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 %
5 min
TO = 92,0 %
5 min
MCT = 90,0 %
None

Transient:
10 Minuten < 105 %
20 Seconds < 125 %
20 Minutes = Not App.

RTO = 101 %
10 min
TO = 101 %
5 min
MCT = 101 %
None

Transient :
20 Seconds = 110 %

RTO = 816 C
10 min
TO = 785 C
5 min
MCT = 785 C
None

Transient:
20 Seconds = 850 C
Starting:
5 Seconds = 950 C

RTO = 100 %
10 min
TO = Chart
5 min
MCT = 100 %
None

Transient :
20 Seconds = 102 %

Oil Pressure:
RTO = 55 65 psi
TO = 55 65 psi
MCT = 55 65 psi

Oil Temperature:
RTO = 0 - 115 C
TO = 0 - 115 C
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) (= 118 VS 1 G)

This speed

0
15

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

* Must be used EN ROUTE FOR OBSTACLE LIMITED CASES
* 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
- VmLB
- VmHB Flaps 15
- VmLB Flaps 15
- Vy Best gradient

normal condition
normal condition
normal condition
icing condition
normal condition

White Bug +10

- VmHB
- VmHB Flaps 15
- Vx Best rate

normal condition
icing condition
normal condition

Red Bug

icing condition
icing condition
icing condition

Red Bug

+ 10

Flaps 0
VmLB
Vy Best gradient

- VmHB
- Vx Best rate

Flaps 0
Flaps 0

normal condition
icing condition

White Bug
Red Bug

VmLB
VmLB

normal condition
icing condition

White Bug
Red Bug

VmHB
VmHB

normal condition
icing condition

White Bug + 10
Red Bug + 10

VmLB Flaps 15

icing condition

White Bug

VmHB Flaps 15
VmHB Flaps 15

normal condition
icing condition

White Bug
White Bug + 10

Vy Best gradient
Vx Best rate

Bug
Bug +10

icing condition
icing condition

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)

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.
A.

2.

INSTRUMENT METEOROLOGICAL CONDITIONS (IMC)

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.
A.

NOTE.-

THE PERIOD OF 7 MINUTES IS TO ALLOW THE NECESSARY AIR TRAFFIC CONTROL

COORDINATION MEASURES.

AND

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
Engine Flame Out at Take Off
- Eng. Start selector
- UPTRIM
- AUTOFEATHER
- PL
- CL

Cont Relight / On
Check
Check
FI
FTR then FSO

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
Engine Flame Out (During Flight)
- Eng. Start selector
- PL

Cont Relight / On
FI

Both Engine Flame Out

- Eng. Start selector
- PL both

Cont Relight / On
FI

Engine Fire / In flight

- PL
- CL
- Fire Handle
- 1s t Agent after 10s

FI
FTR then FSO
PULL
DISCH

Engine Fire / On Ground

- Both PL
When aircraft stopped
- Parking BRK
- CL both
- Fire Handle
- 1s t Agent

GI / REV as RQD
SET
FTR then FSO
PULL
DISCH

Emergency Descent
- Both PL
- Eng. Start selector

FI
Cont Relight / On

Elevator Jam
- Control Columns

PULL

Flaps UNLK
o During Take Off
Before V1
- Take Off Abort
After V1
- VR,V2 Increase
o During approach
- GA Power
- VGA

Initiate
+ 10 kt
Apply
+ 10kt

2.00
LIMITATIONS

LIMITATIONS
General

Minimum flight crew

Maximum operating altitude
Cargo door opening

2 Pilots
25 000 ft
< 45 kt cross wind

DESIGN WEIGHT LIMITATIONS

Max. Taxi
Max. Take off
Max. Landing
Max. Zero Fuel

22 030
22 000
21 350
19 700

MAXIMUM SPEEDS
Operating
Design manuevering
Flaps extended operating
Landing gear extended

Rough air
Wiper operating
Tire speed
TAKE OFF AND LANDING
Tail wind limit
Max. cross wind dry RWY
Max. mean RWY slope

VMO
VA
Flaps 15
Flaps 30
VLE
VLO RET
VLO LOW
VRA
VWO

= 250 kt ( 0.55 )
= 175 kt
= 185 kt
= 150 kt
= 185 kt
= 160 kt
= 170 kt
= 180 kt
= 160 kt
= 165 kt

10 kt
35 kt
+/- 2%

LIMITATION IN APPROACH
During final approach, if SAT is greater than ISA, do not maintain NH under 78%.
FLIGHT CONTROLS
Wheel travel:
Aileron travel:
Aileron automatic TAP travel:
Spoilers start to ACT after given
aileron deflection
LH aileron trim controlled TAB travel:
Full roll trim travel requires about:
INSTRUMENT MARKINGS
Red arc or radial line:
Yellow arc:
Green arc:

+/- 65
14up 14down
57% of aileron course
(2,5)
4up 4down
30s

minimum and maximum limits

caution area
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 (0C 50C) Red dash ( -54C and +57C )

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 > 121C
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
Maximum negative differential pressure
Maximum differential pressure for landing
Maximum differential pressure for OVBD valve
full open selection
Maximum altitude for one BLEED off operation
The manual control knob CAB ALT is used
Descent rate -norm
-fast
The max cabin rate of climb up to 20.000ft in auto mode
Max CAB ALT (FL250 diff. press. 6 PSI)

6.35 PSI
- 0.5 PSI
0.35 PSI
1 PSI
20 000 ft
from 1500 to +2500 ft/min
-400 ft/min
-500 ft/min
+550 ft/min
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 > 124C) the crew must consider the associated bleed system as
inoperative for the rest of the flight
In case of OVHT ( T > 274C) 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 88C by pneumatic temp limiter in order to reduce hot air flow
An OVHT caution is provided to the pilot when Tduct > 92C (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
DC GEN

INV

ACW GEN

MAX LOAD
400A
600A
800A
500 VA
575 VA
750VA
2OKVA
3OKVA
4OKVA

SINGLE DC GEN OPERATION

In flight :
DC STARTER/GENERATOR
Nominal output power:
Nominal operating voltage:
- Starter mode:
- Generator mode:
DC voltage indicator normal reading
- For battery without load:
- For battery under load:
DC current indicator
-Normal reading is for each generator:

TIME LIGHT
NONE
2 min
8 sec
NONE
30 min
5 min
NONE
5 min
5 sec

if OAT exceeds ISA + 25, flight Ievel

must be Iimited to FL 200

12 kW (400A)
27 to 31 V
up to 45% NH
after 61,5% NH
25 to 28 volts
23 to 28 volts
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
continuos operation
Nominal set voltage
115V / 200V
Normal operating frequency range
341 to 488 Hz ( 70 to 100% HP)
BATTERIES
Main Bat
Emer Bat

24V / 43 Ah
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
- LO

27max
15max

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 > -20C ) : 60 sec
- SLOW MODE ( SAT < -20C ) : 180 sec
When de icing OVRD mode is selected, boots inflate according to a separate timer and MFC is
totally by passed
Below -30C 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 0C and -10C
ON
to be used when SAT is between
10C and -30C
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 20C, the inner surface remains above 21C to prevent mist
formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over
21C.

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

SETTING

LIMIT

(%)

(C)

(%)

(%)

(%)

OIL
PRESS
(PSI)

800

103.2

104.2

101

55 to 65

OIL
TEM
()

REVERSE

10 min

106.3

0 to 125

TAKE OFF

(***)

(****)

TAKE OFF

5 min

90

(*)

101.9

101.4

101

55 to 65

0 to 125

MAXIMUM

NONE

90.9

800

103.2

104.2

101

55 to 65

0 to 125

(3)

(3)

CONTINUOUS

(**)

GROUND

66 mini

(3)
40 mini

IDLE

- 40 to
125
(3)

HOTEL(4)

715

55 to 65

MODE

- 40 to
125
(3)

STARTING

5s

950(2)

OTHER

- 54 min

800

106
(5)

TRANSIENT

5s

120

20s
(1)(2)

109.6

10 min

106.3

840

104.3

106.5

108

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)
(2)
(3)

- Determine and correct cause of overtorque.

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

Note: Oil temperature must be maintained above 45C to ensure inlet strut de-icing.
Oil temperature must be maintained above 71C to ensure fuel anti-icing
protection in absence of the low fuel temperature indication.
(4)
(5)

- Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or maintenance)
in the cockpit.
- 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

BATTERY POWER SUPPLYS

MFC 1A
2A

MFC 1B
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

Before TO press
After gear retract
Before landing

PWR MGT
RUD TLU
FLAPS
PITCH TRIM

TO INHI pb
TO INHI is OFF
RCL

TO
OK
15
green arc

3.03
AIR

AIR
General

The bleed valve automatically closes

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

X VALVE
OPEN
OVHT
LEAK

OVHT
FAULT

FAULT

OFF

OFF

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

X
VALVE

PACK

OPEN
ON GROUND
OR DECENT

PACK
VALVE
DE ICE
VALVE

BLEED
VALVE
HP
VALVE

LP

HP

COMPRESSOR

The right pack supplies the cabin only,

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

ISOL.
VALVE

LEAK

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

The BLEED Valve is:

electrically controlled and pneumatically operated.

LEAK

OVHT
FAULT

FAULT

OFF

OFF

LEAK

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
PACK 1

Recovered
NOT Recovered

X VALVE
OPEN

OVHT

LEAK

FAULT
OFF

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.

Duct temperature limited to

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

FAULT

FAULT

OFF

OFF

OVHT

OVHT

MAN

MAN

HIGH

FAULT

FAULT

OFF

OFF

OVHT
MAN

T > 92 C

NORM: 17 psi
HIGH: 30 psi
HIGH

An OVHT caution is provided to the

Pilot when Tduct > 92C (but the pack
valves does not close)

T > 88 C

FAULT

OFF
FAULT

OFF

In case of loss of electrical supply to

the DIGITAL CONTROLLER:
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 the valve opens

TM

Electrical conditions:
Pack valve pb ON
No overheat
Bleeb valve open

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

No high
(norm)

and

and

Right engine 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
RACK

EXTRACT
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 hher 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

550 ft
NORM
400 ft

FAST
500 ft

MAX CAB ALT

(FL 250 DIFF. PRESS. 6 PSI) = 6740ft

AIR
Pressurization
NON PRESSURIZED
AREA

AUTO MODE

ADC 1
In case of ADC1 Failure:
The digital controller uses as
reference Aircraft static air pressure
generated by
ADC 2 and 1013 HPa

Landing
Elevation
Digital
ADC 2
Controller
Take Off
Elevation
ADC 1

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

NON PRESSURIZED
AREA

DUMP FUNCTION

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
AREA

MANUALE MODE

FL

140
170
200
250

TARGET CAB
ALT (ft)
0
2000
4000
6750

FAULT

Only with MAN mode

+2500 / -1500

MAN

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.

Max ? press

6,35 psi

1 min

1
2
3
4
5

Power off

Outflow valves closed

Power on

Controlled supplied, valves

closed
Jet pump operative outflow
valves regulate
Depressuration sequence
(530 ft/min)
Outflow valves full opened

Pack valve on
Landing gear
compressed
End of phase 4

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 partially open (in flight only)
U/F valve closed

OVBD valve disagreement

-inflight, or grond Nr.1 engine running
OVBD valve OPEN
-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
U/F

ON GROUND
IN FLIGHT

outside
underfoor

OVBD OPEN
U/F closed
OVBD closed
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

AHRS 2

Avionics Standard Communication BUS

ADU
ADC 1

ADC 2

DATA
BUS

EADI
EHSI

SGU 1

NAV SENSORS
VOR 1
DME
ILS 1
RAD ALT 1

EADI

AFCS
Computer

YAW
Actuator

SGU 2

ROLL
Actuator

PITCH
Actuator

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)

EHSI

TRIM
Elevator

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 aircrafts 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
< 26 V
disconnect EXT

start with battery

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
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

MAIN
BAT CHG

DC BUS 2

BTC

-Refuel & defuel system

-Entrance lights
-DC aux hydraulic pump

DC SVCE BUS
DC GEN 1

EXT. PWR

GND HDLG
BUS

feed
When you open:
(Micro Switch)

MICRO
SW

-Cargo Door
-Refuelling Control Panel Access Door
-Onboarding Door

DC GEN 2

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
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

MAIN
BAT CHG

DC BUS 2

BTC

DC SVCE BUS
DC GEN 1

EXT. PWR
AVAIL
GND HDLG
BUS

EXT PWR AVAIL:

SUPPLY: - DC SVCE BUS
- GND HDLG BUS

MICRO
SW

DC GEN 2

ELECTRICAL SYSTEM
DC POWER
BATT ON:
AC 1

AC 2
AC STBY

AC

AC

BAT

INV 1

ON

INV 2

DC STBY BUS
DC
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
EMER
BAT
BUS

HOT
MAIN
BAT
BUS

FAULT

MAIN
BAT CHG
FAULT

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

DC BUS 2

BTC

SHED

DC SVCE BUS
DC GEN 1
FAULT

GND HDLG
BUS

EXT. PWR

DC GEN 2

AVAIL

FAULT

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
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

MAIN
BAT CHG

DC BUS 2

BTC

DC SVCE BUS
DC GEN 1

EXT. PWR

FAULT

DC GEN 2
FAULT

GND HDLG
BUS

ON
MICRO
SW

GPU ON 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
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

MAIN
BAT CHG

DC BUS 2

BTC

DC SVCE BUS
DC GEN 1

EXT. PWR

DC GEN 2

FAULT

GND HDLG
BUS

ON
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
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

MAIN
BAT CHG

DC BUS 2

BTC

DC SVCE BUS
DC GEN 1

ON

EXT. PWR

GND HDLG
BUS

DC GEN 2

ON
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
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

MAIN
BAT CHG

DC BUS 2

BTC

DC SVCE BUS
DC GEN 1

EXT. PWR

DC GEN 2

FAULT

GND HDLG
BUS

ON
MICRO
SW

BTC closes automatically

In flight : if OAT exceeds ISA +25, flight level must be limited to FL 200

ELECTRICAL SYSTEM
DC POWER
FAILURE DC BUS 1:

AC BTR will close

only if DC BTC
is NOT ISOL

AC BTR
AC 1

AC 2
AC STBY

AC

AC

BAT

INV 1

ON

INV 2

DC STBY BUS
DC
EMER
BUS

EMER BAT
IS
ISOLATED

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

MAIN
BAT CHG

FAULT

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

DC BUS 2

BTC

SHED

DC SVCE BUS
DC GEN 1

EXT. PWR

DC GEN 2

FAULT

GND HDLG
BUS

ON
MICRO
SW

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

CM II becomes PF

ELECTRICAL SYSTEM
DC POWER
FAILURE DC BUS 2:

AC BTR will close

only if DC BTC
is NOT ISOL

AC BTR
AC 1

AC 2
AC STBY

AC

AC

BAT

INV 1

ON

INV 2

DC STBY BUS
DC
EMER
BUS

DC
ESS
BUS

MAIN BAT
IS
ISOLATED

EMER
BAT CHG

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

MAIN
BAT CHG
FAULT

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

DC BUS 2

BTC

SHED

DC SVCE BUS
DC GEN 1

EXT. PWR

DC GEN 2
FAULT

ON

CM I becomes PF

GND HDLG
BUS

MICRO
SW

ELECTRICAL SYSTEM
DC POWER
BOTH DC GEN FAIL 1 OVRD
AC 1

AC 2

With Batteries only:

AC Bus 1 & 2 are
never supplied
AC

AC STBY
AC

BAT

OVRD
INV 1

INV 2

BAT
OVRD
ON

DC STBY BUS
DC
EMER
BUS

EMER
BAT CHG

DC
ESS
BUS

HOT
MAIN
BAT
BUS

HOT
EMER
BAT
BUS

FAULT

MAIN
BAT CHG
FAULT

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

DC BUS 2

BTC

SHED

DC SVCE BUS
DC GEN 1

EXT. PWR

FAULT

FAULT

GND HDLG
BUS

MAIN BAT BUS supply

EMER BAT BUS supply

DC GEN 2

MICRO
SW

- INV 1 + AC STBY BUS

- DC STBY BUS
- DC ESS BUS
- DC EMER BUS

2 Amber Arrows illuminate

ELECTRICAL SYSTEM
DC POWER
BOTH DC GEN FAIL + UNDV 2 OVRD
AC 1

AC 2
AC STBY

AC

AC

BAT

OVRD
INV 1

INV 2

DC STBY BUS
DC
EMER
BUS

O
V
R
D

DC
ESS
BUS

U
N
D
V

UND VOLT
Illuminate

OVRD Pb

EMER
BAT CHG

HOT
EMER
BAT
BUS

HOT
MAIN
BAT
BUS

FAULT

MAIN
BAT CHG
FAULT

UTLY
BUS 1

DC BUS 1

UTLY
BUS 2

DC SVCE / UTLY BUS

DC BUS 2

BTC

SHED

DC SVCE BUS
DC GEN 1

EXT. PWR

FAULT

FAULT

GND HDLG
BUS

EMER BAT BUS supply

DC GEN 2

- DC STBY BUS
- DC EMER BUS
- INV 1
- AC STBY BUS

MICRO
SW

ELECTRICAL SYSTEM
AC POWER

ACW EXT PWR ON

ACW SVCE BUS

GXC

EXC

BTC 1

BTC 2
ACW BUS 2

ACW BUS 1

ALT
GEN1

ALT
GEN2

EXT. PWR

ACW EXT PWR ON + ENGINE ON

ACW SVCE BUS

GXC

EXC

BTC 1

BTC 2
ACW BUS 2

ACW BUS 1

OPEN

OPEN
ALT
GEN1

EXT. PWR

ALT
GEN2

( PRIORITY )
Min NP for ACW = 70%

Min NP for ACW = 70%

ELECTRICAL SYSTEM
AC POWER
ALT GEN 1

FAIL

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

ACW SVCE BUS

GXC

SACRIFIED

EXC

Auto closure when either ACW GEN drops off line

BTC 1

BTC 2
ACW BUS 2

ACW BUS 1

ALT
GEN1

ACW BUS 1

ALT
GEN2

EXT. PWR

FAIL

ACW SVCE BUS

GXC

EXC

BTC 1

BTC 2
ACW BUS 2

ACW BUS 1

ALT
GEN1

LOST

EXT. PWR

ALT
GEN2

ELECTRICAL SYSTEM
AC POWER
ALT GEN 2

FAIL

ACW SVCE BUS

GXC

SACRIFIED

EXC

BTC 1

BTC 2
ACW BUS 2

ACW BUS 1

ALT
GEN1

ACW BUS 2

ALT
GEN2

EXT. PWR

FAIL

ACW SVCE BUS

GXC

EXC

BTC 1

BTC 2
ACW BUS 2

ACW BUS 1

ALT
GEN1

EXT. PWR

ALT
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

CPT
MASK

F/O
MASK

ON

OBSER
MASK

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

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

dilution of 100 %

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 170C,
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

TheDISCH 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:

14up 14down

AILERONS AUTOMATIC TAP TRAVEL:

57% of aileron course

SPOILERS START TO ACT AFTER GIVEN AILERON DEFLECTION

2,5

LH AILERON TRIM CONTROLLED TAB TRAVEL:

4up 4down

FULL ROLL TRIM TRAVEL REQUIRES ABOUT:

30s

FLIGHT CONTROLS
Pitch

NORMAL TRIM will disengage the AP

PROBES

STICK
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

ADC 1

HI < 185 kt
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
UNLK

FLAPS
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

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

EHSI
AHRS
EHSI
EADI
RMI

EADI

RMI

RMI

EHSI

Attitude and Heading Reference System

Electronic Horizontal Situation Indicator
Electronic Attidude Director Indicator
Radio Magnetic Indicator

FLIGHT INSTRUMENTS
EFIS

CAPT
SWITCHING

EADI

EADI

EHSI

EHSI

ECP

ECP

F/O
SWITCHING

SGU 2

SGU 1
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
LO PR

FEED
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
condition lever

T
LO LVL

LO LVL

FUEL TANK LO LVL : < 160kg

P > 300 mBar

RUN

FEED
LO PR

FUEL
X FEED

OFF

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 (0C 50C) Red dash (-54C and +57C)

one for every fuel feeding line and
one for the left tank

When FUEL PUMP p/b is released out:

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

Memo
Panel

3.12
HYDRAULIC SYSTEM

HYDRAULIC SYSTEM
General

LO PR

LO PR

OFF

OFF

OVH
T

LO
LVL

LO PR
ON

OVHT

OFF

OVH
T

LO
LVL

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

G
LO LEVEL
OVHT

LO LEVEL

T > 121C

T > 121C

AUX PUMP (AUTO) is running:

P < 1500PSI
Prop break released
Gear down
One engine running

OVHT

LO PR
OFF

LO PR
OFF

AC wild
DC

OVHT

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

2
3

AOA

2
3

AOA

AOA

TAT < 7C

Below -30C 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 5C 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 5C 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 -10C and below 0C
ON

to be used when SAT is between

-30C and 10C

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 20C, the inner surface remains above 21C to prevent mist formation, side window electrically heated
with 28 volts DC and keeps the inner Temperature over 21C.

ICE RAIN PROTECTION

Engine and Wing Protection

FAULT FAULT
ON

FAST :
SLOW:

timing cycle 60s

timing cycle 180s

ON

SLOW

FAULT

FAULT

OVRD

ON

SAT > -20C

SAT < -20C
FAULT

Controls the timing cycle of all the wing de-icing

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

ON:
OFF:

OFF

deice and isol valve opened

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

A
A

DE ICE
VALVE

ISOLATION
VALVE

DE ICE
VALVE

BLEED
VALVE

BLEED
VALVE
FAULT

ISOLATION
VALVE

OFF

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 deicing 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
91

Nose wheel steering angle

Nose wheel deflektion

+/- 60
+/- 91

60
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

L R
The ANTISKID test is
inhibited when wheel
speed exceeds 17 kt

In case of hydraulic power system

failure, the breake accumulator
allows at least six braking
applications without ANTI-SKID
protection

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

Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature
exceeds 177C
Emergency extension handle allows mechanical unlock and then the landing gear extends because of
gravity, aerodinamic forces and gas actuator

Operative
at speeds
over 10 kt

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 2

ECP 1
SGU 1

SGU 2
ASCB BUS

ILS 1

ILS 2

NAVIGATION SYSTEM
ADF

ADF: only 1

ECP 1

SGU 1

SGU 2

ADF

ECP 2

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

NORMAL TAKE OFF

No ATPCS ARMED
WITH

ARM

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:
Both PL above 56 and
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:

4
3
6

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

BRAKES
TIME
TAXI LIGHT
ANTI-/DEICING ON
OVERBOARD VALVE
ADU
WX RADAR
T/O CONFIG
ICING PTT

FLOW
General
BEFORE TAKE-OFF:

10

10

11

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

4
3

FLOW
General
AFTER LANDING:

10
11

11
8

7
6

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

12

5.00
LOW VISIBILITY OPERATION

LOW VISIBILITY OPERATION

General

RVR
CAT I

> 200 ft

550 m

> 100 ft
CAT II

300 m

200 ft

DH
CAT I

100 ft

DH
CAT II

RVR Required (m)

DH ft

Full
Facilities

Intermediate
Facilities

Basic
Facilities

Nil Approach
Light Facilities

HI/MI ALS
720m or more

HI/MI ALS
420m 719m

HI/MI ALS
419m or less

Nil approach
lights

CAT II

100 120
121 140
> 140

300
400
450

CAT I

200
201 - 250
251 - 300
301 and above

550
600
650
800

700
700
800
900

800
800
900
1000

1000
1000
1200
1200

250 299
300 449
450 649
>650

800
1000
1200
1400

1100
1300
1500
1500

1300
1400
1500
1500

1500
1500
1500
1500

NONPrecision

Circling
Approach

Max.

- Crosswind 10kt
- Tailwind
10kt
- Headwind 25kt

MDH ft

Min. Met. Vis. (m)

500

1600

Braking
0,30 (medium)
App. Climb >2,5%

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 VISRVR)
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%
(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

300m & 150m

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

18m
23m
30m
45m
60m

4 strips
6 strips
8 strips
12 strips
16 strips

Slope < 0,8%

RWY length > 1800m

nominal touch-down point

150 m

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
CAT II
GP CAT I
CAT II

= 1 dot
= 1/3 dot
= 1 dot
= 1 dot

Comperison Caution Message

HDG
ATT ILS

HDG
ATT

ILS

bank> 6
dis.6
bank>12
dis.6
pitch (PIT)
dis.6
roll (ROL)
dis.6
both PIT &ROL = (ATT)
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
TQ

SPEED white bug

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 callout.
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:
The centerline of the approach lights, or
The touchdown zone lights, or
The runway centerline lights, or
The runway edge lights or,
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

DH 100 ft (RA)

400m RVR manual approach after DH(RA)

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
Loc *
Final Heading / CAT II capebbbility
OM
OM check altitude checked
800 ft (RA)
Dual coupling
500 ft (RA)
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
200 ft (RA)
Approaching minimum
100 ft (RA)
Minimum
50 ft (RA)
Fifty (Check autopilot off)
40, 30,20,10

FAILURES:
Failure occure below 800 ft
discontinue the approach;

go-around

Failure occures above 800 ft

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

Flaps 15

150 kt

140 kt

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
Q PL
Q CL
Q PWR MGT

- cont relight
- adjust
- max RPM live engine
- 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
ROD

7. Wolkenbasis aus dem Spread

(ft/min) = Groundspeed (kt) 5

Wolken(Basis) = Spread X 400 ft

Rel. Feuchte = 100 ( 5 x Spread )

ROD

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

8. Querwindeinflu

R0D

(ft/min) = Groundspeed (kt) Gleitwinkel () 2

F WS

WCA =

TAS

/10

2. TAS aus der IAS (nur geschtzt)

TAS = IAS um 2% je 1000 ft grer

9. Umrechnungen

( IAS + 4kts pro 1000 ft bis FL100 )

( IAS + 5kts pro 1000 ft bis FL 200 )
( IAS + 6kts pro 1000 ft bis FL 300 )

3. MACH aus TAS

MACH = TAS
600
TAS
60

oder MACH x 10 = NM/min

4. Standard Turn
TAS
Standard Turn ( 3/s) BankAngle =
+7 max 25)
10

5. Descent
Distance(NM) = Height to be los

(1000ft)

+ 15 NM (straight in approach)
+ 8 NM (abeam approach)

TURBIN FUEL
Kg

ltr

x 0,8

ltr

kg

x 1,25

ltr

lbs

x 0,57

lbs

ltr

x 1,8

>

( 9/5 x C ) +32

>

5/9 x ( F 32 )

ft

x 0,3048

ft

x 3,2808

Nm

km

x 0,539

km

Nm

x 1,852

kg

lbs

x 0,45359

lbs

kg

x 2,2046

psi

at

x 14,22

1013,25 hPa = 29,92 inHg

inHg =
hPa x 0,03 (Faustformel)
hPa

ft

x 30

(bis ca. 6000ft)

QNH- Altitude Pressure Altitude

6. Final Approach Speed

VAPP = VmHB + WIND FACTOR
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

PA

QNH-Alt. + (1013 QNH) x 30

DA

PA +/- 124ft per 1C diff. of std. Temp

TA

QNH-Alt +/- 0,4% per 1C

diff. of std. Temp

FORMEL
General

QNH hher

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
45

Tropopausenhhe = 36.000Ft / 56,5C

Temperaturabnahme = 2C / 1000ft

Procedure Turn
80

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

WIND SPEED IN KNOTS

HEADWIND COMPONENT

TAILWIND COMPONENT

20

30

40

50

60

70

80

CROSSWIND COMPONENT

5 -5

-5

-4

-4

-3

-3

-2

-1

10 -10

-9

-9

-8

-6

-5

-3

-2

10

10

10

15 -15 -14 -13 -11 -10

-8

-5

-3

10

11

13

14

15

10

11

13

14

15

15

20 -20 -19 -17 -15 -13 -10

-7

-3

10

13

15

17

19

20

10

13

15

17

19

20

20

25 -25 -23 -22 -19 -16 -13

-9

-4

13

16

19

22

23

25

13

16

19

22

23

25

25

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

-5

10

15

19

23

26

28

29

10

15

19

23

26

28

29

30

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

-6

12

18

22

27

30

33

34

12

18

22

27

30

33

34

35

40 -39 -38 -35 -31 -26 -20 -14

-7

14

20

26

31

35

38

39

14

20

26

31

35

38

39

40

DANGEROUS GOODS
Chart