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OPERATING DATA
TAKE - OFF
FLIGHT
DEFINITIONS
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:
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).
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).
This speed
GO-AROUND
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
ENGINE FIRE
VmLB 0 VmLB 15
EMERGENCY
Memory Items
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 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
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
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
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.
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
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)
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.
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
A
B
MFC 1A MFC 1B
2A 2B
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
WARNING
CAUTION
MFC 1B MFC 2B
AIR
AIR
General
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
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
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
FAULT
OFF
O
!!! During a starting sequence, the bleed valves opening is inhibited !!!
AIR
Air Conditioning
OFF OFF
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
!!! INCORRECT POSITION OF A TURBO FAN SHUT OFF VALVE LEADS TO CLOSEURE OF ASSOCIATED
PACK VALVE !!!
AIR
Flow Control
S TM
S = solenoid (17 PSI)
TM = torque motor (High/Norm)
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
OPEN CLOSED
ELECTRIC
RACK
FLIGHT
DECK
ELECTRONIC EXTRACT
RACK
FAN
NON PRESSURIZED
AREA PNEUMATIC
OUTFLOW
VALVE
Digital controller
failure. CCAS
FAULT
ON MAN
ELECTROPNEUMATIC
OUTFLOW VALVE
ON FAST
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
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
The manual controller knob must be selected to NORM position in order not to disturb the automatic regulation
NON PRESSURIZED
DUMP FUNCTION AREA
ON
NON PRESSURIZED
MANUALE MODE AREA
FL TARGET CAB
ALT (ft)
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
1 min
FAULT
FAULT
OVBD
OVBD - outside
U/F - underfoor
ADU
ADC 1 ADC 2
DATA
EADI EADI
BUS
NAV SENSORS
VOR 1
TRIM
DME YAW ROLL PITCH Elevator
ILS 1 Actuator Actuator Actuator
RAD ALT 1
manual
or
autopilot
AP / FD
Computer
Informations through FD bars on ADI
- in Pitch (vertical mode)
- in Roll (lateral Mode)
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
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
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
AC 1 AC 2
AC STBY
AC AC
BAT
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
GND HDLG
BUS MICRO
feed SW
GND HDLG BUS / SVCE BUS : BAT OFF + EXT PWR “ AVAIL”
AC 1 AC 2
AC STBY
AC AC
BAT
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 BUS
DC GEN 1 EXT. PWR DC GEN 2
AVAIL
GND HDLG
BUS MICRO
SW
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
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
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 BUS
FAULT FAULT
GND HDLG ON
BUS MICRO
SW
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 BUS
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 BUS
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 BUS
FAULT
GND HDLG ON
BUS MICRO
SW
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 BUS
FAULT
GND HDLG ON
BUS MICRO
SW
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 BUS
DC GEN 1 EXT. PWR DC GEN 2
FAULT
ON
GND HDLG
BUS MICRO
SW
CM I becomes PF
ELECTRICAL SYSTEM
DC POWER
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 BUS
FAULT FAULT
GND HDLG
BUS MICRO
SW
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 BUS
FAULT FAULT
GND HDLG
BUS MICRO
SW
GXC EXC
BTC 1 BTC 2
ACW BUS 1 ACW BUS 2
ALT ALT
EXT. PWR
GEN1 GEN2
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
BTC 1 BTC 2
ACW BUS 1 ACW BUS 2
ALT ALT
EXT. PWR
GEN1 GEN2
BTC 1 BTC 2
ACW BUS 1 ACW BUS 2
ALT ALT
EXT. PWR
GEN1 GEN2
ELECTRICAL SYSTEM
AC POWER
BTC 1 BTC 2
ACW BUS 1 ACW BUS 2
ALT ALT
EXT. PWR
GEN1 GEN2
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
OFF ON
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
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)
ENG
1 FIRE
PULL
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
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
EXT
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
EADI EADI
EHSI EHSI
SGU 1 SGU 2
WEATHER RADAR
SYSTEM ASCB
AFCS
SGU FAILURE
3.11
FUEL SYSTEM
FUEL SYSTEM
Tanks
Total quantity of fuel in each tank is 2500kg / maximum fuel unbalance is 730kg
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
FUEL QTY
L. TK: R. TK:
Memo
RUN FUEL
OFF X FEED Panel
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 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
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
General
LO PR LO PR LO PR
LO LO
OVH
LVL
OVHT OVH
LVL
T T
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
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 ACCRETION
ICING
1 1 2 1 2 3 1 2 3 1 1
3 3
holding with any flaps extendet is prohibited in icing conditions (expect for single engine operations)
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% !!!
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
ON ON SLOW OVRD ON
FAST : timing cycle 60s SAT > -20°C
SLOW: timing cycle 180s SAT < -20°C
A
A
DE ICE DE ICE
VALVE VALVE
A A
A A
A A
A A
On ATR aircraft, the system must be activated at the first visual indication of ice accretion
LANDING GEAR
LANDING GEAR
Nose Wheel Steering
BLUE TANK
60° 60°
91° 91°
!!! 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
BLUE GREEN
M M M
L R
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
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:
VOR 1 VOR 2
ILS:
AFCS
ECP 1 ECP 2
SGU 1 SGU 2
ASCB BUS
ILS 1 ILS 2
NAVIGATION SYSTEM
ADF
ADF: only 1
ADF
3.16
POWER PLANT
POWER PLANT
Systems Description
CROSS SECTION
HMU
POWER PLANT
Idle Gate
POWER PLANT
EEC, HMU, PCU
EEC
HMU FUEL
ENGINE
Controlled by
Power Lever (PL)
POWER PLANT
ATPCS
ARM
NORMAL TAKE OFF
No ATPCS ARMED
WITH
ARM UP
TRIM
UP
TRIM
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
RVR
> 200 ft
CAT I 550 m 200 ft
DH
> 100 ft CAT I
DH 100 ft
CAT II 300 m CAT II
Circling
Approach 500 1600
Destination aerodromes
RVR/Visibility in accordance with the approved criteria
For non-precision or circling approaches –ceiling at or above MDH.
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 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
CAT I
30 m
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
ILS maintenance take over time of duplicate ILS transmitters within 1 to 2 seconds
LOW VISIBILITY OPERATION
Non visual aids
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
20sec - (1sec/1kt)
ALT
HDG
SPEED white bug
TQ Checklist
LOW VISIBILITY OPERATION
Type Part ATR
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
FAILURES:
2 NM 1 NM 0,2 NM
ft
VS = 700 /min
Flaps 15 Flaps 30
Gear down
PWR MGT TO
Final Checklist
+ 1 open item
MDA
FORMEL
FORMEL
General
5. Descent
psi = at x 14,22
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