ATR 72

Inhalt

1.0 Inhaltsverzeichnis

1.00 QUICK REFERENCE……………………………………….…..…......

1.1.1 Panel……………………………...………………………… 01
1.1.2 Bugs Policy……………………………………….………… 10
1.1.3 Speed Definitions.………...…….…..…………………….. 11
1.1.4 Radio Communication Failure ……..…….……………… 13
1.1.5 Emergency..………………………………….………..…… 14
2.00 LIMITATIONS…………………………………………………...…... …
1.2.1 General ………………………...............………………….. 17
3.01 MFC…………….………………………………..…………………… …
3.02 CCAS………………………………………………...….……………. …
3.03 AIR…………………………………………………..……………..…. …
3.3.1 General……………………………………….…………….. 03
3.3.2 Pneumatic System…………………………..…………….. 03
3.3.4 Air Conditioning……………………………………………. 03
3.3.5 Flow Control………………………………………………… 03
3.3.6 Pressurization……………………………….……………… 03
3.3.7 Ventilation………………………………………..…………. 03
3.04 AFCS………………..………………………………………………... …
3.4.1 General……………………………………….…………….. 03
3.4.2 FD / AP.……………………………………….…………….. 03
3.4.3 TCS……………………………………….…………..…….. 03
3.05 COMMUNICATIONS………………………………………………... …
3.06 ELECTRICAL SYSTEM……………………………………………. …
3.6.1 DC Power…………………………………………………… 03
3.6.2 AC Power…………………………………………………… 03
3.07 EMERGENCY EQUIPMENT……………………………………….. …
3.7.1 General..……………………………………………………. 03
3.7.2 Safety Equipment………………………………………….. 03
3.7.2 Oxygen System……………………………………………. 03
3.08 FIRE PROTECTION………………………………………………… …
3.8.1 General……………………….…………………………….. 03
3.8.2 Engine Extinguishing System…………………………….. 03
3.09 FLIGHT CONTROLS……………………………………….………..…
3.9.1 General……………………………………………………… 03
3.9.2 Pitch…………………………………………………………. 03
3.9.3 Yaw………………………………………………………….. 03
3.9.4 Flaps………………………………………………………… 03
3.9.5 Air Data System……………………………………………. 03
3.9.6 AHRS……::………………………………………………… 03
3.9.7 EFIS………………………………………………………… 03
3.10 FLIGHT INSTRUMENTS………………………………………………
3.11 FUEL SYSTEM…………………………………………………….……
3.11.1 Tanks…….………………………………………………... 03
3.11.2 General…..………………………………………………... 03
3.12 HYDRAULIC SYSTEM………………………………………….….. …
 ATR 72
Inhalt

3.13 ICE RAIN PROTECTION……………………………………….…... …

3.13.1 Quick - Reference………..…………………………………. 03
3.13.2 General……………………………….………………………. 03
3.13.3 Engine and Wing Protection…….………………………….. 03
3.14 LANDING GEAR………………………………………………….…. …
3.14.1 Nose Wheel Steering…………….………………………….. 03
3.15.2 Brakes Anti Skid…………….……………………………….. 03
3.15 NAVIGATION SYSTEM…………………………………………….. …
3.16 POWER PLANT……………………………………………..………. …
4.00 FLOW….……………………………………………………………… …
5.00 LOW VISIBILITY OPERATION.…………………………………… …
5.1.1 General………………….…………………………………….. 03
5.1.2 OCA / OCH…………….…………………………………….. 03
5.1.3 Visual aids……………….…………………………………….. 03
5.1.4 Non Visual aids………….…….……….…………………….. 03
5.1.5 Type part ATR………….…………………………………….. 03
6.00 PROCEDURES & TECHNIQUES……………………………….……
7.00 FORMEL……………………………………………………………… …
 1.00

QUICK REFERENCE
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
QUICK – REFERENCE
OPERATING DATA
 QUICK – REFERENCE
OPERATING DATA

RTO = 105 % Transient:

5 min 10 Minuten < 105 %
TO = 92,0 % 20 Seconds < 125 %
5 min 20 Minutes = Not App.
MCT = 90,0 %
None

RTO = 101 % Transient :

10 min 20 Seconds = 110 %
TO = 101 %
5 min .
MCT = 101 %
None

RTO = 816 °C Transient:

10 min 20 Seconds = 850 °C
TO = 785 °C Starting:
5 min 5 Seconds = 950 °C
MCT = 785 °C
None
RTO = 100 % Transient :
10 min 20 Seconds = 102 %
TO = Chart
5 min .
MCT = 100 %
None

Oil Pressure: Oil Temperature:

RTO = 55 – 65 psi RTO = 0 - 115 °C
TO = 55 – 65 psi TO = 0 - 115 °C
MCT = 55 – 65 psi MCT = 0 - 115 °C
 QUICK – REFERENCE
BUGS POLICY

TAKE - OFF

FLIGHT

APPROACH AND LANDING

 QUICK – REFERENCE
SPEED DEFINITIONS

DEFINITIONS

VS Minimum 1 g stalling speed tor a specified configuration. lt is a function of the aircraft

weight

VMCG Minimum control speed on ground from which a sudden failure of the critical engine can be
controlled by use of primary flight controls only. The other engine being set at RTO power.

V1 Speed at which the pilot can make the decision following failure of critical engine:

• Either to continue take-off

• Or to stop the aircraft

VR Speed at which rotation is initiated to reach V2 at 35 ft height

V2 Take off safety speed reached before 35 ft height with one engine failed and providing not
less than the minimum second segment gradient (2,4 %).

VMCA Minimum control speed in flight at which aircraft can be controlled with 5° bank, in case of
failure of the critical engine the other being set at RTO power (take off flaps setting and
gear retracted).

VFE Maximum speed tor each flaps configuration

VMCL Minimum flight speed at which aircraft can be controlled with 5° bank in case of failure
of the critical engine, the other being set at GA power (Landing flaps setting, gear
extended) and which provides rolling capability specified by regulations.
(Flaps 30° VMCL = 90 kts,
Flaps 15° VMCL = 94 kts).

VmLB Absolute minimum manoeuver speed (Low Bank) (= 1‚18 VS 1 G)

This speed

* ls used for take oft, initial climb and go around

0°
* Must be used EN ROUTE FOR OBSTACLE LIMITED CASES
15° * Also provides the best climb gradient
In these cases, bank angle must be restricted to 15° (Low bank selected when using
AFCS).

VmHB Minimum speed used for approach (High Bank) (=1,23 VS 1 G)

In that case, bank angle must be restricted to 30° (High bank selected when using
AFCS)

VAPP Final approach speed

VAPP = VmHB + Wind Factor
(Wind Factor = the highest of: 1/3 of the head wind velocity or the gust in full with a
maximum wind correction of 15 kts)
 QUICK – REFERENCE
BUG DEFINITIONS

White and Red - BUG SPEEDS

White Bug - single engine climb

- Flaps 0 normal condition
- VmLB normal condition
- VmHB Flaps 15 normal condition
- VmLB Flaps 15 icing condition
- Vy Best gradient normal condition

White Bug +10 - VmHB normal condition

- VmHB Flaps 15 icing condition
- Vx Best rate normal condition

Red Bug - Flaps 0 icing condition

- VmLB icing condition
- Vy Best gradient icing condition

Red Bug + 10 - VmHB icing condition

- Vx Best rate icing condition

Flaps 0 normal condition White Bug

Flaps 0 icing condition Red Bug

VmLB normal condition White Bug

VmLB icing condition Red Bug

VmHB normal condition White Bug + 10

VmHB icing condition Red Bug + 10

VmLB Flaps 15 icing condition White Bug

VmHB Flaps 15 normal condition White Bug

VmHB Flaps 15 icing condition White Bug + 10

Vy Best gradient Bug

Vx Best rate Bug +10
 EMERGENCY
RADIO COMMUNICATION

RADIO COMMUNICATION FAILURE

AS SOON AS lT IS KNOWN THAT TWO-WAY COMMUNICATION HAS FAILED, ATC SHALL
MAINTAIN SEPARATION BETWEEN THE AIRCRAFT HAVING THE COMMUNICATION FAILURE
AND OTHER AIRCRAFT BASED ON THE ASSUMPTION THAT THE AIRCRAFT WILL OPERATE
IN ACCORDANCE WITH 1. OR 2..

1. VISUAL METEOROLOGICAL CONDITIONS (VMC)

A. SET TRANSPONDER TO CODE 7600.
B. CONTINUE TO FLY IN VMC.
C. LAND AT THE NEAREST SUITABLE AERODROME.
D. REPORT ITS ARRIVAL TIME BY THE MOST EXPEDTTIOUS MEANS TO THE APPROPRIATE
ATS UNIT.

2. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC)

A. SET TRANSPONDER TO CODE 7600.
B. MAINTAIN FOR A PERIOD OF 7 MINUTES THE LAST ASSIGNED SPEED AND LEVEL OR
THE MINIMUM FLIGHT ALTITUDE, IF THE MINIMUM FLIGHT ALTITUDE IS HIGHER THAN
THE LAST ASSIGNED LEVEL. THE PERIOD OF 7 MINUTES COMMENCES:
IF OPERATING ON A ROUTE WITHOUT COMPULSORY REPORTING POINTS OR IF
INSTRUCTIONS HAVE BEEN RECEIVED TO OMIT POSITION REPORTS:
1. AT THE TIME THE LAST ASSIGNED LEVEL OR MINIMUM FLIGHT ALTITUDE IS
REACHED, OR
2. AT THE TIME THE TRANSPONDER IS SET TO CODE 7600, WHICHEVER IS LATER.
NOTE.- THE PERIOD OF 7 MINUTES IS TO ALLOW THE NECESSARY AIR TRAFFIC CONTROL AND
COORDINATION MEASURES.
C. THEREAFTER, ADJUST LEVEL AND SPEED IN ACCORDANCE WITH THE FILED FLIGHT
PLAN.
NOTE.- WITH REGARD TO CHANGES TO LEVELS AND SPEED, THE FILED FLIGHT PLAN, WHICH IS
THE FLIGHT PLAN AS FILED WITH AN ATS UNIT BY THE PILOT OR A DESIGNATED
REPRESENTATIVE WITHOUT ANY SUBSEQTJENT CHANGES, WILL BE USED.
D. IF BEING RADAR VECTORED OR PROCEEDING OFFSET ACCORDING TO RNAV
WITHOUT A SPECIFIED LIMIT, PROCEED IN THE MOST DIRECT MANNER POSSIBLE TO
REJOIN THE CURRENT FLIGHT PLAN ROUTE NOT LATER THAN THE NEXT SIGNIFICANT
POINT, TAKING INTO CONSIDERATION THE APPLICABLE MINIMUM FLIGHT ALTITUDE.
NOTE.- WITH REGARD TO THE ROUTE TO BE FLOWN OR THE TIME TO BEGIN
DESCENT TO THE ARRIVAL AERODROME, THE CURRENT FLIGHT PLAN, WHICH
IS THE FLIGHT PLAN, INCLUDING CHANGES, IF ANY, BROUGHT ABOUT BY
SUBSEQUENT CLEARANCES, WILL BE USED.
E. PROCEED ACCORDING TO THE CURRENT FLIGHT PLAN ROUTE TO THE APPROPRIATE
DESIGNATED NAVIGATION AID SERVING THE DESTINATION AERODROME AND, WHEN
REQUIRED TO ENSURE COMPLIANCE WITH F., HOLD OVER THIS AID UNTIL
COMMENCEMENT OF DESCENT.
F. COMMENCE DESCENT FROM THE NAVIGATION AID SPECIFIED IN 2.E. AT, OR AS CLOSE
AS POSSIELE TO, THE EXPECTED APPROACH TIME LAST RECEIVED AND
ACKNOWLEDGED. IF NO EXPECTED APPROACH TIME HAS BEEN RECEIVED AND
ACKNOWLEDGED, HOLD OVER THIS NAVIGATION AID FOR A PERIOD OF 5 MINUTES
BEFORE COMMENCING DESCENT.
G. COMPLETE A NORMAL INSTRUMENT APPROACH PROCEDURE AS SPECIFIED FOR THE
DESTGNATED NAVIGATION AID.
H. LAND, IF POSSIBLE, WITHIN THIRTY MINUTES AFTER THE ESTIMATED TIME OF
ARRIVAL SPECIFIED IN F OR THE LAST ACKNOWLEDGED EXPECTED APPROACH TIME,
WHICHEVER IS LATER
 EMERGENCY
FIRE, FLAME-OUT, GO-AROUND

Emergency & Abnormal Procedures ATR 72

FIRE FLAME OUT

GO-AROUND

PF -GO AROUND, FLAPS 15, ADJUST TORQUE

-Pushes GA button
-Rotates into the bars, initially not exceeding 8° nose-up

POSITIVE CLIMP
PNF -Gear up
-Yaw damper ON, Taxi light OFF
-HDG mode, low bank and IAS mode (GA speed on AFCS)

ACCELERATION ALTITUDE
PNF -Speed increase 170 kts
-Flaps at Flaps retraction speed
-Climb sequence
 EMERGENCY
FIRE,FLAME-OUT AT V 1

FINAL TAKE OFF SPEED FLAPS 0° / 15°

ENGINE FIRE

FINAL TAKE OFF SPEED – FLAPS 0° / 15°

FINAL T/O SPEED

ENGINE FLAME OUT

!!! ALT HOLD !!!

VmLB 0 VmLB 15
 EMERGENCY
Memory Items

Ø Engine Flame Out at Take – Off

- Eng. Start selector Cont Relight / On
- UPTRIM Check
- AUTOFEATHER Check
- PL FI
- CL FTR then FSO

Ø Engine Flame Out in climb (all after PWR MGT out of TO)
- Eng. Start selector Cont Relight / On
- PWR MGT MCT or TO
- ADU Final TO speed
- PL Adjust
- CL Max RPM live engine
- Bleed valves Off

Ø Engine Flame Out (During Flight)

- Eng. Start selector Cont Relight / On
- PL FI

Ø Both Engine Flame Out

- Eng. Start selector Cont Relight / On
- PL both FI

Ø Engine Fire / In flight

- PL FI
- CL FTR then FSO
- Fire Handle PULL
- 1s t Agent after 10s DISCH

Ø Engine Fire / On Ground

- Both PL GI / REV as RQD
When aircraft stopped
- Parking BRK SET
- CL both FTR then FSO
- Fire Handle PULL
- 1s t Agent DISCH

Ø Emergency Descent
- Both PL FI
- Eng. Start selector Cont Relight / On

Ø Elevator Jam
- Control Columns PULL

Ø Flaps UNLK
o During Take – Off
§ Before V1
- Take Off Abort Initiate
§ After V1
- VR,V2 Increase + 10 kt
o During approach
- GA Power Apply
- VGA + 10kt
 2.00

LIMITATIONS
 LIMITATIONS
General

Minimum flight crew 2 Pilots

Maximum operating altitude 25 000 ft
Cargo door opening < 45 kt cross wind

DESIGN WEIGHT LIMITATIONS

Max. Taxi 22 030
Max. Take off 22 000
Max. Landing 21 350
Max. Zero Fuel 19 700

MAXIMUM SPEEDS
Operating VMO = 250 kt ( 0.55 )
Design manuevering VA = 175 kt
Flaps extended operating Flaps 15 = 185 kt
Flaps 30 = 150 kt
Landing gear extended VLE = 185 kt
VLO RET = 160 kt
VLO LOW = 170 kt
Rough air VRA = 180 kt
Wiper operating VWO = 160 kt
Tire speed = 165 kt

TAKE OFF AND LANDING

Tail wind limit 10 kt
Max. cross wind dry RWY 35 kt
Max. mean RWY slope +/- 2%

LIMITATION IN APPROACH
During final approach, if SAT is greater than ISA, do not maintain NH under 78%.

FLIGHT CONTROLS
Wheel travel: +/- 65°
Aileron travel: 14°up 14°down
Aileron automatic TAP travel: 57% of aileron course
Spoilers start to ACT after given
aileron deflection (2,5°)
LH aileron trim controlled TAB travel: 4°up 4°down
Full roll trim travel requires about: 30s

INSTRUMENT MARKINGS
Red arc or radial line: minimum and maximum limits
Yellow arc: caution area
Green arc: normal area
 LIMITATIONS
General

FUEL
REFUELING
Maximum pressure 3.5 bars (50 PSI)
The wing tanks can also be refuelled by gravity

DEFUELING
Suction 0.77 bars (11 PSI)

USABLE FUEL
The total quantity of fuel usable in each tank is 2500 kg (5510 lbs) (3185 L)
NOTE: Fuel remaining in the tanks when quantity indicators show zero is not usable in flight

UNBALANCE
Maximum fuel unbalance: 730 kg (1609 Lb)

FEEDING
§ Each electric pump is able to supply one engine in the whole flight envelope
§ One electrical pump and associated jet pump are able to supply both
engines in the whole flight envelope
§ One jet pump is able to supply both engines in the whole flight envelope,
expect when using JP4 or JET B.
§ Engine feed LO PR below 300 mbar / 4PSI
§ Fuel tank LO LVL below 160 kg
§ Electrical pump on engine start / jet pump < 350 mbar / 5 PSI / fuel < 160 kg
pressure from the HMU is below 500mbar / 7PSI
§ Fuel clog light HP fuel filter exceeds 45 PSI
§ Fuel temp green (0°C – 50°C) Red dash ( -54°C and +57°C )

HYDRAULIC SYSTEM
Each system is pressurized by an ACW electronic motor
The auxiliary DC electrical pump is located in the blue HYD system
§ Specification: HYJET IV or skydrol LD 4
§ Blue system supplies : Nose wheel steering / flaps / spoiler / propeller brake /
emergency and parking brake
§ Green system supplies: Landing gear / normal breaking
§ Normal filling level: 9,35 L
§ Alert LO LEVEL: 2,50 L ( XFEED automatically close )
§ Normal Pressure: 3000 PSI
§ LO PR: 1500 PSI
§ OVHT: T > 121°C
§ Emerg. press (blue): > 1600 PSI
§ Normal precharge
accumulator gas pressure: 1500 PSI
§ Aux pump (auto) is running: P<1500PSI / prop break released / gear down /
one engine running
Note: In case of LO Level alert, cross feed valve:
- is inhibited to open
- close automatically if it was open
AUX HYD PUMP energizes for 30 sec the auxiliary DC hydraulic pump, enable to check pressure
CAUTION: Intensive use could discharge the main battery
 LIMITATIONS
General

OIL SYSTEM
Mixing of different brands of oil or viscosities of oil is not recommended.

AIR - PRESSURIZATION
Maximum differential pressure 6.35 PSI
Maximum negative differential pressure - 0.5 PSI
Maximum differential pressure for landing 0.35 PSI
Maximum differential pressure for OVBD valve
full open selection 1 PSI
Maximum altitude for one BLEED off operation 20 000 ft
The manual control knob CAB ALT is used from –1500 to +2500 ft/min
Descent rate -norm -400 ft/min
-fast -500 ft/min
The max cabin rate of climb up to 20.000ft in auto mode +550 ft/min
Max CAB ALT (FL250 diff. press. 6 PSI) 6740 ft

PNEUMATIC SYSTEM
§ The bleed valve automatically close in following cases
- Bleed duct OVHT
- Bleed duct LEAK
- Actuation of associated eng fire handle
- Propeller brakes selected on (for left bleed valve only)
§ The air bleed GRD X FEED is spring loaded closed – ground only, inhibited in flight
auto open when only 1 eng is running.
§ During a starting sequence the bleed valves opening is inhibited
§ In case of LEAK ( T loop > 124°C) the crew must consider the associated bleed system as
inoperative for the rest of the flight
§ In case of OVHT ( T > 274°C) the associated bleeb system may be recoverd after cooling time
§ Propeller condition control (pneumatic actuator)
§ Pneumatic actuators are provided to set automatically CL to MAX RPM position when
associated PL is beyond 56° PLA (Power Level Angle) and associated PWR MGT set on
TO position.

AIR CONDITIONING
§ If one pack is inoperative the other one supplies both compartments through the mixing
chamber
§ Pack valves will be automatically closed in case of leak detection
§ Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve
§ Duct temperature limited to 88°C by pneumatic temp limiter in order to reduce hot air flow
§ An OVHT caution is provided to the pilot when Tduct > 92°C (but the pack valve does
not close)
§ Cooling of air is performed
o by two ground turbo shut off valves when:
IAS < 150 kt and landing gear is retracted for less than 10 min
IAS < 150 kt and landing gear is extended
o by ram air when IAS < 150 kt
 LIMITATIONS
General

ELECTRICAL SYSTEM

SOURCE MAX LOAD TIME LIGHT

DC GEN 400A NONE
600A 2 min
800A 8 sec
INV 500 VA NONE
575 VA 30 min
750VA 5 min
ACW GEN 2OKVA NONE
3OKVA 5 min
4OKVA 5 sec

SINGLE DC GEN OPERATION

In flight : if OAT exceeds ISA + 25, flight Ievel
must be Iimited to FL 200

DC STARTER/GENERATOR
§ Nominal output power: 12 kW (400A)
§ Nominal operating voltage: 27 to 31 V
- Starter mode: up to 45% NH
- Generator mode: after 61,5% NH
§ DC voltage indicator normal reading
- For battery without load: 25 to 28 volts
- For battery under load: 23 to 28 volts
§ DC current indicator
-Normal reading is for each generator: less than 300 A

AC CONSTANT FREQUENCY
§ Two static inverters of constant frequency ( 400 Hz ) AC power
- Power 500 VA
- Output voltage 115 V +/- 4V and 26V +/- 1V
- Frequency 400 Hz +/- 5Hz
- Type single Phase
- AC load indicator below 0,5
§ Input voltage from DC BUS 1+2 is between 18 Volt DC and 31 Volt DC
§ The maximum power from HOT MAIN BAT BUS or HOT EMER BAT BUS in OVDR
configuration is on each 26 Volt AC BUS is 250 VA
§ UNDERVOLTAGE is below than 19,5V INV 1 requires 18 V

AC WILD FREQUENCY
The ACW generation system consist of two propeller driven 3 phases generators 20 KVA for
continuo’s operation
§ Nominal set voltage 115V / 200V
§ Normal operating frequency range 341 to 488 Hz ( 70 to 100% HP)

BATTERIES
§ Main Bat 24V / 43 Ah
§ Emer Bat 24V / 15 Ah
 LIMITATIONS
General

M FC
Take off with two or more failed MFC modules is prohibited.
No Amber lights / some red lights on CAP if dual fault of 1B & 2B.

CCAS
§ T.O. CONFIG test is used before take off to check (Taxi checklist):
- PWR MGT selector in TO position
- Pitch trim in green sector
- Flaps 15 position
- Travel limit unit in low SPD configuration (TLU)
§ “TO INHI” is cancelled automatically as soon as
- one gear leg is not locked down
- manual by pressing RCL PB.

Stick pusher is inhibited on ground and for 10 seconds after lift off and in flight when the aircraft
descends below 500 ft.

AFCS (Automatic Digital Flight Control System)

§ Bank mode HDG sel. - HI 27°max
- LO 15°max

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

§ Minimum height for auto pilot engagement after take off : 100ft
§ Minimum height for use of either AP or FD
- except during take off or executing an approach : 1000 ft
- VS or lAS mode during approach: 160 ft
- CAT I APP mode: 160 ft
§ NAV MODE for VOR approach, using either autopilot or flight director is authorized only if:
- a co-Iocated DME is available, and
- DME HOLD is not selected.
Refer to 2.02.04 for CAT II Operations.

FLAPS
Holding with any flaps extended is prohibited in icing conditions
(except for single engine Operations).

Note: IF EXT flag appears when flaps are extended, it means that there is a leak in the flaps
hydraulic circuit.
 LIMITATIONS
General

LANDING GEAR
§ Do not perform pivoting (Sharp Turns) on a landing gear with fully braked wheel expect in case
of emergency
§ Gear must be considered down when one system indicates three green lights (? ? ? )
§ The main gear wheels are automatically braked as soon as the lever is selected up
§ As soon as the gear is locked in the selected position, hydraulic pressure is released from the
connecting line
§ Except gear warning: Gear down / flaps normal landing / Radio altimeters < 500 ft
§ Nose wheel steering angle +/- 60°
§ Nose wheel deflection of +/- 91° is possible during towing with no pressure in the system
§ Nose wheel steering is self centring after lift off
§ Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature
exceeds 177° C

ANTI SKID
§ Gear down and locked aircraft speed exceeds 10 kt
§ In the event of electrical supply loss the antiskid is no more operative and brakes are directly
operated
CAUTION: Brake handle applies braking without any anti-skid operation, in case of hydraulic power
system failure, the brakes accumulator allows at least six braking applications without anti
skid protection

ICING CONDITIONS
§ All icing detection Iights must be operative prior to flight into icing conditions at night.
§ The ice detector must be operative for flight into icing conditions.
§ Normal mode piloted by MFC
- FAST MODE ( SAT > -20°C ) : 60 sec
- SLOW MODE ( SAT < -20°C ) : 180 sec
§ When de icing OVRD mode is selected, boots inflate according to a separate timer and MFC is
totally by passed
§ Below -30°C icing problems should be non-existent (No super cooled water)
§ Use of NP less than 86% is prohibited in icing condition

PROPELLER ANTI ICING

The system is supplied with 115 ACW and delivers 1400 W per blade
two modes are available::
NORMAL to be used when SAT at or above minus below 0°C and -10°C
ON to be used when SAT is between –10°C and -30°C
Propeller anti-icing is inhibited when NP is below 63%

WINDOW HEAT
It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the
outer windshield temperature over 20°C, the inner surface remains above 21°C to prevent mist
formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over
21°C.
 LIMITATIONS
General

OXYGEN
Reference temperature = Cabin Temperature or OAT whichever is higher, on ground
= Cabin Temperature in flight
The scale is marked by red arc from 0 to 85 PSI and by a green arc from 85 to 2025 PSI
If pre-flight pressure is below 1400 PSI quantity must be checked to be adequate for intended flight

Crew Members
§ In case of pressure drop with the dilution control N (normal) position, diluted oxygen is
provided to 3 cockpit crew for a duration of 120 min at demand flow
( 10 minutes to descend from 25,000 ft to 13,000 ft and continuation of flight between 13,000 ft
and 10,000 ft for 120 minutes
§ In case of smoke or noxious gas emission with the dilution control in the 100% position oxygen
is provided to 3 cockpit crew for a duration of 15 minutes at demand flow

Passengers
Minimum bottle pressure required to cover a cabin depressurisation at mid-time of the
flight, an emergency descent from 25,000 ft to 13,000 ft within Iess than 4 minutes and a
flight continuation at an altitude below 13,000 ft.
A 10% pax oxygen consumption is assumed.
In case of smoke emission, the system protects the flight crew members during 15 min

Note: At dispatch the computed flight time after decompression should be at least 1/2 of estimated
flight time to destination or flight time to the Iongest en-route alternate which ever is higher.
Provision is made to cover:
- unusable quantity
- normal system leakage
- Ref. Temp errors.
 LIMITATIONS
General

ENGINE PARAMETERS
Beyond these limits, refer to maintenance manual.
POWER TIME TQ ITT NH NL NP OIL OIL
PRESS
SETTING LIMIT (%) (°C) (%) (%) (%) TEM
(PSI)
(°)
REVERSE 10 min 106.3 800 103.2 104.2 101 55 to 65 0 to 125
TAKE OFF (***) (****) (3)
TAKE OFF 5 min 90 (*) 101.9 101.4 101 55 to 65 0 to 125
(3)
MAXIMUM NONE 90.9 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS (**) (3)
GROUND 66 mini 40 mini - 40 to
125
IDLE
(3)
HOTEL(4) 715 55 to 65 - 40 to
125
MODE
(3)

STARTING 5s 950(2) - 54 min

OTHER 800 106
(5)
TRANSIENT 5s 120
20s 109.6 840 104.3 106.5 108
(1)(2)
10 min 106.3
20 min 140

During reserve TAKE OFF, TQ indication may exceed 100% but not 106,3%

(*) ITT Iimits depends on outside air temperature refer to 2.01.04 P 3 for detailed information
(**) Maximum continuous power is normally associated with 100% NP. Setting this power with NP
below 100% may Iead to a significant ITT increase and possible exceedance of Iimitations.
MCT use should therefore be Iimited to the 100% NP case.
(***) Time beyond 5 min is Iinked to actual single engine operations only.
(****) This value must be considered as acceptable overtorque value. For day to day operation, refer
to Chapter 3.02.02.

(1) - Determine and correct cause of overtorque.

- Record in engine Iog book for maintenance.
(2) - Determine and correct cause of overtemperature.
- Record in engine log book for maintenance.
(3) - Temperature up to 125°C is authorized without time limitation 20 min are authorized between
125°C and 140°C.
- Refer to ENG OIL HI TEMP procedure.

Note: Oil temperature must be maintained above 45°C to ensure inlet strut de-icing.
Oil temperature must be maintained above 71°C to ensure fuel anti-icing
protection in absence of the low fuel temperature indication.

(4) - Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or maintenance)
in the cockpit.
(5) - 106% Np is allowed to complete the flight without overshooting 75 % TQ.

Note Flight with an engine running and the propeller feathered is not permitted.
 LIMITATIONS
General

PROPELLERS
GROUND OPERATION
§ Avoid static operation between 41 % and 65 % NP
§ Avoid use of feather position above 47 % TQ
§ Engine run up must be performed into the wind.
§ Do not exceed 91.7 % TQ below 30 kt except for transients of engine run up at start of take off
and for brief service checks of 2 minutes or Iess each
§ Use of NP less than 86% is prohibited in icing condition

IN FLIGHT OPERATION
Use of NP setting below 86% in icing conditions is prohibited
ATR airplanes are protected against a positioning of power levers below the flight idle stops in flight
by an ILDE GATE device. lt is reminded that any attempt to override this protection is prohibited.
Such positioning may Iead to Ioss of airplane control or may result in an engine overspeed condition
and consequent Ioss of engine power.

STARTER
3 starts with a 1,5 minutes maximum combined starter running time followed by 4 minutes off
LIMITATIONS
Aircraft Dimensions
LIMITATIONS
Turning Capability
 3.01

MULTIFUNCTION COMPUTER (MFC)

 MFC
General

A
B

BATTERY POWER SUPPLYS

MFC 1A MFC 1B
2A 2B

TAKE OFF WITH TWO OR MORE FAILD MFC MODULES IS PROHIBITED

Note:
By opening the “cargo door control panel” Modul 1A and 2A are electrically supplied and the
autotest is performed.
After “BAT” switch “ON” only Modul 1B and 2B is performed.

Note:
Aural alert is ensured by MFC 1B and 2B, in case of both modules failure aural alert is also lost.
 3.02

CENTRALIZED CREW ALERTING

SYSTEM (CCAS)
 CCAS
General

WARNING

CAUTION

MFC 1B MFC 2B

NO amber lights / some red lights on CAP if dual fault of 1B & 2B

TO config Test pb tested PWR MGT TO

RUD TLU OK
FLAPS 15°
PITCH TRIM green arc

Before TO press “TO INHI” pb

After gear retract “TO INHI” is OFF
Before landing “RCL”
3.03

AIR
 AIR
General

The bleed valve automatically closes

in the following cases:
- Bleed duct OVHT
- Bleed duct LEAK X VALVE
OPEN
- Actuation of associated ENG FIRE handle
OVHT OVHT
- PROPELLER BRAKE selected ON ( for left
FAULT FAULT
Bleed valve only)
LEAK OFF OFF LEAK
- In absence of air pressure, with engine bleed
selected “ ON”

on ground, when Bleed Air is supplied from right engine in Hotel Mode
(started, when Prop. Brake is selected on)

X
VALVE

PACK

PACK
OPEN VALVE
ON GROUND DE ICE ISOL.
BLEED
OR DECENT VALVE VALVE VALVE

HP
VALVE

LP HP
COMPRESSOR

The right pack supplies the cabin only,

the left pack supplies the cockpit (65%) and the cabin (35%)
 AIR
Pneumatic System

Air is generally bleed from the low compressor stage (LP)

ENG BLEED p.b. supplies HP BLEED VALVE and BLEED AIR S/O VALVE
FAULT light indicates tha BLEED S/O VALVE position is different of selected position

§ VENTURI to avoid an important flow in case of duct break.

§ LP CHECK VALVE, prevents the resverse flow, when HP bleed is available.
§ HP BLEED VALVE, when pressure from LP stage is< 25 PSI, air source is automatically switched
to the high compressor stage (HP). This is the case in particular for some holding points during
descent at FI, and during ground operation (both engines running or in HOTEL MODE).
§ BLEED AIR S.O VALVE controls and reulates airflow towars the air conditionning of the inherent
subsystem.
§ Two THERMOSWITCHES are installed downstream of Bleed Air s/o valve. A OVHT associated
light is located on air bleed panel.
§ The X VALVE OPEN light, on air bleed panel illuminates when CROSSFEED VALVE is open
 AIR
Pneumatic System

The Pneumatic System supplies

Pneumatic Air for:
- Air Conditioning
- Pressuration and pneum. De-icing
- CL pneumatic actuator PL < 56° + PWR MGT =TO

X VALVE
OPEN

OVHT OVHT
FAULT FAULT
The BLEED Valve is: LEAK LEAK
OFF OFF
electrically controlled and pneumatically operated.

The Fault Bleed Light comes on amber and the CCAS is activated when:
Disagreement between the valve and the selected position or in case of
OVHT or LEAK

X VALVE
PACK 1 OPEN

Recovered OVHT

NOT Recovered LEAK

FAULT
OFF
O

HP VALVE opens if pressure

drops below 25 PSI

To conditioning the cabin in HOTEL MODE :

Right ENG AIR BLEED plus right PACK VALE and via the CROSS – FEED BLEED VALVE (automatically opened)
the left PACK VALVE

!!! During a starting sequence, the bleed valves opening is inhibited !!!
 AIR
Air Conditioning

The control of the temperature

can be effected either:
- in normal mode,
- in automatic mode. FAULT FAULT

OFF OFF

Duct temperature limited to OVHT OVHT

MAN MAN
88°C by pneumatic temp
limiter.
(MAX FL 200)

HIGH

FAULT FAULT

OFF OFF

OVHT
T > 92 °C
MAN
NORM: 17 psi
HIGH: 30 psi

HIGH
T > 88 °C An OVHT caution is provided to the
Pilot when Tduct > 92°C (but the pack
valves does not close)

FAULT

OFF
In case of loss of electrical supply to
FAULT the DIGITAL CONTROLLER:
OFF Both outflow valves go to full close

DISAGREE
T > 204 °C

COOLING OF AIR IS PERFORMED

-By two ground turbo shut off valves when:
IAS < 150 kt and landing gear is retracted for less than 10 min
IAS < 150 kt and landing gear is extendet
-By ram air when IAS < 150 kt

!!! INCORRECT POSITION OF A TURBO FAN SHUT OFF VALVE LEADS TO CLOSEURE OF ASSOCIATED
PACK VALVE !!!
 AIR
Flow Control

The PACK VALVE is a butterfly type, electrically controlled, pneumatically operated.

The solenoid is energized à the valve opens

S TM
S = solenoid (17 PSI)
TM = torque motor (High/Norm)

Electrical conditions: No high

Pack valve pb ON (norm) and
No overheat
Bleeb valve open and

Right engine à X feed open

In absence of air pressure or electrical supply,

the pack valves are spring loaded closed.

If a Pack overheat occurs, the solenoid is de-energized.

THE VALVE CLOSES
 AIR
Air Conditioning

When the bleed valves are selected ON Pack Valve PB pressed in:
Pack 1 valve opens immediatley, pack 2 valve opens after 6 sec. delay

RH
PACK

LH
PACK

Enables, in case of smoke in the forward cargo compartment, to isolate

the flight deck ventilatino preventing smoke to enter the flight compartment
!!!! CLOSE ONLY IN CASE OF FWD COMP SMOKE !!!!

OPEN CLOSED

ELECTRIC
RACK

FLIGHT
DECK

ELECTRONIC EXTRACT
RACK
FAN

Extract Fan runs on ground

- high T > 52°
- norm T < 52°
 AIR
Pressurization

NON PRESSURIZED
AREA PNEUMATIC
OUTFLOW
VALVE

Digital controller
failure. CCAS

FAULT

ON MAN

ELECTROPNEUMATIC
OUTFLOW VALVE

ON FAST

To be used if VS > -1500ft/min

Bei MAN: APT QNH kleiner als 1013, Kabine höher einstellen

Both outflow valves incorporate a manometric capsul (aneroid) to hold the valve open sufficienttly to prevent
overpressure

10.000 ft CCAS System is activated

AUTO PRESS
MAX CAB ALT
550 ft (FL 250 DIFF. PRESS. 6 PSI) = 6740ft

NORM FAST
400 ft 500 ft
 AIR
Pressurization

NON PRESSURIZED
AUTO MODE AREA

In case of ADC1 Failure: ADC 1

Landing
Elevation The digital controller uses as
ADC 2 Digital reference Aircraft static air pressure
Take Off Controller generated by
Elevation ADC 2 and 1013 HPa
ADC 1

The manual controller knob must be selected to NORM position in order not to disturb the automatic regulation

NON PRESSURIZED
DUMP FUNCTION AREA

ON (guarded): both outflow valves

fully open in AUTO PRESS mode only

ON

The DUMP PB is mechanically protected. No other safety device protects DUMP

function from inadvertent use.

NON PRESSURIZED
MANUALE MODE AREA

FL TARGET CAB
ALT (ft)

140 0 Only with MAN mode

170 2000 FAULT
+2500 / -1500
200 4000
MAN
250 6750

To switch from automatic to manual operation:

Turn the MAN RATE knob to 9 o`clock position, select MAN the CABIN PRESS PB an operate the
MAN RATE knob as required.
 AIR
Pressurization

Operation on ground
Electrical power AVAILABLE/ON and engines not running:
- outflow valves remain closed
At least one engine running even in hotel mode:
- air and electrical power available and outflow valves open

Between 30 sec and one minute after take off the bleed shut-off valves are opened thus
supplying the jet pump. The required cabin pressure level is adjusted by digital controller which
drives the outflow valves according to the flight profile and to the pressurization law registered in
the controller.

1 2 3 4 5

Max ? press 6,35 psi

1 min

Power off Outflow valves closed

1
Power on Controlled supplied, valves
2 closed
Pack valve on Jet pump operative outflow
3 valves regulate
Landing gear Depressuration sequence
4
compressed (530 ft/min)
End of phase 4 Outflow valves full opened
5
 AIR
Ventilation

EXHAUST MODE FAULT illuminates.

When start sequence is initiated, extract fan stops
for 120s to avoid pessure shocks;
or when fan failure, or overtemperature and CCAS is activated

FAULT
FAULT
OVBD

OVBD extract fan off. OVBD valve disagreement

OVBD valve partially open (in flight only) -inflight, or grond Nr.1 engine running OVBD valve OPEN
U/F valve closed -on ground engine Nr.1engine not running OVBD valve CLOSE

To be select in case of an:

Extract fan failure inflight not on ground ( Horn to sound)

OVBD - outside
U/F - underfoor

ON GROUND à OVBD OPEN

à U/F closed
IN FLIGHT à OVBD closed
à U/F open
!!! DO NOT SELECT OVBD VALVE FULL OPEN IF DIFFERENTIAL PRESSURE EXCEEDS 1 PSI !!!
 3.04

AUTOMATIC FLIGHT CONTROL

SYSTEM (AFCS)
AFC
General
 AFC
General

AHRS 1 Avionics Standard Communication BUS AHRS 2

ADU
ADC 1 ADC 2

DATA
EADI EADI
BUS

EHSI SGU 1 AFCS SGU 2 EHSI

Computer

NAV SENSORS
VOR 1
TRIM
DME YAW ROLL PITCH Elevator
ILS 1 Actuator Actuator Actuator
RAD ALT 1

The aircraft is provided with an Automatic Flight Control System. It achieves:

§ autopilot function and/or yaw damper (AP and/or YD)
§ flight director function (FD)
§ altitude alert

Main components are:

§ one computer
§ one control panel
§ one advisory display unit (ADU)
§ three servo-actuators (one for each axis)
 AFC
FD / AP

manual
or
autopilot

AP / FD
Computer
Informations through FD bars on ADI
- in Pitch (vertical mode)
- in Roll (lateral Mode)

Engagement of modes is devidet into two phases

§ a arm phase (white in ADU and ADI)
§ a capture phase (green in ADU and ADI)

In case of loss of FD mode associated FD bar disappears FD mode (lateral or vertical can be
disengaged:
§ by a second action on the corresponding p.b. HDG, NAV, APP, BC, IAS, VS, ALT
§ by the loss of logic condition
§ by action on STBY p.b.

Of course at any time the FD bars can be removed by setting the FD bars switch to OFF position.
 AFC
TCS

Touch Contro/ Steering (TCS) pb

Depressing the button allows the pilot temporary manual control of the aircraft. AP arrows
extinguish on AFCS control panel.
Basic AP mode: Depressing the TCS button in the basic mode will cause the AP to change the
pitch and roll references. The reference attitude will be the aircraft’s new pitch
and roll attitude (within limits) at the time the TCS button is released. Pitch
attitude resynchronisation limits are ± 15°. If the button is released with a pitch
attitude greater than 15° the aircraft will return to 15° and maintain that
attitude.

lf the TCS is released at bank angles less than 6° the system will level the
wings and, at wings level will fly the existing heading. If the bank angle is
greater than 6° but Iess than 35° at TCS release, the AP will maintain the bank
angle. At bank angles greater than 35° the aircraft will return to 35° and the AP
will maintain 35°.

35°
bank hold
if TCS

6°
wing level
3°
HDG HOLD
 3.05

COMMUNICATIONS
 COMMUNICATIONS
General

F/O

OBS
(IF IINSTALLED)

CAPT

A switch located in the oxygen mask box when in released position (oxygen mask out), automatically
transfer transmissions from the boom set mike to the oxygen mask mike. Transmission with hand mike
remains available regardless of transfer switch position.
Radio reception is not affected by the transfer switch position.
 3.06

ELECTRICAL SYSTEM
 ELECTRICAL SYSTEM
General

The electrical power generation is provided by following sources:

- Main and emergency batteries
- Two engine-driven DC starter/generators
- Two AC wild frequency generators
- Two external power units (AC and DC)

Weak DC GPU:
27 – 28 V use EXT Power
26 – 27 V EXT only for preparation start with battery
< 26 V disconnect EXT
 ELECTRICAL SYSTEM
DC POWER

GND HDLG BUS : BAT OFF

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 OFF INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

BTC

-Refuel & defuel system

DC SVCE BUS
-Entrance lights
-DC aux hydraulic pump DC GEN 1 EXT. PWR DC GEN 2

GND HDLG
BUS MICRO
feed SW

When you open: -Cargo Door

(Micro Switch) -Refuelling Control Panel Access Door
-Onboarding Door
 ELECTRICAL SYSTEM
DC POWER

GND HDLG BUS / SVCE BUS : BAT OFF + EXT PWR “ AVAIL”

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 OFF INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC

DC SVCE BUS
DC GEN 1 EXT. PWR DC GEN 2

AVAIL
GND HDLG
BUS MICRO
SW

EXT PWR “AVAIL”:

SUPPLY: - DC SVCE BUS
- GND HDLG BUS
 ELECTRICAL SYSTEM
DC POWER

BATT ON:

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG
FAULT FAULT

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS BTC

SHED
DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT AVAIL FAULT

GND HDLG
BUS MICRO
SW

2 Amber Arrows illuminated: EMER MAIN BAT BUS supplied by its respective Battery
INV 1 powerd by the “ HOT MAIN BAT BUS”
 ELECTRICAL SYSTEM
DC POWER

BAT ON / EXT POWER ON AC BTR

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT FAULT
GND HDLG ON
BUS MICRO
SW

GPU ON à only if bat switched “ON”

“DC STBY BUS” connected automatically at “HOT EMER BAT BUS “
as soon as batteries are not supplying the Aircraft
 ELECTRICAL SYSTEM
DC POWER

HOTEL MODE

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT
GND HDLG ON
BUS MICRO
SW

When the engine reaches 61,5% NH, the starter/generator is acting as a generator

!!! EXT PWR available and on line, DC EXT PWR has priority over ENG DC GEN !!!
 ELECTRICAL SYSTEM
DC POWER

NORMAL SUPPLY

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

ON
GND HDLG ON
BUS MICRO
SW
 ELECTRICAL SYSTEM
DC POWER

GEN 1 “FAIL”

AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT
GND HDLG ON
BUS MICRO
SW

BTC closes automatically

In flight : if OAT exceeds ISA +25, flight level must be limited to FL 200
 ELECTRICAL SYSTEM
DC POWER
AC BTR will close
FAILURE DC BUS 1: only if DC BTC
AC BTR
is NOT “ ISOL”
AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER BAT EMER MAIN
BAT BAT
IS BUS BUS
EMER MAIN
ISOLATED BAT CHG BAT CHG

FAULT

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC
SHED

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT
GND HDLG ON
BUS MICRO
SW

In this case: DC GEN 2 only on line with DC BTC open !!!!!

CM II becomes PF
 ELECTRICAL SYSTEM
DC POWER
AC BTR will close
FAILURE DC BUS 2: only if DC BTC
AC BTR
is NOT “ ISOL”
AC 1 AC 2

AC STBY
AC AC

BAT

INV 1 ON INV 2

DC STBY BUS

DC DC
EMER ESS
BUS BUS
MAIN BAT
IS
ISOLATED

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG
FAULT

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC
SHED

DC SVCE BUS
DC GEN 1 EXT. PWR DC GEN 2

FAULT
ON
GND HDLG
BUS MICRO
SW

CM I becomes PF
 ELECTRICAL SYSTEM
DC POWER

BOTH DC GEN FAIL à 1 OVRD

AC 1 AC 2
With Batteries only:
AC Bus 1 & 2 are
never supplied AC STBY
AC AC

BAT
OVRD
INV 1 INV 2 BAT
OVRD

ON

DC STBY BUS

DC DC
EMER ESS
BUS BUS

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

FAULT FAULT

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC
SHED

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT FAULT
GND HDLG
BUS MICRO
SW

MAIN BAT BUS supply - INV 1 + AC STBY BUS

- DC STBY BUS
- DC ESS BUS 2 Amber Arrows illuminate

EMER BAT BUS supply - DC EMER BUS

 ELECTRICAL SYSTEM
DC POWER

BOTH DC GEN FAIL + “UNDV” à 2 OVRD

AC 1 AC 2

AC STBY
AC AC

BAT
OVRD
INV 1 INV 2

DC STBY BUS
O U
„UND VOLT“
DC DC V
R
N Illuminate
D
EMER ESS D V
BUS BUS
„OVRD“ Pb

HOT HOT
EMER MAIN
BAT BAT
EMER BUS BUS MAIN
BAT CHG BAT CHG

FAULT FAULT

UTLY UTLY
DC BUS 1 BUS 1 BUS 2 DC BUS 2

DC SVCE / UTLY BUS

BTC
SHED

DC SVCE BUS

DC GEN 1 EXT. PWR DC GEN 2

FAULT FAULT
GND HDLG
BUS MICRO
SW

EMER BAT BUS supply - DC STBY BUS

- DC EMER BUS
- INV 1
- AC STBY BUS
 ELECTRICAL SYSTEM
AC POWER

ACW EXT PWR “ON”

ACW SVCE BUS

GXC EXC

BTC 1 BTC 2
ACW BUS 1 ACW BUS 2

ALT ALT
EXT. PWR
GEN1 GEN2

ACW EXT PWR “ON” + ENGINE “ON”

ACW SVCE BUS

GXC EXC

BTC 1 BTC 2
ACW BUS 1 ACW BUS 2

OPEN

OPEN
ALT ALT
EXT. PWR
GEN1 GEN2

( PRIORITY )
Min NP for ACW = 70% Min NP for ACW = 70%
 ELECTRICAL SYSTEM
AC POWER

ALT GEN 1 à FAIL

The ACW SVCE BUS is automatically shed when one generator is off line

ACW SVCE BUS SACRIFIED

GXC EXC

Auto closure when either ACW GEN drops off line

BTC 1 BTC 2
ACW BUS 1 ACW BUS 2

ALT ALT
EXT. PWR
GEN1 GEN2

ACW BUS 1 à FAIL

ACW SVCE BUS LOST

GXC EXC

BTC 1 BTC 2
ACW BUS 1 ACW BUS 2

ALT ALT
EXT. PWR
GEN1 GEN2
 ELECTRICAL SYSTEM
AC POWER

ALT GEN 2 à FAIL

ACW SVCE BUS SACRIFIED

GXC EXC

BTC 1 BTC 2
ACW BUS 1 ACW BUS 2

ALT ALT
EXT. PWR
GEN1 GEN2

ACW BUS 2 à FAIL

ACW SVCE BUS

GXC EXC

BTC 1 BTC 2
ACW BUS 1 ACW BUS 2

ALT ALT
EXT. PWR
GEN1 GEN2
 3.07

EMERGENCY EQUIPMENT
 EMERGENCY EQUIPMENT
General

BAGGAGE
BAGGAGE

BAGGAGE

The aircraft is equipped with fire fighting, oxygen and first aid equipment, placed
throughout the cabin, readily available for use in emergency.
The emergency lighting system provides aircraft illumination when all other electrical
power sources are no longer available.
EMERGENCY EQUIPMENT
Extinguisher
EMERGENCY EQUIPMENT
Oxygen
EMERGENCY EQUIPMENT
Evacuation provisions
 EMERGENCY EQUIPMENT
Oxygen System

IF below 1400 PSI, use table:

Green Arc from 85 to 2025 PSI:

Red Arc from 0 to 85 PSI:

LO PR supply below 50 PSI:

LO PR

OFF ON

CPT F/O OBSER

MASK MASK MASK

Pressure Drop à dilution control in N(normal) à 120 min / 3 cockpit crew

(10min descend FL 250 to FL130 + 110min FL130)

Smoke à dilution of 100 % à 15 min / 3 cockpit crew

In addition to the cockpit crew; the passenger outlets supply 10% of the passenger with a continuous
diluted flow for a duration of 30 min in case of pressure drod ( 4 min to descend FL 250 to FL130 and
26 min to continue the flight between FL130 and FL 100)
 EMERGENCY EQUIPMENT
Oxygen System

Fixed
Oxygen
System

Portable
Oxygen
System
 3.08

FIRE PROTECTION
FIRE PROTECTION
General

In case of failure ( FAULT illuminated ),

a action an ALTN p.b. permits second fan
activation.

Right nacelle overhaet detection system (on ground only)

Right nacelle is equipped with an overheat detector.
When right nacelle temperature exceeds 170°C,
NAC OVHT red alarm is triggered on CAP, an the CCAS
is activated.
§ System is inhibited in flight
§ System is activated 30 sec after landing
 FIRE PROTECTION
Engine Extinguishing System

Red ENG. FIRE illuminates on CAP in case of:

- Fire signal detected by both loops A and B or,
- Fire signal detected by one of the both loops if the other one is selected OFF

Two common bottles

for both engines

The“DISCH“ ambere light indicates that the fire bottle is empty (depressurized)
after agent 1 is discharged (agent 1 DISCH on left eng.+ agent 2 DISCH on right engine)

Pulled: on the respective engine

Prop Feathering
Fuel ENG LP Valve closed
Air Bleed & HP Valve closed
Deice Deice & shutoff valve closed
Elect DC & ACW GEN disconnected
Squibs armed LTS illumination

ENG
1 FIRE
PULL

DISCH FAULT FAULT DISCH

SQUIB OFF OFF SQUIB

Fire Test:
- MW + CRC + CAP
- Fire handle illuminated
- Fuel S/O Lt on CL
(if out of FUEL S/O position)

The discharge light will also illuminate on the non affected engine fire panel to
facilitate identification of the depressurized bottle
 3.09

FLIGHT CONTROLS
 FLIGHT CONTROLS
General

WHEEL TRAVEL: +/- 65°

AILERON TRAVEL: 14°up 14°down
AILERONS AUTOMATIC TAP TRAVEL: 57% of aileron course
SPOILERS START TO ACT AFTER GIVEN AILERON DEFLECTION 2,5°
LH AILERON TRIM CONTROLLED TAB TRAVEL: 4°up 4°down
FULL ROLL TRIM TRAVEL REQUIRES ABOUT: 30s
 FLIGHT CONTROLS
Pitch

NORMAL TRIM will disengage the AP

STICK
PROBES
PUSHER

M.F.C.
AUTO
TRIM
M.F.C.

PITCH
DISCONNECT

After uncoupling; only one pilot has control and actuates one elevator only

There are two stick shakers, one for each control column but only one stick pusher actuator
located on the captain pitch channel. In case of pitch uncoupling when pusher triggering
angle of attack is reached, only the captain control column is pushed forward.
FLIGHT CONTROLS
YAW

TLU (TRAVEL

FAULT
HI < 185 kt
ADC 1
LO > 180 kt

ADC 2

The TLU automatic control is done through ADC 1/2 when

reaching 185kt during an acceleration and when reaching
180kt during deceleration. The TLU setting ( high speed or
low speed) may also be performed manually in case of
ADC failure.
 FLIGHT CONTROLS
Flaps

IF EXT appears when flaps are extended = hyd circuit leak

EXT

FLAPS UNLK: Spurius retraction from 15° or 30°

if mor than 4° diff
FLAPS ASYM: > 6,7° MC Flaps frozen in actual
position

FLAPS FLAPS
UNLK ASYM

When wing flaps are extended, the VMO alert (clacker) operates at VFE
VFE flaps 15° = 185 kts
VFE flaps 30° = 150 kts

BLUE GREEN

M M M
 3.10

FLIGHT INSTRUMENTS
 FLIGHT INSTRUMENTS
Air Data System

VSI

ALTM

ASI ECC 2

AHRS 2
SGU 2 ADC 2

AFCS

ADC 1

SGU 1 AHRS 1

ECC 1
VSI

ALTM

ASI
 FLIGHT INSTRUMENTS
AHRS

Normal Standby

AHRS 1 AHRS 2

SGU

SGU

EADI EADI

EHSI RMI RMI EHSI

AHRS à Attitude and Heading Reference System

EHSI à Electronic Horizontal Situation Indicator
EADI à Electronic Attidude Director Indicator
RMI à Radio Magnetic Indicator
 FLIGHT INSTRUMENTS
EFIS

EADI EADI

EHSI EHSI

CAPT ECP ECP F/O

SWITCHING SWITCHING

SGU 1 SGU 2

AHRS 1 AHRS 2 AHRS 1 AHRS 2

WEATHER RADAR

SYSTEM ASCB
AFCS

EFIS Control Panel

SGU FAILURE
 3.11

FUEL SYSTEM
 FUEL SYSTEM
Tanks

Total quantity of fuel in each tank is 2500kg / maximum fuel unbalance is 730kg

VENT SURGE TANK

WING CENTER BOX

LH WING FUEL TANK RH WING FUEL TANK

REFUELING
Maximum pressure 3.5 bars (50 PSI)
The wing tanks can also be refueld by gravity

DEFUELING
Suction 0.77 bars (11 PSI)

NOTE: Fuel remaining in the tanks when quantity indicators show zero is not usable in flight
 FUEL SYSTEM
General

FEED FEED
LO PR LO PR

Electrical pump is automatically actuated

§ X-FEED = ON
§ LO LVL
RUN RUN
OFF OFF

FUEL QTY
L. TK: R. TK:

0160 0160 HP Valve is operated by

T condition lever
LO LVL LO LVL

FUEL TANK LO LVL : < 160kg

P > 300 mBar FEED
LO PR

Memo
RUN FUEL
OFF X FEED Panel

P > 600 mBar

ELECTRICAL PUMP ON: engine start / jet pump <350mbar / fuel < 160kg
Xfeed in line
Each elecctrical pump is able to supply one engine in the whole flight
Each jet pump is able to supply both engine in the whole flight

FUEL CLOG FUEL CLOG LIGHT: HP fuel filter exceeds 45 PSI

FUEL TEMP: green (0°C – 50°C) Red dash (-54°C and +57°C)
- one for every fuel feeding line and
- one for the left tank

When FUEL PUMP p/b is released out:

Ø Electrical pump is de-activated and white off light comes on on p/b
Ø Jet pump motive flow valve is closed
 3.12

HYDRAULIC SYSTEM
 HYDRAULIC SYSTEM
General

LO PR LO PR LO PR

OFF OFF ON OFF

LO LO
OVH
LVL
OVHT OVH
LVL
T T

The normal hydraulic pressure of the

blue and green system is 3000 psi.

In case of LO Level alert:

Crossfeed valve
- is inhibited to open
- close automaticaly if it
was open

B G

LO LEVEL OVHT
OVHT LO LEVEL

T > 121°C
T > 121°C

M M
AUX PUMP (AUTO) is running:
- P < 1500PSI
- Prop break released LO PR

- Gear down OFF LO PR

- One engine running OFF

M AC wild
OVHT DC
ON
LO PR

ON
P< 1500 PSI

NOSE WHEEL
STEERING

LANDING GEAR

FLAPS

SPOILERS

PROPELLER BRAKE

BRAKING
EMERG AND NORMAL
PARKING

On ground pushing the „AUX PUMP” PB on the pedestal allows to energize the aux pump wich
pressurized the BLUE HYD SYST, regardless BATT SWT “ON” or “OFF” position
CAUTION: Intensive use could discharge the main battery
 3.13

ICE AND RAIN PROTECTION

ICE RAIN PROTECTION
Quick - Reference
 ICE RAIN PROTECTION
Quick - Reference

ICE ACCRETION

ICING ICING ICING ICING

ICING

AOA AOA AOA AOA

1 1 2 1 2 3 1 2 3 1 1
3 3

TAT < 7°C

Below -30°C icing problems schould be non-exsistant (NO SUPERCOOLED WATER)

holding with any flaps extendet is prohibited in icing conditions (expect for single engine operations)

ATMOSPHERIC ICING CONDITIONS

Atmospheric icing conditions exist when OAT on ground and for take off is at or below 5°C or when
TAT in flight is at or below 7° and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).

GROUND ICING CONDITIONS

Ground icing conditions exist when OAT on the ground is at or below 5°C and when surface snow,
standing water, or slush is present on the ramps, taxiways and runways.

Note: TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to wings, control surfaces or
propellers.
 ICE RAIN PROTECTION
General

!!! During final approach, if SAT is greater than ISA, do not maintain NH under 78% !!!

PROPELLER ANTI ICING

The system is supplied with 115 ACW and delivers 1400 W per blade
two modes are available::
NORMAL to be used when SAT at or above minus -10°C and below 0°C
ON to be used when SAT is between -30°C and –10°C
Propeller antiicing is inhibited when NP is below 63%

WINDOW HEAT
It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield
temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated
with 28 volts DC and keeps the inner Temperature over 21°C.
 ICE RAIN PROTECTION
Engine and Wing Protection

FAULT FAULT FAULT FAULT

ON ON SLOW OVRD ON
FAST : timing cycle 60s SAT > -20°C
SLOW: timing cycle 180s SAT < -20°C

Controls the timing cycle of all the wing de-icing FAULT

and/or engine anti icing controllers (A and/or B) OFF

ON: deice and isol valve opened

OFF: isol valve closed / deice valves closed unless ENG 1-2 deice on

A
A

DE ICE DE ICE
VALVE VALVE

ISOLATION BLEED BLEED ISOLATION

VALVE VALVE
VALVE FAULT
VALVE
OFF

A A

A A
A A

A A

OVRD: The emergency de-icing activation is selected (timing cycle = 60s),

The light illuminates white and all de-icing lights extinguish.
This position is used when the associated FAULT light illuminates.
 ICE RAIN PROTECTION
Pneumatic de-icing system

On ATR aircraft, the system must be activated at the first visual indication of ice accretion

Pneumatic de–icing system

Electrical ice protection

!!! PROPELLER ANTI ICING IS INHIBITED WHEN NP IS BELOW 63% !!!

 3.14

LANDING GEAR
 LANDING GEAR
Nose Wheel Steering

BLUE TANK

60° 60°

91° 91°

Nose wheel steering angle +/- 60°

Nose wheel deflektion +/- 91° (is possible during towing with no pressure in the system)

Nose wheel steering is selfe centering after lift off

!!! NWS inop. taxi with break and different. power max cross - wind 15 kt !!!

Do not perform pivoting (tight turns) on a landing gear with fully braked wheels expect in case of emengency
 LANDING GEAR
Brakes Anti Skid

The main gear wheels only are automatically braked as soon as the lever is selected up

As soon as the gear is locked in the selected position, hydraulik pressure is released from the connecting line

As soon as the gear is locked

BLUE GREEN

M M M

L R

The ANTISKID test is

inhibited when wheel
speed exceeds 17 kt

Operative
In case of hydraulic power system at speeds
failure, the breake accumulator over 10 kt
allows at least six braking
applications without ANTI-SKID
protection

The hot light indicate a breakes temperature of 150°C or more

Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature
exceeds 177°C

Emergency extension handle allows mechanical unlock and then the landing gear extends because of
gravity, aerodinamic forces and gas actuator
 3.15

NAVIGATION SYSTEM
 NAVIGATION SYSTEM
VOR/ILS

VOR:

RMI 1 EHSI 1 EHSI 2 RMI 2

ECP 1 SGU 1 SGU 2 ECP 2

VOR 1 VOR 2

ILS:

EADI 1 EHSI 1 EHSI 2 EADI 2

AFCS
ECP 1 ECP 2

SGU 1 SGU 2
ASCB BUS

ILS 1 ILS 2
 NAVIGATION SYSTEM
ADF

ADF: only 1

ECP 1 SGU 1 SGU 2 ECP 2

ADF
 3.16

POWER PLANT
 POWER PLANT
Systems Description

CROSS SECTION

EXTERNAL VIEW (RIGHT)

EXTERNAL VIEW (LEFT)

POWER PLANT
Systems Description

READY : engagemet or disangag. Cond. are met:

- A/C on ground
- Gust lock engaged
- CL on FTH or FUEL S/O
- Blue hyd press > 2900 PSI
 POWER PLANT
Engine Controls

HMU
POWER PLANT
Idle Gate
 POWER PLANT
EEC, HMU, PCU

• Power lever position

• PWR MGT selector position
• Bleeb position

EEC
HMU FUEL

ENGINE

Controlled by
Power Lever (PL)
 POWER PLANT
ATPCS

ARM
NORMAL TAKE OFF
No ATPCS ARMED
WITH

ARM UP
TRIM

LEFT ENGINE FAILURE:

UPTRIM ON RIGHT ENGINE

UP
TRIM

AFTER 2.15 SECONDS:

LEFT ENGINE FEATHERD
UPTRIM MAINTAINED ON RIGHT
ENGINE ATPCS ARM LIGHT
EXTINGUISHES

Aircraft on ground, PWR MGT on TO, ATPCS P/B ON, ATPCS is armed if:
Ø Both PL above 56° and
Ø Both torque above 53%

Auto feather occurs after 2,15 seconds following a torque drop below 21%
(In this case, the throttle reductions occurring within 2,15 seconds period
automatically disarm the mode - Rejected T/O)

CAUTION:
If the engine is restarted, it will be necessary to select PWR MGT to MCT position
after rilight in order to be able to unfeather the propeller
4.00

FLOW
 FLOW
General

TAXI:

7
1. BRAKES
2. TIME
3. TAXI LIGHT
4. ANTI-/DEICING ON
5. OVERBOARD VALVE
6. ADU
7. WX RADAR
8. T/O CONFIG 8
9. ICING PTT
 FLOW
General

BEFORE TAKE-OFF:

8 9

10 10
6

11

1. TCAS
2. XPDR
4
3. CONDITION LEVERS 3
4. GUST LOCK
5. FLIGHT CONTROLS
6. CCAS
7. EXT. LIGHTS
8. ENG. START SELECTOR
9. ANTI / DEICE 2
10. BLEED VALVES
11. TIME

1
 FLOW
General

AFTER LANDING:

10

11
9

11

7
12
6
1. TIME
2. TCAS 5
3. XPDR
4. FLAPS
5. GUST LOCK 4
6. WX RADAR
7. DH
8. LIGHTS
9. CONT. RELIGHT 3
10. STBY HEATING
11. ANTI / DEICE
12. TRIMS

2
 5.00

LOW VISIBILITY OPERATION

 LOW VISIBILITY OPERATION
General

RVR
> 200 ft
CAT I 550 m 200 ft
DH
> 100 ft CAT I
DH 100 ft
CAT II 300 m CAT II

RVR – Required (m)

Full Intermediate Basic Nil Approach
DH ft Facilities
HI/MI ALS
Facilities
HI/MI ALS
Facilities
HI/MI ALS
Light Facilities
Nil approach
720m or more 420m – 719m 419m or less lights

100 – 120 300 Max. - Crosswind 10kt Braking 0,30 (medium)

121 – 140 400 - Tailwind 10kt App. Climb >2,5%
CAT II - Headwind 25kt
> 140 450

200 550 700 800 1000

201 - 250 600 700 800 1000
CAT I 251 - 300 650 800 900 1200
301 and above 800 900 1000 1200

250 – 299 800 1100 1300 1500

NON- 300 – 449 1000 1300 1400 1500
Precision 450 – 649 1200 1500 1500 1500
>650 1400 1500 1500 1500

MDH ft Min. Met. Vis. (m)

Circling
Approach 500 1600

Take – off alternates

landing minima in accordance with the approved criteria
Ceiling must be taken into account when the only available approaches are non-precision and/or circling approaches.
1 hour flying time distance at a single engine cruise speed 165 kt.

Destination aerodromes
RVR/Visibility in accordance with the approved criteria
For non-precision or circling approaches –ceiling at or above MDH.

En-route alternates and Destination alternates

TYPE OF APPROACH PLANNING MINIMA
CAT II CAT I RVR
CAT I Non Precision RVR. Ceiling at or above MDH
Non Precision Non Precision RVR+1000m. Ceiling at or above MDH +200ft
Circling Circling

Take off RVR/Visibility (Both pilots must be qualifiedd for LVTO with RVR < 400m no conversion VISàRVR)
HI R/W Edge+CL R/W Edge+CL R/W Edge+ Edge Lights or NIL (Day only)
Lights + multi RVR Lights + multi RVR C/L Lights C/L Markings
125 150 200 250 500
 LOW VISIBILITY OPERATION
OCA / OCH

OBSTACLE CLEARANCE
ALTITLUDE / HEIGHT (OCA / OCH)
The lowest altitude (OCA) above MSL
or altenatively the lowest height (OCH)
above touch-down zone used to
establish compliance with the
appropriate obstacle clearance criteria.

OBSTACLE FREE ZONE (OFZ)

The airspace above the inner approach surface, inner transitional surfaces and balked landing surfaces and that portion if
the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than low mass and frangible
mounted and required for air transportation purposes.

OBSTACLE ASSESSMENT
SURFACE (OAS)
A System of surfaces designed to
define the OFZ in the landing area,
based on the threshold height of the
relevant runway.

2,5% 3°
(GA)
DH
 LOW VISIBILITY OPERATION
Visual aids

Distance Code Centerline Barret Centerline

CAT I

Cross-Bars provide roll guidance and distance informations

Distance Code Centerline Barret Centerline

30 m

à 300m & 150m

à from 900m to 300m

CAT II

The red side row barrets gives additional lateral and roll guidance and alert the pilot that he not yet cross the RWY
 LOW VISIBILITY OPERATION
Visual aids

900 m

CAT II RWY width > 30m Slope < 0,8% RWY length > 1800m
18m ó 4 strips
23m ó 6 strips
30m ó 8 strips nominal touch-down point
45m ó 12 strips 150 m
60m ó 16 strips

Holding position

CAT I > 90m

CAT II > 150m

 LOW VISIBILITY OPERATION
Visual aids

Power supply with switchover time of:

1 sec. for transmissometer
15 sec. for ceilometers and anemometers
 LOW VISIBILITY OPERATION
Non visual aids

Threshold Crossing height (TCH)

For CAT II, ILS must provide a TCH of 50 ft (15m) with a tolerance of only + 10ft ( 3m)

ILS maintenance take over time of duplicate ILS transmitters within 1 to 2 seconds
 LOW VISIBILITY OPERATION
Non visual aids

LOC CAT I = 1 dot

CAT II = 1/3 dot
GP CAT I = 1 dot
CAT II = 1 dot

Comperison Caution Message

HDG
ATT ILS
HDGà bank> 6° dis.6°
bank>12° dis.6°
ATTà pitch (PIT) dis.6°
roll (ROL) dis.6°
both PIT &ROL = (ATT)
ILSà LOC dis.0,6°
GS dis.0,2°
 LOW VISIBILITY OPERATION
Approach

LOC *
CAT II capebility

Disregard RVR
continue approach

NORMAL LOW VISIBILITY CIRCLING APPROACH

20sec - (1sec/1kt)

ALT
HDG
SPEED white bug
TQ Checklist
 LOW VISIBILITY OPERATION
Type Part ATR

LOW VISIBILITY TAKE – OFF (LVTO)

> 400 –150 m - 10 kts X-wind

- Braking action 0,30
- RVR in Sectoren - / B / C
- Centerline lights 30m

<150 – 125 m - 10 kts X-wind

- Braking action 0,30
- RVR in Sectoren A / B / C
- Centerline lights 15m
- 90m visual segment available from cockpit at start T/O run

CAT II APPROACH / LANDING

Dual Coupling occurs below 1.200 ft radio altitude the dual coupling indication is displayed at ACP
and the EADIs.
The CAT II capability message must be available upon LOC intercept and is confirmed by PNF call-
out.
Dual coupling must be achieved at 800 ft radio altitude.
Below 200ft RA, the radio altimeter controls the display of the runway symbol in the EADIs.
The EXCESS DEV monitor is only active during dual coupling and radio altitude
between 500 ft and 100 ft for glideslope and
between 500 ft and 0 ft for localizer.
If the aircraft deviates 1/3 dot = 0,3° from LOC and / or
3/4 dot = 0,25° from GS,
localizer and / or glideslope scales on both EADI will flash amber and EXCESS DEV will be displayed
on the ADU, provided “CAT 2” was available at the time of occurrence.
If actual approach speed becomes lower than set Vapp – 5 kts or higher than set Vapp +10 kts CM2
announces: “SPEED”
Excessive attitude means bank angle > 10° and / or pitch attitude < -4° or > +4°
CM2 announce: “GUIDANCE”
Visual Reference
An approach may not be continued below the CAT II decision height unless visual reference
containing a segment of at least 3 consecutive lights being:
Ø The centerline of the approach lights, or
Ø The touchdown zone lights, or
Ø The runway centerline lights, or
Ø The runway edge lights or,
Ø A combination of these is attained and can be maintained.
The visual reference must include a lateral element of the ground pattern, i.e., a
crossbar of the approach lights, the landing threshold or a barrette of touchdown
zone lighting.
Landing minima CAT II
Ø DH 100 ft (RA)
Ø 400m RVR manual approach after DH(RA)
Ø 300m RVR approach with autopilot on to 50 ft (RA) and manual continuation to land
 LOW VISIBILITY OPERATION
Type Part ATR

WORDINGS / CALL OUTS :

CM II monitor till touch down all instruments head down

Ø Loc * à Final Heading / CAT II capebbbility
Ø OM à OM check altitude checked
Ø 800 ft (RA) à Dual coupling
Ø 500 ft (RA) à Center Heading bug / Flight director off
CM II checks deviations in attitude and speed and monitors the autopilot actions
CM II crosschecks CMI, CMII and SBY instruments
Ø 200 ft (RA) à Approaching minimum
Ø 100 ft (RA) à Minimum
Ø 50 ft (RA) à Fifty (Check autopilot off)
Ø 40, 30,20,10

FAILURES:

Failure occure below 800 ft

Ø discontinue the approach; go-around

Failure occures above 800 ft

Ø continue CAT II if QRH is completed until passing 800 ft
§ Flaps Jam 15
§ Hyd LOPress / OVHT (Xfeed must be available)
§ Gen Fault DC, ACW, AC (BTC must be closed)
§ MFC Fault (one module)
§ One CRT Fail
 6.00

PROCEDURES & TECHNIQUES

 PROCEDURES & TECHNIQUES

VOR – ADF Non Precision Approach

Fly in full arc

2 NM 1 NM 0,2 NM

ft
VS = 700 /min

170 kt 150 kt 140 kt

Flaps 15 Flaps 30
Gear down
PWR MGT TO
Final Checklist
+ 1 open item
MDA

Flame out in climb (all after PWR MGT out of TO)

Q ENG START - cont relight
Q PL - adjust
Q CL - max RPM live engine
Q PWR MGT - MCT
Q Final TO – speed
Q Bleed valves - off

Flame out in cruise

Q ENG START - cont relight
Q PL - adjust
Q CL - max RPM live engine
Q PWR MGT - MCT

Flame out in short final

Q Both PL - adjust
Q CL - max RPM
Q Bleed valves - off
 7.00

FORMEL
 FORMEL
General

1. Sinkrate 7. Wolkenbasis aus dem Spread

ROD (ft/min) = Groundspeed (kt) • 5 Wolken(Basis) = Spread X 400 ft

Rel. Feuchte = 100 – ( 5 x Spread )

ROD (ft/min) = Groundspeed (kt) • Gleitweggradient (%)

8. Querwindeinfluß

R0D (ft/min) = Groundspeed (kt) • Gleitwinkel (°) • 2 F • WS

WCA =
TAS
/10
2. TAS aus der IAS (nur geschätzt)

TAS = IAS um 2% je 1000 ft größer

9. Umrechnungen
( IAS + 4kts pro 1000 ft bis FL100 )
( IAS + 5kts pro 1000 ft bis FL 200 ) TURBIN FUEL
( IAS + 6kts pro 1000 ft bis FL 300 ) Kg = ltr x 0,8
ltr = kg x 1,25

3. MACH aus TAS ltr = lbs x 0,57

lbs = ltr x 1,8
MACH = TAS
600 °C > °F ( 9/5 x °C ) +32
TAS °F > °C 5/9 x ( °F – 32 )
oder MACH x 10 = NM/min
60
m = ft x 0,3048
ft = m x 3,2808
4. Standard Turn Nm = km x 0,539
km = Nm x 1,852
TAS
Standard Turn ( 3°/s) BankAngle = +7 max 25°)
10 kg = lbs x 0,45359
lbs = kg x 2,2046

5. Descent
psi = at x 14,22

Distance(NM) = Height to be los (1000ft) • 3

1013,25 hPa = 29,92 inHg
+ 15 NM (straight in approach) inHg = hPa x 0,03 (Faustformel)
+ 8 NM (abeam approach) hPa = ft x 30 (bis ca. 6000ft)

QNH- Altitude à Pressure Altitude

6. Final Approach Speed PA = QNH-Alt. + (1013 – QNH) x 30

DA = PA +/- 124ft per 1°C diff. of std. Temp
TA = QNH-Alt +/- 0,4% per 1°C
VAPP = VmHB + WIND FACTOR
diff. of std. Temp

WIND FACTOR the highest of:

- 1/3 of the reported head wind velocity
or - the gust in full
with a maximum wind factor of 15 kt
 FORMEL
General

QNH höher Alt. Standard Non Standard

Standard
Siebzig

Holding Speed < FL 140 = 230 kts / 1min

(Germany) > FL 140 = 240 kts / 1,5 min

QNH kleiner Alt.

Procedure Turn Procedure Turn
45° 80°

Tropopausenhöhe = 36.000Ft / –56,5°C

Temperaturabnahme = 2°C / 1000ft
 FORMEL
General

WIND COMPONENT TABLE

ANGLE BETWEEN WIND DIRECTION AND HEADING

10 20 30 40 50 60 70 80 100 110 120 130 140 150 160 170 10 20 30 40 50 60 70 80

HEADWIND COMPONENT TAILWIND COMPONENT CROSSWIND COMPONENT

5 -5 -5 -4 -4 -3 -3 -2 -1 1 2 3 3 4 4 5 5 1 2 3 3 4 4 5 5 5
WIND SPEED IN KNOTS

10 -10 -9 -9 -8 -6 -5 -3 -2 2 3 5 6 8 9 9 10 2 3 5 6 8 9 9 10 10

15 -15 -14 -13 -11 -10 -8 -5 -3 3 5 8 10 11 13 14 15 3 5 8 10 11 13 14 15 15

20 -20 -19 -17 -15 -13 -10 -7 -3 3 7 10 13 15 17 19 20 3 7 10 13 15 17 19 20 20

25 -25 -23 -22 -19 -16 -13 -9 -4 4 9 13 16 19 22 23 25 4 9 13 16 19 22 23 25 25

30 -29 -28 -26 -23 -19 -15 -10 -5 5 10 15 19 23 26 28 29 5 10 15 19 23 26 28 29 30

35 -34 -33 -30 -27 -22 -18 -12 -6 6 12 18 22 27 30 33 34 6 12 18 22 27 30 33 34 35

40 -39 -38 -35 -31 -26 -20 -14 -7 7 14 20 26 31 35 38 39 7 14 20 26 31 35 38 39 40
DANGEROUS GOODS
Chart