer
2 flight crew compartment microphones located outboard each flight crew
seats and one observer microphone located above the observer seat

C.C.O.M

COMMUNICATION

5.02

P 2

JAN 12
Flight crew compartment microphones Flight crew compartment audio control panels
F5.02_P2A: Flight crew compartment Interphone and Public Address system

5.02.2 CABIN INTERPHONE HANDSET DESCRIPTION

The cabin crew interphone handset provides the following functions:

Passenger Address
Interphone service between cabin and flight crew compartment

It is composed of:

A fixed cradle with control buttons and in use Indicator lights (One light for
each function)
A handset with a Push-to-talk button (PTT)

There are 2 types of hand phone on ATR aeroplane:

T5.02_P3A: Interphone and P.A system summary

C.C.O.M

COMMUNICATION

5.02

P 3

JAN 12
Type 1 Type 2
Normal call

CALL + PTT INT + PTT

Emergency call

EMER + PTT INT x 3 + PTT
P.A PA + PTT PA + PTT
F5.02_P3A: Type 1 handset
(ATR 500/600 series)
F5.02_P3B: Type 2 handset
(ATR200/300 series)

In use indicator lights

5.02.3 INTERPHONE SYSTEM

The cabin and flight crew interphone system allow the making and receiving of calls
between the cabin crew station(s) and the flight crew compartment.

5.02.3.1 RECEIVING A CALL FROM THE FLIGHT CREW COMPARTMENT

FLIGHT CREW CALL INDICATIONS:

When the flight crew makes a call to the cabin, the following signs appear:

One Hi chime in the cabin
Flight crew compartment indicator light on the FAP/CMS

C.C.O.M

COMMUNICATION

5.02

P 4

JAN 12
F5.02_P4A: Flight crew call indicator
ATR 600CMS
F5.02_P4C: Flight crew call indicator
ATR 200/300 FAP
F5.02_P4B: Flight crew call indicator
ATR 500FAP

EMERGENCY CALL: FLIGHT CREW COMPARTMENT CABIN

The flight crew compartment interphone system does not have a specific command
to make an emergency call to the cabin. Therefore it is common procedure for the
flight crew to signal the emergency by calling 3 times in a row.
The signs are:

3 Hi chimes in the cabin
Flight crew compartment indicator light on the FAP/CMS

ANSWERING THE FLIGHT CREW CALL:

To answer a call (normal or emergency), the cabin crew should:

1. Pick up the handset from the cradle

2. Press the CALL button on ATR 500/600 or INT button on ATR 200/300
The line indicator confirms the line activation
(Green on ATR 500/600 or pale amber on ATR 200/300)

3. Press and hold the Push-to talk button before speaking

4. Hang up the handset for system reset (All lights will go off)

C.C.O.M

COMMUNICATION

5.02

P 5

JAN 12
F5.02_P5A: Line indicator
ATR 500/600 series
F5.02_P5B: Line indicator
ATR 200/300 series
F5.02_P5C: Handset and Push To Talk button all ATR

5.02.3.2 CALLING FROM THE CABIN

The cabin crew members can contact the flight crew compartment either in normal or
emergency mode.

NORMAL CALL: CABIN FLIGHT CREW COMPARTMENT


2. Press the CALL button on ATR 500/600 or INT button on ATR 200/300



When making a NORMAL call to the pilots, the indications inside the flight crew
compartment are a repetitive continuous Hi-Low chime and a CALL light that
illuminates in blue on the overhead panel.
The pilots will press the reset button to cancel the Hi-Low chime and the light, and
answer the call using their microphone.

C.C.O.M

COMMUNICATION

5.02

P 6

JAN 12
F5.02_P6A: Normal call line indicator
ATR 500/600
F5.02_P6B: Normal call line indicator
ATR 200/300
normal call indicator, ATR 500/600
CALL
F5.02_P6D: Flight crew compartment
normal call indicator, ATR 200/300

NOTE: When the interphone is not equipped with an EMER button, it is common
procedure to signal the emergency of the call by pressing 3 times the INT
button.

EMERGENCY CALL: CABIN FLIGHT CREW COMPARTMENT


2. Press the EMER button on ATR 500/600 or INT button 3 times on ATR 200/300
(Flashing Red on ATR 500/600 or steady pale amber on ATR 200/300)



When making an EMERGENCY call to the pilots, the indications inside the flight crew
compartment are the same than for a NORMAL CALL (a repetitive continuous Hi-
Low chime, a CALL light that illuminates in blue on the overhead panel) with the
addition of an EMER light that illuminates in red on the ATR 500/600 only.
The pilots will press the reset button to cancel the Hi-Low chime and the light, and
answer the call using their microphone.

C.C.O.M

COMMUNICATION

5.02

P 7

JAN 12
F5.02_P7A: Emergency call line indicator
ATR 500/600
F5.02_P7B: Emergency call line indicator
ATR 200/300
CALL
EMER
Emergency call indicator, ATR 500/600
F5.02_P7D: Flight crew compartment
Emergency call indicator, ATR 200/300

ADDITIONAL OPTIONAL HANDSET ATR 72:

On ATR 72 only, when an additional optional handset is installed near the forward
cabin crew seat:

A supplementary ATT command is found on both cabin interphones
handsets for calls from cabin to cabin
Two call identification lights, one white (Flight crew compartment call) and
one green (cabin call) are installed next to the handset on 600 series and on
the top corner of the cabin to forward cargo door on 500 series.

s

C.C.O.M

COMMUNICATION

5.02

P 8

JAN 12
F5.02_P8B: Handset panel
with additional option ATR 72
F5.02_P8C: Call identification lights
with additional handset option ATR 72/500
F5.02_P8A: Additional optional handset ATR 72

ADDITIONAL OPTIONAL HANDSET ATR 72 (continued)

All calls (Normal or emergency) coming from the flight crew compartment will
display the same indications as described before (Hi-chime + Flight crew
compartment light on FAP) with the addition of:

The white light next to the handset on 600 series or on the top corner of the
cabin/cargo door on 500 series

All calls (normal or emergency) from any cabin handset to the flight crew
compartment will follow the same procedure and aural/visual indications as
described before.

An emergency call from any cabin station will override a call already
engaged by the other cabin station.

Calls from cabin to cabin will only be of the normal mode (no emergency). It will
display the green indicator light (Next to the handset on 600 series or on the top
corner of the cabin/cargo door on 500 series) when calling from the rear to the
front.
When calling from the front to the rear, the ATTN call light will display on the on
the FAP/CMS.

C.C.O.M

COMMUNICATION

5.02

P 9

JAN 12
F5.02_P9A: Flight crew compartment to cabin call indications, with additional option ATR 72
F5.02_P9B: Cabin to cabin call indications, with additional option ATR 72
Rear to FWD cabin call indication,
FWD to rear cabin call indication,

5.02.4 P.A SYSTEM

The Passenger Address (PA) system distributes the PA related
announcements from the flight crew compartment, or the cabin crew station(s)
to all assigned passengers loudspeakers (cabin and lavatory).

ACTIVATION:


2. Press PA, the indicator line confirms the line activation



PA PRIORITIES:

PA with a higher priority interrupts a PA announcement from a source with a
lower priority. The priority is as follows:

T5.02_P10A: PA priorities

C.C.O.M

COMMUNICATION

5.02

P 10

JAN 12

Level 1 Highest priority
Flight crew compartment PA

Level 2
Cabin crew handset PA

Level 3 Lowest priority
Video and entertainment sounds
F5.02_P10A: P.A indicator ATR 500/600 F5.02_P10B: P.A indicator ATR 200/300

Passengers can call the cabin crew from the cabin PSU or from the lavatory LSU.

5.03.1 PASSENGER CALL FROM THE CABIN

When the passenger initiates a call from the Passenger Service Unit (PSU), the
following signs appear:

One Hi chime
Red light above passenger seat on PSU
Forward, or mid, or rear passenger indicator light on FAP/CMS ATR 500/600

On ATR 200/300, the amber light indicator on the FAP does not indicate the call
section of the cabin.

C.C.O.M

COMMUNICATION

PASSENGERS CALLS
5.03

P 1

JAN 12
F5.03_P1B: Pax cabin call FAP indicator ATR 500
F5.03_P1A: Pax cabin call CMS indicator ATR 600
FWD cabin Middle cabin (ATR 72 Only) AFT cabin

Passenger call activation can only be reset at the PSU where it has been initiated
from, by pressing the call button again.

5.03.2 PASSENGER CALL FROM THE LAVATORY

When the passenger initiates a call from the Lavatory Service Unit (LSU) the
following signs appear:

One Hi chime
Red light indicator on LSU inside the lavatory
Lavatory indicator light (ATR 500/600) or blue light indicator(ATR 200/300) on
the FAP

Lavatory call activation can only be reset from the LSU by pressing the call
button again.

C.C.O.M

COMMUNICATION

PASSENGERS CALLS
5.03

P 2

JAN 12
F5.03_P2A: Pax cabin call FAP indicator ATR 200/300
F5.03_P2B: Lavatory call FAP/CMS indicator ATR
500/600
F5.03_P2C: Lavatory call FAP indicator ATR 200/300

Since the flight crew compartment windows do not open, a pilot communication hatch
(Document door) is located at the forward LHS of the fuselage, immediately below
the captains side window.
It is provided to ease the communication and documentation exchange between the
ground personnel and the flight crewmembers without the ground personnel having
to access the passenger cabin.

C.C.O.M

COMMUNICATION

PILOT COMMUNICATION HATCH
5.04

P 1

JAN 12
F5.04_P1A: Flight crew compartment document door

6.00 CONTENTS

6.01 GENERAL

6.01.1 TYPE AND LOCATION
6.01.2 FLIGHT CREW COMPARTMENT DOORS CONTROL PANEL

6.02 FLIGHT CREW COMPARTMENT EXIT

6.03 CABIN DOORS AND EMERGENCY EXITS

6.03.1 ENTRANCE DOOR
OPTIONAL FORWARD ENTRANCE DOOR
6.03.2 SERVICE DOOR
6.03.3 FORWARD EMERGENCY EXITS (TYPE III)

C.C.O.M

DOORS AND EXITS

CONTENTS
6.00

P 1

JAN 12

6.01.1 TYPE AND LOCATION

All emergency exits are operable from inside and outside of the cabin.

ATR 42 and 72 standard aeroplane are equipped with:

1 flight crew compartment hatch
2 type III emergency exits located at the front of the aeroplane
2 type I door located at the rear of the aeroplane (cabin doors)

Note: The cargo door is not considered an emergency exit.

C.C.O.M

DOORS AND EXITS

GENERAL
6.01

P 1

JAN 12
F6.01_P1A: Standard ATR 42 and 72 doors/exits top view
Cargo door (Not an emergency exit)

Flight crew compartment escape hatch

L1 (Type III emergency exit)

R1 (Type III emergency exit)

Entrance door L2 (Type I) R2 Service door (Type I)

The left hand side cabin door called the entrance door is the door from where the
passengers board and disembark from the aeroplane.

The right hand side cabin door is the service door and is used by ground staff
(catering and luggage essentially).

T6.01_P2A: Doors and exits dimensions

The cabin doors/exits, being lower than 1,83 metres (6 Feet) from the ground, they
are not equipped with any evacuation devices.

C.C.O.M

DOORS AND EXITS

GENERAL
6.01

P 2

JAN 12
EXITS SIZE DISTANCE FROM SILL TO GROUND
emergency hatch
0.51m x 0.48m (20 x 19) 3.18m (10.45)
Forward type III exits 0.91m x 0.51m (36 x 20) 1.80m (5.9)
Entrance door 1.75m x 0.82m (68.8 x 28.5) 1.35m (4.4)
Service door 1.27m x 0.69m (50 x 27) 1.35m (4.4)
F6.01_P2A: Doors and exits left hand side view
F6.01_P2B: Doors and exits right hand side view
Type III emergency exit (R1)
Type I
Service door (R2)
Hatch
Cargo door (Not an emergency exit)
Type III emergency exit (L1)
Type I
Entrance door (L2)
Hatch

6.01.2 FLIGHT CREW COMPARTMENT DOORS CONTROL PANEL

All doors are continuously monitored by micro switches. A test and alert panel is
located in the flight crew compartment on the overhead panel.

The doors panel enables the flight crew to control the cabin and cargo doors status:
LOCKED or UNLOCKED.

The SW TEST pushbutton enables to test the micro switches system on cabin door
and service door and check that the alerts are active.

C.C.O.M

DOORS AND EXITS

GENERAL
6.01

P 3

JAN 12
F6.01_P3A: Doors control panel (Flight crew compartment)

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.

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 outside

In an emergency, ignore step 1.

C.C.O.M

DOORS AND EXITS

FLIGHT CREW COMPARTMENT EXIT
6.02

P 1

JAN 12
F6.02_P1B: Escape hatch inside view
F6.02_P1A: Escape hatch location
Drain hoses Electric plug
Assist handle
Operating handle

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 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.

C.C.O.M

DOORS AND EXITS

FLIGHT CREW COMPARTMENT EXIT
6.02

P 2

JAN 12
F6.02_P2A: Escape hatch outside view
F6.02_P2B: Escape rope stowage
(Electric rack)
Aeroplane anchoring point
Grip / thrust washer
F6.02_P2C: Escape rope use

6.03.1 ENTRANCE DOOR


The type I entry door is located at the rear LH side of the aeroplane. The entry door
is an outward opening type door with a net opening of 64 centimetres (25,19 inches)
wide and 1,73 metre (68,11 inches) high.

Attached to the integrated stair structure is a folding handrail which, by means of a
linkage to the fuselage structure automatically erects when the door is opened.

On ATR 500 and 600 series a second adjustable handrail erects automatically when
opening the door, providing that the rail safety pin is in ground normal position.
On ATR 200 and 300 the adjustable handrail is stowed and attached behind the rear
cabin partition wall during flight and has to be fixed to the stairs before embarking or
disembarking.

C.C.O.M

DOORS AND EXITS

CABIN DOORS AND EMERGENCY EXITS
6.03

P 1

JAN 12
F6.03_P1A: Entrance door opened, outside view
Folding handrail/
assist handle
Door control handle
Adjustable handrail
Safety pin
3 door locking
indicators
Emergency light
Assist handle

C.C.O.M

DOORS AND EXITS

6.03

P 2

JAN 12
F6.03_P2A: Entrance door closed, inside view
Emergency light
Folding handrail/
assist handle
Adjustable handrail
Safety pin
3 door locking
indicators
Door control handle
F6.03_P2B: Safety pin position on ground
(Handrail up when opening the door)
F6.03_P2C: Safety pin position in flight
(Handrail down when opening the door)
Assist handle

6.03.1.2 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

Note on opening the Entrance door from outside:

Difficulties may be encountered for opening the entrance door from outside. This will
arise only, when all aeroplane doors and exits are closed, and if:

First case, GPU connected to the aeroplane: A strong extract fan runs
automatically in order to cool down the avionic/electric and electronic systems.
This fan creates suction in the flight crew compartment, cabin and cargo
(deflating) and the aeroplane is in fact depressurizing itself on the ground
Second case, Air Conditioning Unit (ACU) connected to the aeroplane: It will
slowly pressurize the aeroplane on the ground (inflating)

C.C.O.M

DOORS AND EXITS

6.03

P 3

JAN 12
F6.03_P3A: Entrance door closed,
outside view
F6.03_P3B: Entrance door control handle/lever
opened

To equalize pressure and release the door:
Slightly open the service door (from outside). Move the door handle slowly
(enough for the vent flap to open and equalize pressure) since opening fully
and quickly could make the door popping out fast, with risks of injury for the
operator
OR
Request for ACU/GPU to be switched off and wait 2 to 3 minutes (the
pressure will equalize through the doors seals)
Recommendations to avoid these difficulties:
Always keep the flight crew compartment document door opened
(Maintenance or flight crew responsibility)

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

C.C.O.M

DOORS AND EXITS

6.03

P 4

JAN 12
F6.03_P4A: Entrance door control handle/lever closed
1 door locking indicator

OPENING FROM INSIDE:

1. Put the safety pin in place (Only on ATR 500 and 600 series)
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
5. Fix the second handrail manually (Only on ATR 200 and 300 series)

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 (Only on ATR 500 and 600 series)

* NOTE: On ATR 500/600 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.

6.03.1.3 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
3. The handrail will lower automatically

C.C.O.M

DOORS AND EXITS

6.03

P 5

JAN 12
F6.03_P5A: Entrance door with
adjustable handrail down
(Emergency mode)

OPTIONAL FORWARD LHS PASSENGER DOOR:

ATR offers the option to install an entry door and a built-in stair at the left hand
side forward area, instead of the cargo door.
This type I entry door is an outward opening door with a net opening of 92
centimetres (36,22 inches) wide and 1,81 metre (71,25 inches) high.

The door will be used for boarding and disembarking, and is not an emergency
exit.

If this door is installed, the forward left cargo compartment will then be
suppressed and access to the forward right hand side cargo compartment only
possible from outside.
Note: On a few aeroplanes, the left hand side type III exit (L1) is located further
down the cabin (At wings level).


1. Rotate the door operating handle aftward
2. Push the door outboard and forward
3. The door will lock against the fuselage


1. Pull the latch handle
2. Bring the door aftward and inboard using the door assist handle
3. Rotate the door operating handle forward
4. Check the door locking indicator

C.C.O.M

DOORS AND EXITS

6.03

P 6

JAN 12
F6.03_P6A: Optional FWD left entrance door
inside view
Door operating handle
1 door locking indicator
Assist handle
Latch handle

OPTIONAL FORWARD LHS PASSENGER DOOR (Continued)


1. Push on the door flap to grasp the door control lever
2. Pull the control lever towards self to allow rotation movement
3. Rotate the lever downward and forward
4. Bring the door forward until it locks against the fuselage


1. Pull the latch handle
2. Push on the door flap and keep hand in position
3. Push the door aftward without touching or moving the door control lever
4. The door will position itself into its frame
5. Rotate the control lever aftward and upward

IMPORTANT: Closing the door from outside must only be done by placing hand
into the flap casing and without touching the door control lever.
The lever must always stay positioned in between the 2 painted red lines. If the
door closing is done by pulling onto the lever, this could create abnormal
interference with the fuselage.

C.C.O.M

DOORS AND EXITS

6.03

P 7

JAN 12
F6.03_P7A: Optional FWD left entrance door, outside control lever (opened position)
Door control lever
Door flap casing
F6.03_P7B: Optional FWD left entrance door, door flap casing
Door closing
hand
position

OPTIONAL FORWARD LHS PASSENGER DOOR (Continued)

Stairs are fixed on the forward dividing wall (Electronic rack). When the door is
opened, the stairs have to be deployed manually.

STAIRS DEPLOYEMENT:

1. Disengage securing latch to release stairs from electronic rack location
2. Rotate stairs around the main axis and towards door until floor wheel locks
3. Press stairs/handrail release lever to unfold unit
4. Deploy the stairs/handrail by pushing on color coded bars, restrain from free fall

STAIRS FOLDING:

1. Fold stairs/handrail back by pulling on color coded bars until latch is engaged
2. Press on floor wheel latch pedal to unlock
3. Rotate stairs around the main axis and towards electronic rack
4. Push unit against electronic rack location until engaging securing latch

C.C.O.M

DOORS AND EXITS

6.03

P 8

JAN 12

F6.03_P8B: Optional FWD left
entrance door opened, outside view

F6.03_P8A: Optional FWD left
entrance door opened, inside view

6.03.2 SERVICE DOOR

6.03.2.1 SERVICE DOOR DESCRIPTION

The type I service door is located at the rear RH side of the aeroplane. The service
door is an outward and forward opening type door with a net opening of 69
centimetres (27,16 inches) wide and 1,27 metres (50 inches) high.

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.

C.C.O.M

DOORS AND EXITS

6.03

P 9

JAN 12
F6.03_P9A: Service door inside view
Door Opening/closing
control handle
Door assist handle
2 door locking indicators
Safety pin in
flight stowage
Safety pin lock
Door frame
securing handle

6.03.2.2 SERVICE DOOR NORMAL MODE OPERATION


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


1. Push the gust lock button(ATR 500 and 600 series) or
1. Pull the gust lock lever (ATR 200 and 300 series) to release the door
operating handle from the fuselage hook
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

C.C.O.M

DOORS AND EXITS

6.03

P 10

JAN 12
F6.03_P10A: Service door outside view
F6.03_P10B: Fuselage hook holding door handle
F6.03_P10C: Gust lock push button
ATR 500/600
F6.03_P10D: Gust lock pull lever
ATR 200/300
Door operating handle
Fuselage Hook
1 Door locking indicator
Door vent

Note: The door vent located on top of the service door (And visible from outside)
prevents the fuselage pressurization to an unsafe level.


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
5. To lock the door against the fuselage, engage the door operating handle
6. (Outside part) into the fuselage hook


2. Push the gust lock button to unlock the door (ATR 500 and 600 series) or
Pull the gust lock lever to unlock the door (ATR 42-300 and 72-200)
3. Pull the door inward to the door frame
4. Rotate the door control handle rearward
5. Check the 2 green locking indicators to confirm the correct locking of the door

Put back the safety pin if necessary (If leaving the aeroplane for instance)

6.03.2.3 SERVICE DOOR EMERGENCY MODE OPERATION

Same as normal opening from inside:

The safety pin has not been inserted since this is an in flight situation.

2. Pull the door control handle inward to allow rotation movement
3. Rotate the door control handle forward to unlock the door
5. To lock the door against the fuselage, engage the door operating handle
(Outside part) into the fuselage hook

C.C.O.M

DOORS AND EXITS

6.03

P 11

JAN 12

6.03.3 FORWARD EMERGENCY EXITS (TYPE III)

6.03.3.1 FORWARD EMERGENCY EXIT DESCRIPTION

6.03.3.2 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.

C.C.O.M

DOORS AND EXITS

6.03

P 12

JAN 12
Assist handle

F6.03_P12B: Forward
emergency exit inside view
F6.03_P12C: Forward emergency exit operation
F6.03_P12A: Forward
emergency exit outside view
Exit control
handle

7.00 CONTENTS

7.01 MMEL / MEL

7.02 PORTABLE EQUIPMENT

7.02.1 MANUAL RELEASE TOOL (MRT)
7.02.2 PORTABLE OXYGEN BOTTLE
7.02.3 OXYGEN MASK
7.02.4 HALON EXTINGUISHER
7.02.5 WATER EXTINGUISHER
7.02.6 PROTECTIVE BREATHING EQUIPMENT (PBE)
7.02.7 PROTECTIVE GLOVES
7.02.8 CRASH AXE
7.02.9 FLASHLIGHT
7.02.10 MEGAPHONE
7.02.11 ADULT LIFE JACKET
7.02.12 FIRST AID KIT
7.02.13 PORTABLE EMERGENCY LOCATOR TRANSMITTER (ELT)

7.03 FIXED EMERGENCY LOCATOR TRANSMITTER

C.C.O.M

EMERGENCY EQUIPMENT

CONTENTS
7.00

P 1

JAN 12

The Master Minimum Equipment List (MMEL) is a document created by the
aeroplane manufacturer and approved by the type certificating regulatory authority
(FAA in the USA, EASA in Europe, etc.) and lists all the safety-related items for
which revenue flights are permitted, in the event that the items are inoperative at
departure.
The MMEL specifies the conditions to be fulfilled and the procedures to be
performed, in order to allow the revenue flights to be operated with the inoperative
item for a limited period of time.
The MMEL serves as a basis for Operators in developing their own Minimum
Equipment List (MEL).
A MEL lists the instruments and equipment that may be inoperative without
jeopardizing the safety of the aeroplane. It is developed for a specific aeroplane by
the Operator and type of operation and is approved by the appropriate authority.

The MEL can not be less restrictive than the MMEL.

The eventual use of the MEL being subject to crew finding discrepancies with safety
equipment or aeroplane systems, it is therefore very important that all crew perform
genuine and comprehensive pre-flight checks at all time.

C.C.O.M

EMERGENCY EQUIPMENT

MMEL / MEL
7.01

P 1

JAN 12

MMEL

Created by
Manufacturer
MEL

Created by
Operator

7.02.1 MANUAL RELEASE TOOL (MRT)

DESCRIPTION:

The manual release tool is only available on 500/600 series with oxygen modules.

It is a flat metallic device equipped with two ends: one sharp extremity and another
flat and curved one.

There are 2 MRT located under each cabin crew seats.

ACTIVATION:

The MRT is used in order to manually open the oxygen modules, by placing the
sharp end into the oxygen module hole.

Note: It can be used as well to lock or unlock the lavatory from outside, using the
curved flat side.

PRE-FLIGHT CHECK:

Availability and correct location as per the emergency equipment diagram.

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 1

JAN 12
F7.02_P1B: MRT (Manual Release Tool)
F7.02_P1A: Oxygen module
opening with MRT (ATR 500/600)

7.02.2 PORTABLE OXYGEN BOTTLE (or Therapeutic bottle)

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 litres of oxygen and
composed of the following elements.

One pressure gauge
One ON/OFF tap valve
Two fitting outlets:
HI outlet provides 4 litres per minute for maximum duration of 30 minutes
LOW outlet provides 2 litres per minute for maximum duration of 60 minutes
One carrying strap
One recharge valve
Two overpressure ports

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

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 2

JAN 12
F7.02_P2A: Portable oxygen bottle Scott type 5500 F7.02_P2B: Portable oxygen
bottle location

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

PRE-FLIGHT CHECK:

Availability and correct location as per the emergency equipment diagram
Pressure gauge reading
(Minimum acceptable pressure according to operator)
Expiry date (Validity of 6 months)
Dust caps available and fitted in place on both HI and LOW outlets
Securing strap in good condition
Appropriate sterile masks available

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 3

JAN 12

7.02.3 OXYGEN MASK

Oxygen masks are found on board the ATR:

With the portable oxygen bottle
For connection to the oxygen modules on ATR 42-300 and 72-200 series
In the PSU on ATR 500/600 series

DESCRIPTION:

A yellow mask covering mouth and nose
An elastic strap
A reservoir bag
A hose with connector
A flow indicator (optional)

The mask should be stored in a sterile bag.

ACTIVATION:

1. Fix the mask hose to the appropriate connector
2. Ensure that oxygen is flowing into the mask (If the mask is equipped with a
flow indicator, the indicator will turn green when the oxygen is flowing.
If no indicator available, check that the reservoir bag is inflating)
3. Don the mask and secure with the elastic strap

PRE-FLIGHT CHECK:

Availability and proper location as per the emergency equipment diagram

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 4

JAN 12
F7.02_P4A: Oxygen mask

7.02.4 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 10.03 p 2 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)

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 5

JAN 12
F7.02_P5A: 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.

PRE-FLIGHT CHECK:

The pressure gauge needle is in the green zone
The safety pin is in place
The safety seal is intact

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 6

JAN 12
Pull the pin
and aim at base of fire
Squeeze handle
and trigger together
Sweep from side to side
F7.02_P6A: Using the halon extinguisher

7.02.5 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.
(See Chapter 10.00 - Emergency Procedures)

DESCRIPTION:

The Walter Kidde extinguisher is a grey cylinder containing 2 litres of water mixed
with an anti-icing additive.
It is composed of the following elements:

One carrying handle with a CO
2
cartridge
One trigger
One diffuser
One safety wire

ACTIVATION:

Turn the handle clockwise (the wire will break automatically) until the CO
2

cartridge is punctured
Press the trigger
Aim at the base of fire

The extinguisher lasts about 30 to 40 seconds.

PRE-FLIGHT CHECK:

Expiry Date (6 months validity from the revision date)
The CO
2
cartridge is available
The safety wire is intact

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 7

JAN 12
F7.02_P7A: Water extinguisher

7.02.6 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).

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 8

JAN 12
F7.02_P8A: PBE stowage box
F7.02_P8B: PBE deployed

The PBE is composed of the following elements:

o A large clear visor
o An oronasal mask
o A speaking diaphragm
o Activation and adjustment straps
o A neck seal
o A chlorate candle
o A KO
2
canister (Potassium Superoxide)

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 KO
2
canister. The KO
2
canister removes water vapour and CO
2
and adds
oxygen before the gas is returned to the interior of the hood for inhalation.

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 9

JAN 12
F7.02_P9A: PBE description

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

.

F7.02_P10A: PBE activation

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 10

JAN 12

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.

PRE-FLIGHT CHECK:

Stowage box seal not damaged

NOTE:

An ATR option consists in installing one supplementary Protective Breathing
Equipment, in the flight crew compartment, behind the Captains seat.

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 11

JAN 12

7.02.7 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.

The protective gloves are kept in the flight crew compartment behind the captains
seat.
The pre-flight check is the flight crew responsibility.

7.02.8 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.

The crash axe is kept in the flight crew compartment behind the first officers seat.
The pre-flight check is the flight crew responsibility.

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 12

JAN 12
F7.02_P12A: Protective gloves
F7.02_P12B: Crash axe

7.02.9 FLASHLIGHT

The flashlights are used only in case of emergency (poor visibility due to darkness or
smoke).
They are located under each cabin crew seat (On ATR 42 series, due to the absence
of forward seat, one flashlight is located in the forward overhead locker or forward
equipment stowage)

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

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 13

JAN 12
F7.02_P13A: Standard flash light
ON/OFF push button

NOTE: OPTIONAL DME FLASH LIGHTS

ATR offers the possibility to replace the basic cabin flashlights by DME
flashlights with a red led signaling the battery charge.

ACTIVATION:
The flashlight will activate automatically when it is removed from its retention
bracket, and will turn off automatically, when put back into the retention bracket.

PRE-FLIGHT CHECK:

The Tamper shield seal is in place and intact.
The LED light illuminates every period of 10 seconds.

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 14

JAN 12
F7.02_P14A: Optional DME flash light

7.02.10 MEGAPHONE

All ATR 72 aeroplane are equipped with 1 megaphone whereas ATR 42 does not
count any.

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.

PRE-FLIGHT CHECK:

Press the push to talk switch until hearing of a click sound

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 15

JAN 12
Carrying strap
Push to talk switch
Mouthpiece
F7.02_P15A: Megaphone

7.02.11 ADULT LIFE JACKET

NOTE: Optional passenger life-jackets are provided to allow over water
operations.

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.

DESCRIPTION:

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

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 16

JAN 12
F7.02_P16A: Life jacket under seat location
F7.02_P16B: Life jacket pouch
F7.02_P16C: Aerazur Life jacket
Light
Inflation red tab
Oral inflation tube
CO2 Cartridge
Strap
Whistle Water activated battery
with rubber tab

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 CO
2
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.

PRE-FLIGHT CHECK:


C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 17

JAN 12
F7.02_P17A: Aerazur life jacket on adult
(Strap around waist)
F7.02_P17B: Aerazur life jacket on child
(Strap between legs)

7.02.12 FIRST AID KIT

A minimum of one first aid kit is provided on board the ATR aeroplane.

Standard delivery is with one first aid kit on ATR 42 and two on ATR 72.

The content will vary depending on operators.

PRE-FLIGHT CHECK:


C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 18

JAN 12
F7.02_P18A: First Aid Kit

7.02.13 PORTABLE EMERGENCY LOCATOR TRANSMITTER - ELT
(OPTIONAL)

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.

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

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 19

JAN 12
F7.02_P19A: Portable ELT ADT 406 S (Survival) Flight bag and wall mounting bracket
F7.02_P19B: ADT 406 S
(Survival)

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 - 20C to + 55C

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 20

JAN 12
F7.02_P20A: Portable ELT ADT 406 S (Survival) details
ON/OFF/ARMED
Toggle switch
Test push
button
Indicator light
Whip
antenna
Water
sensor /
Identification
module
Flotation
device

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.

PRE-FLIGHT CHECK:

Availability and correct location as per the loose equipment diagram
Antenna screwed on the antenna plug
Toggle switch on ARMED position
(According to operator standard operating procedures, press the Test switch
button and confirm aural and visual signs)

C.C.O.M

EMERGENCY EQUIPMENT

PORTABLE EQUIPMENT
7.02

P 21

JAN 12

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

DESCRIPTION:

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

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.

C.C.O.M

EMERGENCY EQUIPMENT

FIXED EMERGENCY LOCATOR TRANSMITTER
7.03

P 1

JAN 12
F7.03_P1A: ELT ADT 406 AF (Automatic Fixed)
F7.03_P1B: X MIT ALERT test, flight crew compartment overhead panel

*Information
*The International Cospas-Sarsat System has ceased satellite processing of
121.5/243 MHz beacons on 1 February 2009. Only 406 MHz beacons are now
detected by the Cospas-Sarsat satellite system.
Cospas-Sarsat made the decision to cease satellite processing at 121.5/243 MHz in
response to guidance from the International Civil Aviation Organization (ICAO) and
the International Maritime Organization (IMO). These United Nations organizations
mandate safety requirements for aeroplane and maritime vessels and have
recognised the limitations of the 121.5/243 MHz beacons and the superior
capabilities of the 406 MHz alerting system.
The digital 406 MHz beacons offer many advantages over analog 121.5/243 MHz
beacons. With a 406 MHz beacon, the position of the distress can be relayed to
rescue services more quickly, more reliably and with greater accuracy.

C.C.O.M

EMERGENCY EQUIPMENT

FIXED EMERGENCY LOCATOR TRANSMITTER
7.03

P 2

JAN 12

8.00 CONTENTS

8.01 FLIGHT CREW COMPARTMENT

8.02 ATR 72-500/600 CABIN

8.03 ATR 72-200 CABIN

8.04 ATR 42-500/600 CABIN

8.05 ATR 42-300 CABIN

C.C.O.M

EMERGENCY EQUIPMENT DIAGRAMS

CONTENTS
8.00

P 1

JAN 12

C.C.O.M


8.01

P 1

JAN 12
F8.01_P1A: Flight crew compartment emergency equipment
OBSERVER SEAT AREA

1 Quick Donning mask
1 Smoke goggle
1 Life jacket

F.O SEAT AREA

1 Flashlight
1 Smoke goggle

BEHIND F.O SEAT
AREA

1 Halon extinguisher
1 Crash axe
1 Life jacket

CAPTAIN SEAT AREA

1 Flashlight
1 Smoke goggle

BEHIND CAPTAIN SEAT AREA

1 Protective gloves
1 Life jacket
(1 PBE*)

ATR 72-500/600

C.C.O.M


ATR 72-500/600 CABIN
8.02

P 1

JAN 12
F8.02_P1A: ATR 72-500/600 emergency equipment diagram
FWD CABIN CREW SEAT

1 Flashlight
1 O2 bottle + mask
1 Life Jacket
2 MRT

FWD LHS AREA

1 Water extinguisher
1 PBE
1 First Aid Kit

AFT LHS AREA

1 PBE
1 First Aid Kit

AFT RHS AREA

1 PBE
1 Megaphone

AFT CABIN CREW SEAT

1 Flashlight
1 O2 bottle + mask
1 Life Jacket
2 MRT

ATR 72-200

C.C.O.M


ATR 72-200 CABIN
8.03

P 1

JAN 12
F8.03_P1A: ATR 72-200emergency equipment diagram
FWD CABIN CREW SEAT

1 Flashlight
1 O2 bottle + mask
1 Life Jacket

AFT RHS AREA

1 PBE
1 Megaphone

FWD LHS AREA

1 PBE
1 First Aid Kit
4 O2 masks

AFT LHS AREA

1 PBE
1 First Aid Kit
4 O2 Masks

AFT CABIN CREW SEAT

1 Flashlight
1 O2 bottle + mask
1 Life Jacket

ATR 42-500/600

C.C.O.M


ATR 42-500/600 CABIN
8.04

P 1

JAN 12
F8.04_P1A: ATR 42-500/600 emergency equipment diagram
FWD LHS AREA

1 PBE

AFT LHS AREA

1 PBE
1 First Aid Kit

CABIN CREW SEAT

1 Flashlight
1 O2 bottle + mask
1 Life Jacket
2 MRT

ATR 42-300

C.C.O.M


ATR 42-300 CABIN
8.05

P 1

JAN 12
F8.05_P1A: ATR 42-300 emergency equipment diagram
FWD LHS AREA

1 PBE

AFT LHS AREA

1 PBE
1 First Aid Kit
5 O2 Masks

CABIN CREW SEAT

1 Flashlight
1 O2 bottle + mask
1 Life Jacket

PREAMBLE: Normal procedures presented in this chapter are provided to
support the Operators in developing their own standard operating procedures.

9.00 CONTENTS

9.01 INTRODUCTION

9.01.1 CREW RESOURCE MANAGEMENT
9.01.2 PRE-FLIGHT BRIEFING

9.02 CABIN PRE-FLIGHT CHECKS

9.02.1 SAFETY PRE-FLIGHT CHECKS
9.02.2 AEROPLANE SYSTEMS PRE-FLIGHT CHECKS
9.02.3 SAFETY AND EMERGENCY EQUIPMENT PRE-FLIGHT CHECKS

9.03 PHASES OF THE FLIGHT

9.03.1 STERILE FLIGHT CREW COMPARTMENT POLICY
9.03.2 PHASE 1: PRE-FLIGHT, PUSH BACK AND TAXIING
9.03.3 PHASE 2: TAKE OFF AND CLIMBING
9.03.4 PHASE 3: CRUISING
9.03.5 PHASE 4: DESCENT AND APPROACH
9.03.6 PHASE 5: LANDING
9.03.7 PHASE 6: TAXIING AND ARRIVAL

9.04 SPECIFIC PROCEDURES

9.04.1 RE/DEFUELING WITH PASSENGER EMBARKING, ON BOARD, OR
DISEMBARKING
9.04.2 TRANSIT WITH PASSENGER ON BOARD
9.04.3 LUGGAGE IDENTIFICATION

C.C.O.M

NORMAL PROCEDURES

CONTENTS
9.00

P 1

JAN 12

9.01.1 CREW RESOURCE MANAGEMENT

CRM was developed as a response to new insights into the causes of aeroplane
accidents. Many accidents were caused by the inability of crew to respond
appropriately to the situation in which they find themselves.

For example, inadequate communications between crew members and their parties
lead in turn to a loss of situational awareness, a breakdown in teamwork in the
aeroplane, and ultimately to a bad decision or series of decisions which resulted in
serious incident or a fatal accident.

CRM can therefore be defined as a management system, which makes optimum use
of all available resources equipment, procedures and people to promote safety
and enhance the efficiency of flight operations.

The successful conduct of a flight depends not only on a high standard of technical
knowledge and skills but also on good CRM skills. It starts with the necessity to use a
standard and correct terminology on board in order to allow a good coordination and
communication between the flight crew and the cabin crew.

9.01.2 PRE-FLIGHT BRIEFING

Based on the technical information provided in this manual, the pre-flight briefing
related to the operation of the ATR aeroplane is to be developed by operators as per
their standard operating procedures.

C.C.O.M

NORMAL PROCEDURES

INTRODUCTION
9.01

P 1

JAN 12

When the cabin crew member gets on board, the ground service buses located on
the FAP/CMS should be activated for electrical power distribution.

9.02.1 SAFETY PRE-FLIGHT CHECKS

The cabin crew member has the responsibility of the pre-flight check of aeroplane
systems and emergency equipments in order to make sure that the flight can be
performed with the maximum safety. On ATR, certain checks of aeroplane systems
and safety equipment will be done individually, others collectively with the flight crew
members.

C.C.O.M

NORMAL PROCEDURES

CABIN PRE-FLIGHT CHECKS
9.02

P 1

JAN 12
E X I T
F9.02_P1A: Ground service bus switches

9.02.2 AEROPLANE SYSTEMS PRE-FLIGHT CHECKS

9.02.2.1 INTERPHONE CALL TEST

The cabin crew will confirm the good operation of the interphone:
Normal call: Cabin to flight crew compartment
To contact the flight crew, the cabin crew member should perform:

Emergency call: Cabin to flight crew compartment
On the ATR 72-500/600, 42-500/600, Type 1 new generation interphone is equipped
with an EMER button. For an emergency call, the cabin crew member should
perform:

Type 2 interphone on the ATR 42-300 and 72-200 is not equipped with an EMER
button.

Normal call: Flight crew compartment to cabin
Cabin crew will confirm the audio and visual signs in the cabin and report it to the
flight crew.

T9.02_P2A: Interphone system

C.C.O.M

NORMAL PROCEDURES

9.02

P 2

JAN 12
HANDSET INTERPHONE

..UNHOOKED
CALL BUTTON (Type 1, ATR 500/600) or;
INT BUTTON (Type 2, ATR 200/300)
.PRESS
.PRESS

HANDSET INTERPHONE

.UNHOOKED
EMER BUTTON (Type 1, ATR 500/600) .PRESS

HANDSET INTERPHONE

..................UNHOOKED
CALL BUTTON (Type 1 ATR 500/600) or;
INT BUTTON (Type 2 ATR72-200/42-300)
.......PRESS TO START THE COMMUNICATION
.......PRESS TO START THE COMMUNICATION

9.02.2.2 PUBLIC ADRESS TEST

The PA provides 2 functions available from the cabin handset:

Normal PA, when the cabin crew member makes an announcement:

REMINDER: PA with a higher priority interrupts a PA announcement from a source
with a lower priority. The priority is as follows:

T9.02_P3A: PA system

C.C.O.M

NORMAL PROCEDURES

9.02

P 3

JAN 12
HANDSET INTERPHONE

.. UNHOOKED
PA ..PRESS

PTT ..PUSH TO TALK

ANNOUNCEMENT ....START

LEVEL 1 HIGHEST PRIORITY

....FLIGHT CREW COMPARTMENT PA

LEVEL 2

..CABIN CREW HANDSET PA

LEVEL 3 LOWEST PRIORITY

VIDEO AND ENTERTAINMENT SOUNDS

9.02.2.3 PASSENGER CALL TEST
A passenger call test should be carried out in the cabin and in the lavatory.
When the test is completed, the cabin crew member should reset the call by
repressing the cabin crew call button to switch off the light indicator on the
PSU/LSU.

T9.02_P4A: Passenger call

9.02.2.4 EMERGENCY LIGHTS TEST

The check of the emergency light is located on the FAP at the rear of the
cabin above the cabin crew seat.

On the FAP, the cabin crew member must lift the lid guarded and switches on
the EMER light button. The EMER light button connects the emergency lights
system in all of the different area of the aeroplane.

The cabin crew member will check the following items: Exit lights, exit signs,
ceiling light and presence of the floor path marking.
When the test is completed, the cabin crew member should reset the test by
repressing the emergency light button to switch off the emergency lights (See
chapter 4.04 page 2).

T9.02_P4B: Emergency lights

C.C.O.M

NORMAL PROCEDURES

9.02

P 4

JAN 12
CABIN CREW CALL BUTTON

..PRESS
LIGHT INDICATOR .....ON

LID GUARDED ....LIFT

EMER BUTTON ....ON

F9.02_P4A: FAP Emergency lights switch ON

9.02.2.5 SMOKE DETECTORS
In the lavatory the cabin crew must check that nothing is obstructing the smoke
detector duct (small hole) located in the top corner of the partition on the right hand
side. The cabin crew must get inside the lavatory and close the door in order to
properly see the duct.
In the aft cargo area the cabin crew must check that nothing is obstructing the smoke
detector located on the ceiling.
The forward cargo area smoke detector will be checked by the flight crew.
The whole smoke detecting system functionality is tested from the flight crew
compartment only (See chapter 4.02 page 1)

9.02.2.6 LAVATORY AUTOMATIC FIRE EXTINGUISHER

Due to the difficulty to access the lavatory automatic fire extinguisher a daily check is
normally done by engineering.
According to Airlines procedures, 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 (See chapter 4.03 page 1).

9.02.2.7 TEMPERATURE CONTROL

The temperature of the aeroplane is managed by the flight crew from the flight crew
compartment overhead panel.
The cabin crew members do not have to perform a pre-flight check.

9.02.2.8 WATER INDICATOR CONTROL

Only the ground personnel can check the level of water (See location in Chapter 3.04
page 3).
The cabin crew members do not have to perform a pre-flight check.

C.C.O.M

NORMAL PROCEDURES

9.02

P 5

JAN 12

9.02.3 SAFETY AND EMERGENCY EQUIPMENT PRE-FLIGHT CHECKS
Before each flight the cabin crew member should pre-flight check all safety and
emergency equipment on board.

MANUAL RELEASE TOOL
OXYGEN BOTTLE and MASK
PORTABLE FIRE EXTINGUISHERS
PROTECTIVE BREATHING EQUIPMENT
FLASH LIGHT
MEGAPHONE (If available)
LIFEJACKETS (if available)
FIRST AID KIT
PORTABLE EMERGENCY LOCATOR TRANSMITTER (If available)
As specified by operators standard operating procedures
TAIL PROP
As specified by operators standard operating procedures
ANY OTHER ADDITIONAL EQUIPMENT

If the cabin crew member is not satisfied with the pre-flight check of any of the
equipment it should be reported to the flight crew members.

NOTE: PROTECTIVE GLOVES and CRASH AXE being located in the flight crew
compartment, their pre-flight check falls under the flight crew responsibilities, unless
otherwise specified by operators standard operating procedures.

C.C.O.M

NORMAL PROCEDURES

9.02

P 6

JAN 12

The related flight phases are applicable to the cabin operation.

Phase 1: Preflight, Push Back, Taxiing.
This phase begins at the preflight check and ends at take off. The aeroplane might
require a pushback from the parking to a position where engines can safely be
started.

Phase 2: Take-off and climb
During this phase, the aeroplane takes off and climbs until reaching the cruising
altitude.

Phase 3: Cruising
This phase involves the part of the flight on which the aeroplane is steady at a flight
planned altitude and ends at the descent.

Phase 4: Descent and approach
This phase begins when the aeroplane starts descending and ends before the
landing phase.

Phase 5: Landing
This phase begins at the landing gear touchdown and ends when the aeroplane has
vacated the runway.

Phase 6: Taxiing and arrival.
This phase begins when the aeroplane has vacated the runway and ends when it
reaches the final stand.

The most critical phases of the flight are:
Take off and climbing
Landing

Statistically, 90% of unplanned evacuations were the results of events that occurred
during those phases.

C.C.O.M

NORMAL PROCEDURES

PHASES OF THE FLIGHT
9.03

P 1

JAN 12
F9.03_P1A: Phases of flight

9.03.1 STERILE FLIGHT CREW COMPARTMENT POLICY

The purpose of the sterile flight crew compartment policy is to allow the flight crew to
focus all their attention on their workload and is applicable during the critical phases
of the flight.

The cabin crew members should not try and contact the flight crew in any ways
unless an abnormal situation occurs (ex: fire or smoke in the cabin; abnormal noises
or vibrations)

9.03.2 PHASE 1: PRE-FLIGHT, PUSH BACK and TAXIING

9.03.2.1 PRE-PASSENGER BOARDING

Once the cabin crew has completed his/her pre-flight safety, service duties and
checks, the captain will authorize to start passengers boarding.
The cabin must be in condition to receive the passengers safely (curtains folded and
secured, unobstructed access to doors and exits).

On ATR 72, the cabin crew must ensure that the tail prop has been properly
positioned (See chapter 3.07 page 1).

T9.03_P2A: Pre-flight duties

C.C.O.M

NORMAL PROCEDURES

9.03

P 2

JAN 12
EMERGENCY EQUIPMENT ....CHECKED

AEROPLANE SYSTEMS

..CHECKED

CURTAINS FOLDED and SECURED

DOORS & EXITS ACCESS FROM INSIDE/OUTSIDE

TAIL PROP (ATR 72 only)

.IN PLACE
BOARDING

AFTER CAPTAIN AUTHORIZATION

9.03.2.2 BOARDING

During boarding, and for security reasons, the cabin crew member should check
each boarding card in order to ensure that the destination is in accordance with the
flight.
The cabin crew member should assist passengers in the cabin in order to facilitate
the flow of passengers. The cabin crew member should anticipate on the oversize
luggage carried on board.

a) Passenger seating
An operator shall establish procedures to ensure that passengers are seated where,
in the event that an emergency evacuation is required, they may best assist and not
hinder evacuation from the aeroplane.

Each passenger above 2 years old should have an individual seat equipped with a
seat belt. Infant travelling on an adults lap should be offered an infant seat belt /
Loop-belt, acceptable to the Authority.
For safety reasons, it is recommended not to seat the following passengers near an
emergency exit:

Children
Disabled passenger
Pregnant or obese passenger
Deportees

b) Smoking on board
The cabin crew should enforce the No smoking rules any time the No smoking
cabin sign is illuminated. Smoking regulations should be applied by everyone,
including all crew members.

c) Door closing
After the flight crew authorization, and only after all passengers are seated, the cabin
crew member can close the doors, ensuring that the tail prop has been removed and
properly stored (ATR 72 only).
Even though the Captain has the mean to check the status of cabin doors, cabin
crew should still confirm the proper closing and locking of the doors.
Once a door is closed, it is not allowed to be re-opened except on Captains
permission.

C.C.O.M

NORMAL PROCEDURES

9.03

P 3

JAN 12

9.03.2.3 PASSENGER SAFETY BRIEFING
The contents of passenger safety briefing will be developed by the operators as part
of their standard operating procedures and as per their applicable requirements.
Such briefings will include for the ATR aeroplane, information and demonstration of
the following:

The location and use of oxygen equipment, on ATR equipped with the 100%
oxygen option (Demonstration of standards Outlet or Module systems is
subject to operators standard operating procedures)

In addition to the above, briefings usually include information on:
Smoking regulations
Back of the seat to be in the upright position and tray table stowed
Location of emergency exits
Location and use of floor proximity escape path markings
Stowage of hand baggage
Restrictions on the use of portable electronic devices
Location and contents of the safety briefing card

And briefings usually include demonstration of the following:

The use of safety belts, including how to fasten and unfasten the safety belts
The location and use of life jackets (if required for the flight)

On ATR models equipped with the optional IFE system, parts or all of the briefing
may be provided by an audiovisual presentation.

C.C.O.M

NORMAL PROCEDURES

9.03

P 4

JAN 12

9.03.2.4 CABIN SECURING

Before take off, cabin crew members must ensure that:

All passengers are correctly fastened
All hand baggage is properly stowed either in the stowage compartment or
under the seats
Tray tables are folded away and the back of the seats are in upright position.
The armrests must be in lowered position
The aisle and exits are clear of any objects
Rear cargo compartment safety net is secured (Plus optional curtain or door if
available)
Galley(s) are fully secured, all latches are in the locked position in order to
avoid injuries to persons and/or damage to the cabin interior
Curtains are folded and secured (With the curtain loops)
The lavatory is vacant with the lavatory door locked
Restrictions on the use of portable electronic devices are enforced
Video screens (If available) are stowed away
Window blinds (If available) are up

a) Dimming of the lights:

During night time take off, the cabin lights should be reduced to the lowest in order to
facilitate night time vision.

b) Cabin Ready

After the aeroplane is completely secured and the cabin crew members are seated
on their respective seats, the senior cabin crew member (SCCM) will pass the Cabin
Ready check to the flight crew members via the interphone.
At this stage of the flight phase, each cabin crew member must perform the silent
review in order to prepare for possible abnormal situations.
During the silent review, cabin crew remains A.L.E.R.T :

Aeroplane type and type of operating exits
Location of equipment
Evacuation commands and procedures
Responsibilities and drills to apply
Threat to consider (smoke, fire)

C.C.O.M

NORMAL PROCEDURES

9.03

P 5

JAN 12

T9.03_P6A: Cabin securing

C.C.O.M

NORMAL PROCEDURES

9.03

P 6

JAN 12
CABIN SECURING
PASSENGER SEATBELT ....FASTENED

PASSENGER HAND BAGGAGE ....STOWED

TABLE TRAY ..FOLDED AND LOCKED

SEAT BACK UPRIGHT POSITION

ARMREST

...LOWERED POSITION
SCREENS

FOLDED
WINDOW BLINDS

UP
PORTABLE ELECTRONIC
DEVICES

OFF
CABIN LIGHTING

DIMMED
CURTAINS

FOLDED AND SECURED
LAVATORY

VACANT AND LOCKED

REAR CARGO

SAFETY NET SECURED
OVEN (IF AVAILABLE)

SWITCHED OFF
CATERING

STOWED
TROLLEYS

STOWED
LATCHES

LOCKED
CABIN READY REPORTED

SILENT REVIEW PERFORMED

9.03.3 PHASE 2: TAKE-OFF AND CLIMBING

After take-off, passengers should be reminded of:

Smoking regulations
Use of safety belts including the safety benefits of having safety belts
fastened when seated, irrespective of seat belt sign illumination

Passengers must remain seated until the seat belt sign is switched off, whereas
cabin crew could be allowed to leave their seats on Captains authorization.

At this stage of the flight, cabin crew should be able to identify any abnormal smell,
noises or anything that can compromise safety.

9.03.4 PHASE 3: CRUISING

Cabin crew should maintain continuous vigilance and be alert through the whole
flight. The following areas should be monitored regularly:

Lavatory

The cabin crew member ensures that passengers respect the safety instructions
such as No smoking, Fasten seatbelt when the cabin signs are switched on.
During this phase, most of the time is spent taking care of passengers comfort.

Admission to the flight crew compartment

The admission to the flight crew compartment is restricted as specified in chapter
2.04 page 7.

T9.03_P7A: In flight monitoring

C.C.O.M

NORMAL PROCEDURES

9.03

P 7

JAN 12
INFLIGHT MONITORING
CABIN ....MONITORED

LAVATORY ....REGULARLY CHECKED

FLIGHT CREW COMPARTMENT ....REGULARLY CHECKED

9.03.5 PHASE 4: DESCENT AND APPROACH

At the beginning of descent, cabin crew should make a passenger announcement.
When the seat belt sign is illuminated cabin crew will secure the cabin for landing
making sure that:
All passengers are correctly fastened
All hand baggage is properly stowed either in the stowage compartment or
under the seats
Tray tables are folded away and the back of the seats are in upright position.
The armrests must be in lowered position
The aisle and exits are clear of any objects
Rear cargo compartment safety net is secured (Plus optional curtain or door if
available)
Galley(s) are fully secured, all latches are in the locked position in order to
avoid injuries to persons and/or damage to the cabin interior
Curtains are folded and secured (With the curtain loops)
The lavatory are vacant with the lavatory door locked
Restrictions on the use of portable electronic devices are enforced
Video screens (If available) are stowed away
Window blinds (If available) are up

Passengers should be reminded of smoking regulations and use of safety belts.

a) Dimming of the cabin light:

During night time landing, the cabin light should be reduced to the lowest in order to
facilitate night time vision.
At this stage, the senior cabin crew member should have filled in the cabin logbook in
order to report any cabin discrepancies.

C.C.O.M

NORMAL PROCEDURES

9.03

P 8

JAN 12

T9.03_P9A: Pre-landing duties

b) Cabin ready

After the aeroplane is completely secured and the cabin crew members are seated
on their respective jump seats, the senior cabin crew member (SCCM) will pass the
Cabin Ready check to the flight crew members via the interphone.
At this stage of the flight phase, each cabin crew member must perform the silent
review in order to prepare to a possible abnormal situations.
During the silent review, cabin crew remains A.L.E.R.T :

C.C.O.M

NORMAL PROCEDURES

9.03

P 9

JAN 12
PRE-LANDING DUTIES
PASSENGER SEATBELT ....FASTENED

PASSENGER HAND BAGGAGE ....STOWED

TABLE TRAY ..FOLDED AND LOCKED

SEAT BACK UPRIGHT POSITION

ARMREST

...LOWERED POSITION
SCREENS

FOLDED
WINDOW BLINDS

UP
PORTABLE ELECTRONIC DEVICES

OFF
CABIN LIGHTING

DIMMED
CURTAINS

FOLDED AND SECURED
LAVATORY

VACANT AND LOCKED

REAR CARGO

SAFETY NET SECURED
OVEN (IF AVAILABLE)

SWITCHED OFF
CATERING

STOWED
TROLLEYS

STOWED
LATCHES

LOCKED

SILENT REVIEW PERFORMED

9.03.6 PHASE 5: LANDING

The cabin crew member should remain seated until the aeroplane arrives at the
parking stand.

Passengers should be reminded of smoking regulations and use of safety belts.

9.03.7 PHASE 6: TAXIING AND ARRIVAL

After the aeroplane has come to a complete stop and engines are switched off, the
Captain should switch off the Fasten seat belt sign allowing passengers to stand
up.
a) Door Opening

After the flight crew authorization, the cabin crew member can open the doors.
On ATR 72 only, the cabin crew must ensure the tail prop has been put in place
before passengers disembarkation (See chapter 3.07 page 1)

b) Passenger disembarkation

Cabin crew members should control the flow of passengers and ensure that
everyone complies with the No smoking regulations.

c) Post flight security checks

Before leaving the aeroplane, cabin crew must perform a post flight security check in
order to ensure that no objects have been left on board. All accessible compartments
must be controlled.

d) Leaving the aeroplane

If the aeroplane is left unattended for an unlimited amount of time and as specified by
operators standard operating procedures, all access to the aeroplane should be
secured.
R2 service door opening from outside can be prevented by the cabin crew inserting
the safety pin into the door lever (See chapter 6.03 page 8).

C.C.O.M

NORMAL PROCEDURES

9.03

P 10

JAN 12

9.04.1 RE/DEFUELING WITH PASSENGER EMBARKING, ON BOARD, OR
DISEMBARKING:

Refuelling procedures are subject to National aviation authorities and may also vary
according to airport local regulations.
On ATR, the refuelling is done on the right hand side of the aeroplane (under the
wing of ATR 42 or under the landing gear bay of the ATR 72)

At all time during the refuelling process, the cabin must remain secured and cabin
crew will ensure that the curtains are folded and secured (with curtain loops) and that
the aisle and exits are free from any obstruction (Ready for an eventual evacuation).

T9.04_P2A: Refuelling with pax on board

When the tanker is disconnected from the aeroplane, the flight crew will inform the
cabin crew members and passengers of the end of refueling.

9.04.2 TRANSIT WITH PASSENGER ON BOARD

During a stopover, cabin crew will make sure that the remaining passengers respect
the safety regulations such as NO SMOKING.
A transit announcement will instruct passengers of procedures to be followed during
the stopover. At all time the aisle and exits must remain clear of any obstacles.

9.04.3 LUGGAGE IDENTIFICATION

For security reasons a physical luggage identification may be requested.
Each passenger and crew members will be requested to disembark the aeroplane in
order to identify their luggage. Cabin crew will assist the ground staff and process in
orderly manner.

C.C.O.M

NORMAL PROCEDURES

SPECIFIC PROCEDURES
9.04

P 1

JAN 12
ANNOUNCEMENT .....MADE

FASTEN SEATBELT
SIGN
....OFF

NO SMOKING SIGN .........ON

CURTAINS .....OPENED AND SECURED

EXITS & AISLE

... FREE ACCESS

PREAMBLE: Emergency procedures presented in this chapter are provided to
support the Operators in developing their own standard operating procedures.

10.00 CONTENTS

10.01 CREW COMMUNICATION AND COORDINATION

10.02 TURBULENCE

10.02.1 LIGHT/MODERATE TURBULENCE
10.02.2 SEVERE ANTICIPATED TURBULENCE
10.02.3 SEVERE UN-ANTICIPATED TURBULENCE

10.03 FIRE

10.03.1 CHEMISTRY OF FIRE
10.03.2 CLASSES OF FIRE
10.03.3 FIRE PREVENTION
10.03.4 FIRE FIGHTING TEAM ON ATR
10.03.5 PASSENGER MANAGEMENT
10.03.6 FIRE FIGHTING PROCEDURES
10.03.7 CABIN SMOKE CONTAMINATION
10.03.8 EMERGENCY EQUIPMENT
10.03.9 FLIGHT CREW PROCEDURE FOR SMOKE REMOVAL

10.04 DECOMPRESSION

10.04.1 SLOW DECOMPRESSION
10.04.2 RAPID OR EXPLOSIVE DECOMPRESSION
10.04.3 HYPOXIA
10.04.4 TIME OF USEFUL CONSCIOUSNESS
10.04.5 INITIAL CREW PROCEDURES
10.04.6 POST DECOMPRESSION PROCEDURES

10.05 FLIGHT CREW INCAPACITATION

10.05.1 FLIGHT CREW CALL
10.05.2 CABIN CREW PROCEDURE

C.C.O.M

EMERGENCY PROCEDURES

CONTENTS
10.00

P 1

JAN 12

10.06 EMERGENCY EVACUATION

10.06.1 EMERGENCY EVACUATION GENERAL INFORMATION
10.06.2 UNPLANNED EMERGENCY EVACUATION
10.06.3 PLANNED EMERGENCY EVACUATION
10.06.4 EMERGENCY EVACUATION ON WATER (DITCHING)
10.06.5 EXITS TO USE IN CASE OF EVACUATION

C.C.O.M


CONTENTS
10.00

P 2

JAN 12

Flight crew and cabin crew should function as one team with a common goal: flight
safety.
During operations and in their duties related to the safety of passengers and flight,
the cabin crew should at all time liaise with the flight crew members.

Any situation, feeling, behavior, observation that alerts the cabin crew members to a
possible threat to flight safety, must immediately be reported to the flight crew
members.

A cabin crew can play a crucial role by giving information to the flight crew in a timely
and accurate manner. A clear, concise and specific vocabulary needs to be used.

A cabin crew member should have communication, assertiveness and leadership
skills.

C.C.O.M


CREW COMMUNICATION AND COORDINATION
10.01

P 1

JAN 12

Turbulence is a stream of air in irregular motion that normally cannot be seen and
often occurs unexpectedly. It can be created by a number of different conditions such
as:
Thunderstorms
Mountainous areas
Jet streams
Sudden temperature changes
The severity of air turbulence can be categorized in:
Light/Moderate turbulence
Anticipated severe turbulence
Un-anticipated severe turbulence
10.02.1 LIGHT / MODERATE TURBULENCE

This type of turbulence will be experienced on most flights.
After the Fasten seat belt sign is illuminated, a passenger announcement should be
made and the use of the lavatory be refrained.
Cabin crew should ensure that all passengers and cabin areas are properly secured
before reporting the cabin status to the flight crew. The service may, then, resume at
Captains discretion.

During turbulence, in the absence of any instructions from the flight crew, the senior
cabin crew member shall be entitled to discontinue non-safety related duties and
advise the flight crew of the level of turbulence being experienced and the need for
the fasten seat belt signs to be switched on. This should be followed by the cabin
crew securing the passenger cabin and other applicable areas.
10.02.2 SEVERE ANTICIPATED TURBULENCE
The flight crew will brief the cabin crew members of the expected turbulence and its
severity. The seat belt sign will be illuminated in order for the cabin crew to inform the
passengers, complete a thorough cabin securing and store any loose items (ex:
service trolleys). All services should be stopped.

After reporting the cabin status to the flight crew, each cabin crew will then secure
themselves in their respective stations.
Once the turbulence has passed and the Fasten seat belt sign has been switched
off, cabin crew will complete a cabin walk around to report the cabin state and any
possible injuries, administering first aid if and where necessary.

C.C.O.M


TURBULENCE
10.02

P 1

JAN 12

10.02.3 SEVERE UN-ANTICIPATED TURBULENCE

That type of turbulence appearing suddenly will not allow the flight crew to
warn the cabin crew in advance. Therefore, to alert the cabin of the severity of
the turbulence and potential danger, the flight crew will switch both cabin signs
OFF/ON and make a PA announcement.

At this stage, cabin crew should immediately seat down on the nearest
available seat and inform passengers to secure themselves.

Once the turbulence has passed and the Fasten seat belt sign has been
switched off, cabin crew will complete a cabin walk around to report the cabin
state and any possible injuries, administering first aid if and where necessary.

T10.02_P2A: Turbulences

C.C.O.M


TURBULENCE
10.02

P 2

JAN 12
Event Flight Crew action(s) Cabin Crew Action(s)

Light/Moderate
Turbulence

SEAT BELT SIGN .. ON

PA MADE
CABIN. SECURED
GALLEY.. SECURED
SERVICE RESUMED

Anticipated severe
Turbulence

CABIN CREW.. BRIEFED
SEAT BELT SIGNON

PA MADE
CABIN. SECURED
GALLEY.. SECURED
SERVICE STOPPED
LOCATIONCABIN CREW SEAT

Un-anticipated
severe Turbulence

SEAT BELT SIGN .. ON
NO SMOKING SIGN. ON
PA.... MADE

PA MADE
LOCATION ..CLOSEST SEAT

Fire
FUEL
O
X
Y
G
E
N
H
E
A
T
Fire
FUEL
O
X
Y
G
E
N
H
E
A
T

An in-flight fire is probably the most serious in-flight emergency. It is imperative that
no time is lost dealing with the situation since any fire, no matter how small, may
rapidly become out of control, if not dealt with quickly.

10.03.1 CHEMISTRY OF FIRE
Fires start when a combustible material, in combination with a sufficient quantity of
oxygen is exposed to a source of heat or ambient temperature above the flash point.
This is commonly called the FIRE TRIANGLE.
Fire cannot exist without all of these 3 elements in place and in the right proportions.
Fire can be extinguished by removing any one of the elements of the fire triangle.

C.C.O.M


FIRE
10.03

P 1

JAN 12
F10.03_P1A: Fire triangle

10.03.2 CLASSES OF FIRE

Multiple classification systems exist, with different designations for the various
classes of fire. This manual refers to the American classification, the most commonly
used internationally.

Fires are classified in four types:

Materials (or ordinary combustibles)
Flammable liquids
Electrical equipment
Flammable metals

They are called respectively; class A, B, C, and D fires.

Class A and C are the most commonly encountered fires on board aeroplane.

It is important for cabin crew to select the appropriate fire extinguisher, according to
the class of fire.

Class A: Materials (ex: Seat, paper, cloth, plastic)
Class A fires need to be cooled down. Therefore either a water or Halon*
extinguisher would be efficient on this type of fire.

*Note:
If the halon extinguisher is used on a class A fire, cabin crew will need to cool down
the area with any non alcoholic liquid (water, juice, tea).

Class B: Flammable liquids
This type of fire can not be extinguished with water, since water would only expand
the fire. Halon extinguisher would be efficient on this type of fire.

Class C: Electrical equipment
This type of fire can not be extinguished with water, since water would create an
electrical arc. Halon extinguisher would be efficient on this type of fire.

Class D: Flammable metals. (Ex: sodium, magnesium, lithium and potassium.)
Special powder extinguishers are effective on class D fires. It can therefore not be
fought on board since the Halon fire extinguishers should never be used on class D
fires.

C.C.O.M


FIRE
10.03

P 2

JAN 12

10.03.3 FIRE PREVENTION

Cabin crew should maintain continuous vigilance and be alert to any indication of a
fire.
Some of the prevention duties of the cabin crew may be:

The frequent monitoring of the lavatory
The frequent monitoring of the cabin
Ensuring everyone complies with the no smoking policy
Using the electrical equipment, only for their intended purposes

Any indication of smoke or fire must be dealt with immediately.

10.03.4 FIRE FIGHTING TEAM ON ATR

Cabin crew member will have to deal with a fire situation alone if on ATR 42 or in a
team of 2 cabin crew on ATR 72.
Cabin crew member(s) will have to simultaneously hold the following roles:

Fire fighter
Communicator
Back-up
Crowd controller

The fire-fighter role

The fire fighter is the person that discovers the fire, taking the nearest appropriate fire
extinguisher and preparing to fight it.

The communicator role

The communicator informs the flight crew as soon as possible about:

Fire location
Fire source
Severity/density of fire and/or smoke (colour / odour)
Number of fire extinguishers used and remaining

The back-up role

The back-up needs to provide additional fire fighting equipment.

C.C.O.M


FIRE
10.03

P 3

JAN 12

The crowd controller role

The crowd controller main role will be to calm and reassure passengers making sure
panic is avoided. Passengers could be relocated according to the fire location.
Note:
Only as a guideline and in the event of the presence of two crew members on board,
we recommend that the first crew member assumes simultaneously the fire fighter
and communicator role whereas the second cabin crew member will fill the role of
back up and crowd controller.

Cabin crew should remember that each situation varies and therefore they should
use their own judgement according to the situation encountered.

10.03.5 PASSENGER MANAGEMENT

After the fire has been dealt with, cabin crew may move passengers away from fire
fighting area. If the amount of smoke or fumes is affecting the passengers,
encourage them to cover their mouth and nose and breathe near floor level. A better
option would be to distribute wet towels (if available).

10.03.6 FIRE FIGHTING PROCEDURES

Cabin overhead bin/Closet fire:

When a fire occurs in a cabin enclosed area, such as an overhead bin or closet,
always check the door panel for heat using the back of the hand before opening.

Move passengers if required
Touch/Feel with the back of the hand
Open the overhead bin or closet slightly
Look for flame (Do not attack smoke)
Spray at eye level, discharge the fire extinguisher at the base of the fire in a
sweeping motion (only if the fire is visible)
Close back the overhead bin or closet
Monitor the overhead bin/Closet and around

Seat fire:

Move passengers if required
Spray at the base of fire in a sweeping motion
Monitor

C.C.O.M


FIRE
10.03

P 4

JAN 12

Note: Cabin crew should not discharge the fire extinguisher randomly into an
enclosed area if the source of fire has not been located.

Galley / Oven fires:

Oven fires are a common occurrence onboard an aeroplane. When an oven fire
occurs, the oven door should be kept closed to deprive the fire from oxygen.

The cabin crew action should be:

To switch off electrical power - Hot jugs, oven if available (Refer to chapter
3.03 p2)
Stand by with an extinguisher and other relevant equipment (Ex: PBE)
Monitor the situation
Open the oven door slightly
Insert the halon diffuser
Discharge the halon extinguisher
Close the oven door
Monitor

Lavatory fires:

The fighting procedure will vary whether the lavatory door is cold or hot.
In order to check it and after the cabin crew member has equipped appropriately, he
should check the door lavatory for heat using the back of his hand.

Cold lavatory door
Open the lavatory door with caution
Locate the source of fire
Discharge the extinguisher at the base of fire
Monitor

Hot lavatory door
Don relevant protection (PBE, Gloves)
Use the lavatory door panel as protection against smoke and heat and open
the lavatory door slightly, using the lavatory door panel as a protective shield
against smoke and heat
Discharge the halon extinguisher fully
Close the lavatory door
Open the lavatory door panel
Locate the source of fire
Fight the fire aiming at the base of the fire
Monitor

C.C.O.M


FIRE
10.03

P 5

JAN 12

Hidden areas:

Hidden Areas are areas which are not readily accessible to the crew; such as
sidewall panels, floors, bulkheads, ventilation grids and ceiling panels.

If the cabin crew suspects a fire in a hidden area, he should try to locate a hot spot
sweeping the back of the hand along the panel to find the hottest area.

It may be necessary to remove panels to access the area, or to make a hole in a
panel large enough to insert the extinguisher nozzle.

Aft cargo compartment:

Access to the aft compartment being uneasy, locating the source of fire may be
difficult. Cabin crew should then:

Close the rear cargo compartment with the fire curtain or door (if available)
Couple the halon extinguisher to the extinguisher connector
Discharge fully the halon extinguisher through the connector
Monitor

C.C.O.M


FIRE
10.03

P 6

JAN 12
F10.03_P6A: Optional rear cargo anti-smoke
curtain and door
F10.03_P6C: Halon extinguisher connection
F10.03_P6B: Halon extinguisher
connector (Next to FAP)

10.03.7 CABIN SMOKE CONTAMINATION

It is important that cabin crew are aware of any smoke indications and report it to the
flight crew members immediately. The source of smoke should be immediately
identified in order to take the appropriate actions.

Materials that are used in the cabin release toxic fumes when smouldering.

The cabin crew must protect themselves as well as the flight crew and passengers
from the negative effects and consequences of smoke inhalation by:

Donning the Protective Breathing Equipment (PBEs)
Keeping the flight crew compartment door closed at all times
Encouraging passengers to remain at a low level and breathe through their
clothing
Distributing wet towels and instructing passengers to breathe through it


The relevant emergency equipment used will be:

PBE
Fire extinguishers
Protective gloves
Crash axe
Flash light
First aid kit

Note: In a case when a cabin crew happens to be inside the flight crew
compartment when a fire/smoke situation arises, he/she could use the observers
Quick Donning Mask + smoke goggles if necessary.

10.03.9 FLIGHT CREW PROCEDURE FOR SMOKE REMOVAL

In case of smoke contamination, the flight crew can modify the ventilation process
(Recirculation fans) in order to ease noxious air out of the aeroplane.

C.C.O.M


FIRE
10.03

P 7

JAN 12

T10.03_P8A: Fire fighting

C.C.O.M


FIRE
10.03

P 8

JAN 12

Fire type

Cabin Crew Action(s)

Cabin

FIRE LOCATION... USING BACK OF THE HAND
COMPARTMENT DOOR ....... OPENED SLIGHTLY
HALON EXTINGUISHER....DISCHARGED
COMPARTMENT DOOR .....CLOSED

Oven

OVEN DOOR......CLOSED
ELECTRICAL POWER......OFF
FIRE FIGHTING EQUIPMENT.STAND BY

If required
OVEN DOOR...OPEN SLIGHTLY
OVEN DOOR......CLOSED

Lavatory

DOOR TEMPERATURE...... USING BACK OF THE HAND

Cold door
LAV. DOOR........OPENED
SOURCE OF FIRE......LOCATED
EXTINGUISHER...DISCHARGED
LAV.DOOR..CLOSED

Hot door
PBE..... DON
LAV. DOOR .....OPENED SLIGHTLY & USED AS SHIELD
LAV. DOOR ...........CLOSED
LAV.DOOR..OPENED
SOURCE OF FIRE..LOCATED
EXTINGUISHER...DISCHARGED
LAV.DOOR..CLOSED

Aft Cargo
Compartment

FLIGHT CREW..... INFORMED
CURTAIN.CLOSED
HALON EXTINGUISHER....... IN EXTINGUISHER CONNECTOR
PBE......DON

Smoke contamination

FLIGHT CREW..... INFORMED
PBE......DON
WET TOWELS........ DISTRIBUTED

A decompression is a loss of the cabin pressure. It can occur due to a pressurization
system malfunction or damage to the aeroplane that causes a breach in the pressure
hull structure.

The loss of pressurization can be slow, in case of a small air leak, while a rapid or
explosive decompression occurs suddenly, usually within a few seconds.

10.04.1 SLOW DECOMPRESSION

Slow decompression may not always be obvious. The flight crew members might be
the first alerted when the altitude warning system detects a cabin altitude reaching
10.000 ft

In some cases, an unusual noise, such as a hissing sound around the cabin area,
may be an indication of a slow decompression. One of the first physiological
indications may be ear discomfort or popping, joint pain, or stomach pain due to gas
expansion.

When the cabin crew suspects a slow decompression, the flight crew members
should be notified immediately.

10.04.2 RAPID OR EXPLOSIVE DECOMPRESSION

Rapid/explosive decompression results in a sudden loss in cabin pressure and can
be recognized by the following signs:

T10.04_P1A: Decompression signs

C.C.O.M


DECOMPRESSION
10.04

P 1

JAN 12

Objective signs

Subjective signs
Loud bang
Fog or mist
Rush of air outside
Dust
Debris flying around
Decrease in temperature (cold)
Ear distress
Difficulty in breathing/speaking

10.04.3 HYPOXIA

One of the greatest dangers during decompression is hypoxia. Hypoxia which is the
lack of oxygen can significantly reduce the crew members ability to perform and lead
to errors.

It is necessary to remember that each person may not react in the same way, and
that symptoms of hypoxia may manifest themselves differently in each individual.
Some of these symptoms become more or less pronounced with the lack of oxygen,
for example:

Impaired vision
Impaired judgment
Impaired motor skills
Slurred speech
Memory loss
Difficulty in concentrating

If oxygen is not administered immediately in hypoxia cases, occupants may become
incapacitated and lose consciousness in a very short time.

C.C.O.M


DECOMPRESSION
10.04

P 2

JAN 12

10.04.4 TIME OF USEFUL CONSCIOUSNESS

The time of useful consciousness (TUC) refers to the time available to individuals to
perform their tasks, after they have been deprived of oxygen, but are still aware of
their environment and capable of controlling their actions.

The time of useful consciousness is different for each individual and depends on the
altitude, the individuals state of health and the amount of activity.

TIME OF USEFUL CONSCIOUSNESS

Altitude Moderate activity Sitting quietly
22 000ft 5 minutes 10 minutes
25 000ft 2 minutes 3 minutes
28 000ft 1 minute 1.5 minutes
30 000ft 45 seconds 1.25 minutes
35 000ft 30 seconds 45 seconds
40 000ft 18 seconds 30 seconds

Some other factors can contribute to reducing the time of useful consciousness:

Fatigue
Physical effort
Alcohol
Age

10.04.5 INITIAL CREW PROCEDURES

In case of decompression the first action to be performed by the cabin crew is to sit
down, secure themselves and get on oxygen using their respective portable bottles
and masks (See chapter 4.05 p 4). The flight crew will make an emergency descent
trying to reach the safe altitude of 10000 feet.

C.C.O.M


DECOMPRESSION
10.04

P 3

JAN 12
ATR maximum
operating altitude
T10.04_P3A: Time of Useful Consciousness

10.04.6 POST DECOMPRESSION PROCEDURES

When the emergency descent has been completed and a safe altitude has been
reached, the flight crew should notify the cabin crew members that it is safe to walk
around the aeroplane.

Cabin crew members should remain on oxygen using their respective portable
oxygen bottles and masks. This is to prevent any symptoms of hypoxia during the
cabin walk around.

Cabin crew members should then:

Ensure the flight crew members are on oxygen
Ensure the PAX SUPPLY command has been activated
Check on other cabin crew
Check the lavatory
Provide oxygen to passengers who could need

Connect spare masks to outlets on ATR 200/300 series or,
Open Oxygen modules with MRT and pull on the masks on ATR 500/600
series

Check passengers for any injuries and provide first aid if required
Check for cabin damage
Report the cabin status to the flight crew members
Follow Captains directives

C.C.O.M


DECOMPRESSION
10.04

P 4

JAN 12

T10.04_P5A: Decompression crew actions


The emergency equipment used will be:

Oxygen portable bottle and mask
Spare passengers masks (ATR 200/300 series)
MRT (ATR 500/600 series)
First aid kit

Note: In a case when a cabin crew happens to be inside the flight crew
compartment when a rapid decompression situation arises, he/she could use the
observers Quick Donning Mask if necessary.

C.C.O.M


DECOMPRESSION
10.04

P 5

JAN 12

Event

Crew action(s)


Slow
Decompression

OXYGEN MASKS...........................STANDBY
SEAT BELT SIGN......................................ON
CABIN CREW..............................INFORMED
PAX SUPPLY...........................IF REQUIRED

OXYGEN (PORTABLE BOTTLE)...............STANBY
+ ..AS PER OPERATOR STANDARD
OPERATING PROCEDURES FOR SLOW
DECOMPRESSION

Rapid
Decompression

OXYGEN MASKS....................................DON
EMERGENCY DESCENT..............INITIATED
PAX SUPPLY..............................ACTIVATED
SEAT BELT SIGN......................................ON

Post decompression
PA.........................................................MADE

SELF........................................................SECURED
OXYGEN (PORTABLE BOTTLE)......................DON

Post decompression
OXYGEN................................MAINTAIN DONNING
FLIGHT CREW........................................CHECKED
PAX SUPPLY .....................................CONFIRMED
CABIN CREW..........................................CHECKED
LAVATORY..............................................CHECKED
PAX OXYGEN................................ADMINISTERED
(10% of pax on ATR 200/300
or 25% of pax on ATR 500/600)
FIRST AID......................................ADMINISTERED
CABIN STATUS....................................REPORTED

Crew member incapacitation is defined as any condition which affects the health of a
crew member during the flight phase and which decreases his skill for the assigned
tasks.

Incapacitation is a real air safety hazard, which occurs more often than many of the
other emergencies. Incapacitation can occur in many forms varying from obvious
sudden death to subtle, partial loss of function. It occurs in all age groups and during
all phases of flight and may not be preceded by any warning.

10.05.1 FLIGHT CREW CALL

The healthy pilot must ensure that the incapacitated pilot cannot interfere with the
aeroplane control. He must call a cabin crew over the PA to lock the incapacitated
pilot on his flight crew seat. If the flight crew compartment door is locked, the cabin
crew member will apply the relevant procedure to unlock the system and provide first
aid.

On the flight crew call, any cabin crew must proceed to the flight crew compartment.

10.05.2 CABIN CREW PROCEDURE

Place the incapacitated pilots arms across his chest and secure them with
the shoulder harness
Manually lock the shoulder harness
Push back and recline the seat completely
Administer first aid (if required)
Assist the operating pilot as directed (Check-list reading back)

C.C.O.M


FLIGHT CREW INCAPACITATION
10.05

P 1

JAN 12

10.06.1 EMERGENCY EVACUATION GENERAL INFORMATION

Emergency evacuations can be classified into two different types:

1. UNPLANNED EMERGENCY = NO TIME TO PREPARE
A sudden problem with the aeroplane might lead to an emergency evacuation. (Ex:
Fire on the ground, rejected take off, skidding off the runway, bomb on board)

2. PLANNED EMERGENCY = MORE OR LESS TIME TO PREPARE
A major problem with the aeroplane in-flight might lead to an emergency landing or
ditching, followed with an emergency evacuation. The decision to evacuate the
aeroplane after the forced landing can already be taken by the flight crew while still in
the air, depending on the situation (Ex: Fire, structural damage, bomb).

Unplanned or planned emergency situations can apply to both land-landing and
ditching.

In all cases, the primary responsibility of the cabin crew during an evacuation is to
direct passengers to evacuate the aeroplane using all the usable exits.

The aim of an evacuation is to ensure that passengers and crew members leave the
aeroplane as rapidly and as safely as possible. Cabin crew must therefore be
assertive and firm.

Many factors contribute to the successful evacuation of the aeroplane:

The procedural knowledge of the cabin crew
The environment inside and outside of the aeroplane
The passengers behavior, age, level of fitness and motivation
The aeroplane configuration and the layout of the cabin
The time available for preparation if planned emergency

C.C.O.M


EMERGENCY EVACUATION
10.06

P 1

JAN 12

10.06.2 UNPLANNED EMERGENCY EVACUATION

The information in this chapter 10.06.2 is valid for both ground evacuation and
ditching.

Statistically, 90% of unplanned evacuations were the result of event that occurred
during taxi, takeoff and landing phases of the flight.

10.06.2.1 PASSENGER SAFETY BRIEFING

(See chapter Normal procedures 9.03 page 4 - Passenger safety briefing)
10.06.2.2 SILENT REVIEW

(See chapter Normal procedures 9.03 page 5 - Cabin securing b) cabin ready)

10.06.2.3 EVACUATION PROCESS

In case of an evacuation, the drill to apply can be remembered as EOEC:

Evaluate

Cabin crew members must evaluate the inside and outside conditions in order to
determine if potential hazard might be considered (Fire, smoke, water)

Operate

Operation of the appropriate exit

Evacuate

Evacuation position to take and commands to shout at passengers

Congregate

Congregation of passengers and crew upwind (If possible) and at least 200 metres
away from the aeroplane

C.C.O.M


10.06

P 2

JAN 12

10.06.2.4 EVACUATION INITIATIVE

It is after the aeroplane has come to a complete stop and the engines are both turned
off that the flight crew member will inform the cabin crew of their intention to evacuate
should the situation requires so.

A command to stand by at their respective station will be given to the cabin crew over
the PA.

Cabin crew must then anticipate a possible evacuation command and start checking
if the outside conditions are safe, areas are clear of fire, smoke, obstacles and
debris.

Cabin crew will then wait to receive further instructions from the flight crew.

In most cases, the decision to evacuate is made by the flight crew.

However, it may be necessary for the cabin crew to initiate an evacuation, when the
situation is considered catastrophic; meaning there is an immediate danger to the
aeroplane occupants or if no other options than an evacuation can be considered.

Dense smoke or fire in the cabin
Severe structural damage
Emergency landing on water
No communication from the flight deck

If the cabin crew considers that an evacuation is necessary, they must still attempt to
contact the flight crew in order to inform them of the situation.

C.C.O.M


10.06

P 3

JAN 12

10.06.2.5 EVACUATION COMMANDS

After the evacuation order has been received or initiated, cabin crew should open the
exits, only if it is safe to do so. It is essential that passengers evacuate the aeroplane
immediately.

The cabin crew members will instruct passengers with clear, loud and positive
commands to:

OPEN SEAT BELTS
LEAVE EVERYTHING BEHIND
COME THIS WAY or GO THAT WAY

Verbal instructions will also be enforced with the use of appropriate gestures to call
the passengers.

Cabin crew must monitor the evacuation and maintain an even flow of passengers
from each exit to avoid congestion in the cabin.

Note:

In the event of an unplanned emergency (Ex: rejected take-off, skidding off the
runway) the brace command may come from the flight crew members. Cabin
crew will instruct passengers to assume a brace position by shouting continuously
and until the aeroplane came to a complete stop:

HEADS DOWN, BEND DOWN

10.06.2.6 FACTORS AFFECTING A SUCCESSFUL EVACUATION

Cabin crew assertiveness
Crowd control and flow management
Unusable or congested exit
Cabin configuration

C.C.O.M


10.06

P 4

JAN 12

10.06.2.7 POST EVACUATION RESPONSIBILITIES

After all passengers have evacuated the aeroplane, cabin crew need to check the
cabin and flight crew compartment area before evacuating themselves, taking the
emergency equipment from the aeroplane.

Once outside the aeroplane, Crew members remain responsible for the passengers,
until they are relieved by the emergency services or by the authorities.
To ensure passengers safety:

Direct passengers upwind and away from the aeroplane
Congregate passengers together
Provide first aid, if necessary
Make a headcount, if possible

T10.06_P5A: Unplanned emergency

10.06.2.8 RELEVANT EQUIPMENT UNPLANNED EMERGENCY EVACUATION

Flash light
Megaphone
Life jacket (if necessary)
ELT (if available)

C.C.O.M


10.06

P 5

JAN 12

Flight Crew action(s)


UNPLANNED
EMERGENCY

CABIN CREW..................................BRACE
AEROPLANE STOPS.............................PA
EVACUATION.............................INITIATED

PASSENGERS..................................INSTRUCTED
OUTSIDE CONDITIONS.....................EVALUATED
EXITS........................................................OPENED
PASSENGERS...................................EVACUATED
CABIN ....................................................CHECKED
FLIGHT CREW COMPARTMENT..........CHECKED
EMERGENCY EQUIPMENT..................REMOVED
SELF...................................................EVACUATED
ALL..................................................CONGREGATE

10.06.3 PLANNED EMERGENCY EVACUATION

The information in this chapter 10.06.3 is valid for both ground evacuation and
ditching.

A planned evacuation can be defined as a situation that enables the cabin crew to
review procedure, and to inform and prepare passengers for an emergency landing
or ditching. The cabin crew provides passengers with brace instructions, guidance on
exit usage, and information on how and when exits should be operated.

10.06.3.1 N.I.T.S BRIEFING

In case of a planned emergency, the flight crew would ask the senior cabin crew to
report to the flight crew compartment.

The flight crew members will brief the senior cabin crew face to face in a clear,
precise and concise manner about the:

Nature of the problem
Intention (landing or ditching)
Time available to prepare the cabin
Specific information/Special instruction (e.g. Not to use the LHS exits)

The senior cabin crew will repeat back the information received in order to confirm
the good understanding.

After returning into the cabin, the senior cabin crew will brief the other(s) cabin crew
member(s) and start the cabin preparation.

C.C.O.M


10.06

P 6

JAN 12

10.06.3.2 CABIN PREPARATION

Public announcement

An emergency PA should be made to inform the passengers of the situation and
obtain their complete attention (PA might vary according to different operators).

When reading the announcement, the cabin crew should speak slowly and distinctly.

Cabin crew will coordinate some of the following demonstrations with the
announcement:

Exits to use
Brace positions to adopt

Cabin preparation

After the passenger has been briefed over the PA, cabin crew should ensure that the
cabin is properly secured with:

Seat belts fastened
Seat backs in the upright position
Tray tables closed and latched
Armrests down
Hand baggage stowed in the proper compartment
Overhead compartments closed
Exits and aisles clear of all obstructions
Window blinds up (If available)
Service items cleared
Cabin doors and curtains opened and secured
Lavatory vacated and locked
Galley equipment secured
Rear cargo compartment secured with safety net
Video screens up (if applicable)

Additionally, high-heeled shoes and sharp objects must be removed (Ex: false teeth,
eyeglasses, neck ties, pens) since they may cause injuries during impact and/or
during the evacuation process.

Cabin crew should also remove items such as pens, badges and wing pins from their
uniforms.

C.C.O.M


10.06

P 7

JAN 12

Able Bodied Passengers (ABPs)

The international Civil Aviation Organization (ICAO) defines Able-Bodied Passengers
as passengers selected by crew members to assist in managing emergency
situations if and as required.

An ABP must speak the same language as the crew members and the person must
be mentally and physically capable, since he/she is selected to assist crew or take
over duties in case of crew members incapacitation or death.

The ideal candidates would be:

Deadheading crew members (if any)
Military, police, fire-brigade personnel, medical personnel

Otherwise cabin crew should select passengers with the following criteria:

Travelling alone
Willing to help
Understanding instructions

ABPs should be:

Briefed to assist crew on how to operate an exit
Assigned to assist special needs passengers (Ex: passengers with reduced
mobility, children, elderly)

C.C.O.M


10.06

P 8

JAN 12

10.06.3.3 BRACING POSITION

The brace position or crash position has two functions:

To reduce the extent of body movement
To protect a head/neck hit on a hard surface

Reviewing the brace position during the emergency cabin preparation will help to
ensure that passengers are in the correct brace position for landing.

The brace position must be adapted according to the seat facing forward or
backward, with a safety belt or shoulder harness (crew member seats only).

It must also be adapted if passengers are pregnant, traveling with infants or obese.

Passenger seats facing forward

Passenger seats facing afterward

C.C.O.M


10.06

P 9

JAN 12
Seat belt worn as low and tight as possible
Feet placed flat on the floor
DO NOT interlock fingers
Upper body bends forward as far as possible,
with the chest close to the knees

Passengers backs pressed into the seat
Head and back should press against the backseat

F10.06_P9A: Passengers bracing positions

Passengers with restrictive flexibility

Passengers with infant

C.C.O.M


10.06

P 10

JAN 12
Head pressing against the front backseat

Head pressing against the front backseat
One hand holding the baby chest
The other hand holding the head

F10.06_P10A: Passengers bracing positions (Continued)

Cabin crew brace positions

Passengers and cabin crew must remain in the brace position until the aeroplane
comes to a complete stop. Cabin crew should expect more than one impact.

NOTE: AVAILABLE PREPARATION TIME

In case of shortage of time, all efforts should be made to ensure that all stages of
preparation (NITS briefing, cabin and passengers preparation) are still completed
and in the same order.

C.C.O.M


10.06

P 11

JAN 12
Crew seat facing forward Crew seat facing aftward
F10.06_P11A: Cabin crew bracing positions

10.06.3.4 CREW COMMANDS

At 2 min. (approximately 2000 Ft) above ground level the flight crew will
inform the cabin crew members over the PA.
Cabin crew should then secure themselves at their respective station and wait
for the next command.

At 30 sec. (approximately 500 Ft) above ground level the flight crew will give
the command over the PA to brace. Cabin crew will therefore take the
appropriate brace position and command passengers to brace.

If the aeroplane landed away from an airport, cabin crew will then apply the survival
procedures relevant to the region.

T10.06_P12A: Planned emergency evacuation on land

10.06.3.5 RELEVANT EQUIPMENT LAND LANDING

Emergency locator transmitter (If available)
Megaphone (if available)
First aid kit
Flash light

C.C.O.M


10.06

P 12

JAN 12

Flight Crew action(s)


PLANNED EMERGENCY
ON LAND

SENIOR CABIN CREW...........CALLED
BRIEFING......................................NITS

PA...............................................200 FT

BRACE COMMAND.....................50 FT

EVACUATION......................INITIATED

FLIGHT CREW...............................REPORTED
NITS................................................REPEATED
CABIN CREW.....................................BRIEFED
EMERGENCY PA....................................MADE
EXITS...................................DEMONSTRATED
BRACE POSITION...............DEMONSTRATED
ABP.....................................................BRIEFED
CABIN PREPARATION...............COMPLETED

BRACE POSITION............................ADOPTED
PASSENGERS............................INSTRUCTED
OUTSIDE CONDITIONS...............EVALUATED
EXITS...................................................OPENED
PASSENGERS.............................EVACUATED
CABIN ..............................................CHECKED
FLIGHT CREW COMPARTMENT.......CHECKED
EMERGENCY EQUIPMENT............REMOVED
SELF.............................................EVACUATED
ALL.........................................CONGREGATED

Possible aeroplane positions following forced land landing:

C.C.O.M


10.06

P 13

JAN 12
F10.06_P13A: Aeroplane position with nose landing gear collapsed
1.38 metre
(54 inches)
1.89 metre
(74 inches)
F10.06_P13B: Aeroplane position with all landing gear collapsed
1.26 metre
(49 inches)
1.13 metre
(44 inches)
F10.06_P13C: Aeroplane position with left or right main landing gear collapsed
Type I: 1.32 metre (51.9 inches)
Type III: 1.83 metre (72 inches)
Type I: 0.63 metre (24.8 inches)
Type III: 1.13 metre (44 inches)

10.06.4 EMERGENCY EVACUATION ON WATER (DITCHING)

10.06.4.1 CABIN PREPARATION DITCHING

The definition of ditching is an emergency landing on water.

Preparing the cabin for a ditching is similar to preparing the cabin for a ground
evacuation, except for a few differences:

An emergency ditching PA should be made to inform the passengers of the situation.
Cabin crew will coordinate the requested demonstrations with the announcement:
exits, brace positions and life jackets.

Life jackets demonstration

Crew members should simultaneously don their own life jacket when demonstrating
how to use the life jackets. Importance should be made on the fact that life jacket
should NOT be inflated inside the aeroplane.

Once the demonstration is completed, assist passengers in putting on and securing
their life jackets. Adult life jacket adapted onto children will be inflated during cabin
preparation, away from the passengers sight.

10.06.4.2 EVACUATION PROCESS DITCHING

There maybe more than one impact on water in a ditching. Cabin crew should
therefore ensure that everyone remains in their brace position until the aeroplane
came to a complete stop.
In a ditching situation, it will always be necessary for everyone to evacuate the
aeroplane. Therefore the cabin crew can initiate the evacuation after making sure
that the engines are turned off.

Passengers must be ordered to inflate their life jackets only when exiting the
aeroplane.

C.C.O.M


10.06

P 14

JAN 12
IMPORTANT: The aeroplane position on water will determine the primary choice
of exit.
Before opening the emergency exits, crew should assess the outside conditions.
Given its wings position and design, the ATR aeroplane should on water, lean on
one side or the other. The water level will determine whether the exit is usable or
not. Should too much water penetrate inside the aeroplane after opening an exit it
could be advisable to close back this exit (if possible) and use the opposite one (or
the next one up or down the cabin depending on the situation).

10.06.4.3 POST DITCHING

Before leaving the aeroplane, the cabin crew members check the cabin to ensure
that all passengers and crew have evacuated. Cabin crew will remove the assigned
emergency equipment from the aeroplane, inflate their life Jacket and evacuate the
aeroplane.

T10.06_P15A: Planned emergency evacuation on water (Ditching)

10.06.4.4 RELEVANT EQUIPMENT DITCHING

Life jackets
Emergency locator transmitter (If available)
Megaphone (if available)
First aid kit
Flash light

C.C.O.M


10.06

P 15

JAN 12
Flight Crew action(s) Cabin Crew Action(s)

PLANNED
EMERGENCY ON
WATER
(DITCHING)

SENIOR CABIN CREW...........CALLED
BRIEFING.......................................NITS

PA.......200 FT

BRACE COMMAND...50 FT

EVACUATION......INITIATED

FLIGHT CREW.......................................REPORTED
NITS.......................................................REPEATED
CABIN CREW............................................BRIEFED
EMERGENCY PA...........................................MADE
EXITS..........................................DEMONSTRATED
BRACE POSITION.....................DEMONSTRATED
LIFE JACKET.............................DEMONSTRATED
ABP............................................................BRIEFED
CABIN PREPARATION......................COMPLETED
LIFE JACKET ON CHILDREN ...............INFLATED
CREW LIFE JACKET..........................................ON

BRACE POSITION........................................TAKEN
PASSENGERS..................................INSTRUCTED

OUTSIDE CONDITIONS.....................EVALUATED
EXITS.........................................................OPENED
PASSENGERS...................................EVACUATED
PAX LIFE JACKETS...............................INFLATED
CABIN......................................................CHECKED
FLIGHT CREW COMPARTMENT......... CHECKED
EMERGENCY EQUIPMENT..................REMOVED
CREW LIFE JACKET..............................INFLATED
ALL................................................CONGREGATED

Possible aeroplane position following ditching:

C.C.O.M


10.06

P 16

JAN 12
F10.06_P16A: Aeroplane positions on water (Right or left)
Water level immersed
wing side
Water level
non-immersed wing side

F10.06_P16B: Water level, immersed or not immersed wing

10.06.5 EXITS TO USE IN CASE OF EVACUATION

This is a classification of exits to use in case of evacuation. Cabin crew members will
use their own judgment on which door/exit to use according to factors such as
outside conditions, position of the aeroplane, structure damage, possible threat etc

T10.06_P17A: Doors/exits classification for evacuation

10.06.4.1 GROUND EVACUATION

10.06.4.2 DITCHING

C.C.O.M


10.06

P 17

JAN 12
Ground Evacuation Ditching
Primary exits Aft doors Fwd emergency exits
Secondary exits Fwd emergency exits Aft doors
Auxiliary exits Flight crew compartment
hatch
hatch
PRIMARY
PRIMARY
SECONDARY
SECONDARY
SECONDARY PRIMARY
PRIMARY
SECONDARY
AUXILIARY
AUXILIARY
F10.06_P17A: ATR doors/exits classification for evacuation

T10.06_P18A: Evacuation drills on land

C.C.O.M


10.06

P 18

JAN 12

EXITS PRE-EVACUATION CREW
LOCATION
EVACUATION / POST
ACTIONS

FWD
LHS/RHS
1. Repeat/clarify NITS FWD additional
cabin crew
seat (ATR 72)
1. Evaluate inside/outside conditions
2. Prepare the cabin and pax

2. Redirect pax towards the AFT exit
3. Demonstrate the exits and
brace positions
3. If necessary operate the emergency
exit making sure there is no danger
(Fire, smoke)
4. Select and brief ABPs 4. Evacuate pax using positive
commands and body language
5. Prepare emergency
equipment and potable water
5. Check cabin and flight crew
compartment area
6. Secure self 6. Evacuate self, taking: First aid kit,
flash light, potable water
7. Congregate at least 200 metres away

ENTRANCE
DOOR
(LHS)
1. Repeat/clarify NITS AFT cabin
crew seat

AND/OR

2. Prepare the cabin and pax 2. Operate the emergency exit making
sure there is no danger (Fire, smoke)
SERVICE
DOOR
(RHS)
3. Demonstrate the exits and
brace positions
3. Evacuate pax using positive
4. Select and brief ABPs 4. Check cabin and flight crew
compartment area
equipment and potable water
5. Evacuate self, taking: First aid kit,
6. Secure self

PLANNED
EMERGENCY
EVACUATION
ON LAND

T10.06_P19A: Evacuation drills on water

C.C.O.M


10.06

P 19

JAN 12
EXITS PRE-EVACUATION CREW
LOCATION
EVACUATION / POST
ACTIONS

FWD
LHS/RHS
1. Repeat/clarify NITS FWD additional
cabin crew seat
(ATR 72)
2. Prepare the cabin and
pax
2. Check the water level, operate the
emergency exit ensuring there is no
danger (Fire, smoke)
3. Demonstrate the exits,
brace positions, life jackets
3. Command passengers to inflate life
jackets
4. Select and brief ABPs 4. Evacuate pax using positive
equipment and potable
water
compartment area
6. Secure self wearing own
life jacket
6. Inflate own life jacket

ENTRANCE
DOOR
(LHS)

1. Repeat/clarify NITS AFT cabin crew
seat
AND/OR
2. Prepare the cabin and
pax
2. Redirect passengers towards the
FWD exits
SERVICE
DOOR (RHS)
3. Demonstrate the exits
and brace positions (And
life jackets on ATR 42)
3. If necessary operate the emergency
exit, check the water level and ensure
there is no danger (Fire, smoke)
4. Select and brief ABPs 4. Command passengers to inflate life
jackets
equipment and potable
water
5. Evacuate pax using positive
6. Secure self wearing own
life jacket
compartment area
7. Inflate own life jacket
PLANNED
EMERGENCY
EVACUATION
ON WATER
(DITCHING)


ATR 42 - Cabin Crew Operating Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ATR 42 - Cabin Crew Operating Manual

Uploaded by

Copyright:

Available Formats

CABIN CREW OPERATING MANUAL

You might also like