ATR Minidoc
Transcript of ATR Minidoc
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 1/135
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 2/135
ATR 72Inhalt
1.0 Inhaltsverzeichnis
1.00 QUICK REFERENCE……………………………………….…..…......1.1.1 Panel……………………………...………………………… 011.1.2 Bugs Policy……………………………………….………… 10
1.1.3 Speed Definitions.………...…….…..…………………….. 111.1.4 Radio Communication Failure ……..…….……………… 13
1.1.5 Emergency..………………………………….………..…… 14 2.00 LIMITATIONS…………………………………………………...…... …
1.2.1 General ………………………...............………………….. 173.01 MFC…………….………………………………..…………………… …3.02 CCAS………………………………………………...….……………. …
3.03 AIR…………………………………………………..……………..…. …
3.3.1 General……………………………………….…………….. 033.3.2 Pneumatic System…………………………..…………….. 03
3.3.4 Air Conditioning……………………………………………. 033.3.5 Flow Control………………………………………………… 03
3.3.6 Pressurization……………………………….……………… 033.3.7 Ventilation………………………………………..…………. 03
3.04 AFCS………………..………………………………………………... …
3.4.1 General……………………………………….…………….. 033.4.2 FD / AP.……………………………………….…………….. 03
3.4.3 TCS……………………………………….…………..…….. 033.05 COMMUNICATIONS………………………………………………... …
3.06 ELECTRICAL SYSTEM……………………………………………. …3.6.1 DC Power…………………………………………………… 033.6.2 AC Power…………………………………………………… 03
3.07 EMERGENCY EQUIPMENT……………………………………….. …3.7.1 General..……………………………………………………. 033.7.2 Safety Equipment………………………………………….. 03
3.7.2 Oxygen System……………………………………………. 033.08 FIRE PROTECTION………………………………………………… …
3.8.1 General……………………….…………………………….. 033.8.2 Engine Extinguishing System…………………………….. 03
3.09 FLIGHT CONTROLS……………………………………….………..…
3.9.1 General……………………………………………………… 033.9.2 Pitch…………………………………………………………. 033.9.3 Yaw………………………………………………………….. 033.9.4 Flaps………………………………………………………… 033.9.5 Air Data System……………………………………………. 03
3.9.6 AHRS……::………………………………………………… 033.9.7 EFIS………………………………………………………… 03
3.10 FLIGHT INSTRUMENTS………………………………………………3.11 FUEL SYSTEM…………………………………………………….……
3.11.1 Tanks…….………………………………………………... 03
3.11.2 General…..………………………………………………... 033.12 HYDRAULIC SYSTEM………………………………………….….. …
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 3/135
ATR 72Inhalt
3.13 ICE RAIN PROTECTION……………………………………….…... …
3.13.1 Quick - Reference………..…………………………………. 033.13.2 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…………….……………………………….. 033.15 NAVIGATION SYSTEM…………………………………………….. …
3.16 POWER PLANT……………………………………………..………. …4.00 FLOW….……………………………………………………………… …5.00 LOW VISIBILITY OPERATION.…………………………………… …
5.1.1 General………………….…………………………………….. 035.1.2 OCA / OCH…………….…………………………………….. 03
5.1.3 Visual aids……………….…………………………………….. 03
5.1.4 Non Visual aids………….…….……….…………………….. 035.1.5 Type part ATR………….…………………………………….. 03
6.00 PROCEDURES & TECHNIQUES……………………………….……7.00 FORMEL……………………………………………………………… …
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 4/135
1.00
QUICK REFERENCE
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 5/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 6/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 7/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 8/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 9/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 10/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 11/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 12/135
QUICK – REFERENCEOPERATING DATA
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 13/135
QUICK – REFERENCEOPERATING DATA
RTO = 105 % Transient:5 min 10 Minuten < 105 %
TO = 92,0 % 20 Seconds < 125 % 5 min 20 Minutes = Not App.
MCT = 90,0 %None
RTO = 101 % Transient :10 min 20 Seconds = 110 %
TO = 101 %
5 min .MCT = 101 %None
RTO = 816 °C Transient:10 min 20 Seconds = 850 °C
TO = 785 °C Starting: 5 min 5 Seconds = 950 °C
MCT = 785 °CNone
RTO = 100 % Transient :10 min 20 Seconds = 102 %
TO = Chart 5 min .
MCT = 100 %None
Oil Pressure: Oil Temperature:RTO = 55 – 65 psi RTO = 0 - 115 °CTO = 55 – 65 psi TO = 0 - 115 °CMCT = 55 – 65 psi MCT = 0 - 115 °C
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 14/135
QUICK – REFERENCEBUGS POLICY
TAKE - OFF
FLIGHT
APPROACH AND LANDING
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 15/135
QUICK – REFERENCESPEED 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 becontrolled 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 notless 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, gearextended) and which provides rolling capability specified by regulations.
(Flaps 30° VMCL = 90 kts,
Flaps 15° VMCL = 94 kts).
VmLB Absolute minimum manoeuver speed (Low Bank) (= 1‚18 VS 1 G)
This speed
* ls used for take oft, initial climb and go around
* 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)
15°
0°
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 16/135
QUICK – REFERENCEBUG DEFINITIONS
White and Red - BUG SPEEDS
White Bug - single engine climb
- Flaps 0 normal condition- VmLB normal condition- VmHB Flaps 15 normal condition- VmLB Flaps 15 icing condition- Vy Best gradient normal condition
White Bug +10 - VmHB normal condition- VmHB Flaps 15 icing condition
- Vx Best rate normal condition
Red Bug - Flaps 0 icing condition- VmLB icing condition
- Vy Best gradient icing condition
Red Bug + 10 - VmHB icing condition
- Vx Best rate icing condition
Flaps 0 normal condition White Bug Flaps 0 icing condition Red Bug
VmLB normal condition White Bug VmLB icing condition Red Bug
VmHB normal condition White Bug + 10 VmHB icing condition Red Bug + 10
VmLB Flaps 15 icing condition White Bug
VmHB Flaps 15 normal condition White Bug VmHB Flaps 15 icing condition White Bug + 10
Vy Best gradient BugVx Best rate Bug +10
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 17/135
EMERGENCYRADIO COMMUNICATION
RADIO COMMUNICATION FAILURE
AS SOON AS lT IS KNOWN THAT TWO-WAY COMMUNICATION HAS FAILED, ATC SHALL
MAINTAIN SEPARATION BETWEEN THE AIRCRAFT HAVING THE COMMUNICATION FAILURE AND OTHER AIRCRAFT BASED ON THE ASSUMPTION THAT THE AIRCRAFT WILL OPERATE
IN ACCORDANCE WITH 1. OR 2..
1. VISUAL METEOROLOGICAL CONDITIONS (VMC) A. SET TRANSPONDER TO CODE 7600.B. CONTINUE TO FLY IN VMC.C. LAND AT THE NEAREST SUITABLE AERODROME.D. REPORT ITS ARRIVAL TIME BY THE MOST EXPEDTTIOUS MEANS TO THE APPROPRIATE
ATS UNIT.
2. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC)A.
SET TRANSPONDER TO CODE 7600.B. MAINTAIN FOR A PERIOD OF 7 MINUTES THE LAST ASSIGNED SPEED AND LEVEL OR
THE MINIMUM FLIGHT ALTITUDE, IF THE MINIMUM FLIGHT ALTITUDE IS HIGHER THANTHE LAST ASSIGNED LEVEL. THE PERIOD OF 7 MINUTES COMMENCES:IF OPERATING ON A ROUTE WITHOUT COMPULSORY REPORTING POINTS OR IFINSTRUCTIONS HAVE BEEN RECEIVED TO OMIT POSITION REPORTS:1. AT THE TIME THE LAST ASSIGNED LEVEL OR MINIMUM FLIGHT ALTITUDE IS
REACHED, OR2. AT THE TIME THE TRANSPONDER IS SET TO CODE 7600, WHICHEVER IS LATER.NOTE.- THE PERIOD OF 7 MINUTES IS TO ALLOW THE NECESSARY AIR TRAFFIC CONTROL AND
COORDINATION MEASURES. C. THEREAFTER, ADJUST LEVEL AND SPEED IN ACCORDANCE WITH THE FILED FLIGHT
PLAN. NOTE.- WITH REGARD TO CHANGES TO LEVELS AND SPEED, THE FILED FLIGHT PLAN, WHICH IS
THE FLIGHT PLAN AS FILED WITH AN ATS UNIT BY THE PILOT OR A DESIGNATEDREPRESENTATIVE 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 TOREJOIN 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, WHICHIS 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 UNTILCOMMENCEMENT 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 MINUTESBEFORE 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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 18/135
EMERGENCYFIRE, 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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 19/135
EMERGENCYFIRE,FLAME-OUT AT V1
ENGINE FLAME OUT
ENGINE FIRE
!!! ALT HOLD !!!
VmLB 0 VmLB 15
FINAL T/O SPEED
FINAL TAKE OFF SPEED – FLAPS 0° / 15°
FINAL TAKE OFF SPEED FLAPS 0° / 15°
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 20/135
EMERGENCYMemory Items
ØEngine Flame Out at Take – Off- Eng. Start selector Cont Relight / On
- UPTRIM Check
- AUTOFEATHER Check - PL FI
- CL FTR then FSO
ØEngine 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
ØEngine Flame Out (During Flight)
- Eng. Start selector Cont Relight / On- PL FI
ØBoth Engine Flame Out
- Eng. Start selector Cont Relight / On- PL both FI
ØEngine Fire / In flight- PL FI- CL FTR then FSO- Fire Handle PULL
- 1st
Agent after 10s DISCH
ØEngine Fire / On Ground
- Both PL GI / REV as RQDWhen aircraft stopped- Parking BRK SET
- CL both FTR then FSO- Fire Handle PULL
- 1st Agent DISCH
ØEmergency Descent
- Both PL FI- Eng. Start selector Cont Relight / On
ØElevator Jam- Control Columns PULL
ØFlaps UNLKo During Take – Off
§ Before V1- Take Off Abort Initiate
§ After V1- VR,V2 Increase + 10 kt
o During approach- GA Power Apply- VGA + 10kt
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 21/135
2.00
LIMITATIONS
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 22/135
LIMITATIONSGeneral
Minimum flight crew 2 Pilots
Maximum operating altitude 25 000 ftCargo door opening < 45 kt cross wind
DESIGN WEIGHT LIMITATIONSMax. Taxi 22 030
Max. Take off 22 000Max. Landing 21 350
Max. Zero Fuel 19 700
MAXIMUM SPEEDS
Operating VMO = 250 kt ( 0.55 )Design manuevering VA = 175 kt
Flaps extended operating Flaps 15 = 185 kt
Flaps 30 = 150 ktLanding gear extended VLE = 185 kt
VLO RET = 160 ktVLO LOW = 170 kt
Rough air VRA = 180 ktWiper operating VWO = 160 ktTire speed = 165 kt
TAKE OFF AND LANDINGTail wind limit 10 ktMax. cross wind dry RWY 35 kt
Max. mean RWY slope +/- 2%
LIMITATION IN APPROACH
During final approach, if SAT is greater than ISA, do not maintain NH under 78%.
FLIGHT CONTROLS
Wheel travel: +/- 65° Aileron travel: 14°up 14°down
Aileron automatic TAP travel: 57% of aileron courseSpoilers start to ACT after givenaileron deflection (2,5°)
LH aileron trim controlled TAB travel: 4°up 4°downFull roll trim travel requires about: 30s
INSTRUMENT MARKINGS
Red arc or radial line: minimum and maximum limits
Yellow arc: caution areaGreen arc: normal area
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 23/135
LIMITATIONSGeneral
FUELREFUELING
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 SYSTEMEach system is pressurized by an ACW electronic motorThe 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 runningNote: 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 pressureCAUTION: Intensive use could discharge the main battery
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 24/135
LIMITATIONSGeneral
OIL SYSTEM
Mixing of different brands of oil or viscosities of oil is not recommended.
AIR - PRESSURIZATIONMaximum differential pressure 6.35 PSIMaximum negative differential pressure - 0.5 PSI
Maximum differential pressure for landing 0.35 PSIMaximum differential pressure for OVBD valve
full open selection 1 PSIMaximum altitude for one BLEED off operation 20 000 ftThe 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 asinoperative 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 minIAS < 150 kt and landing gear is extended
o by ram air when IAS < 150 kt
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 25/135
LIMITATIONSGeneral
ELECTRICAL SYSTEM
SOURCE MAX LOAD TIME LIGHT
DC GEN 400A
600A800A
NONE
2 min8 sec
INV 500 VA575 VA
750VA
NONE30 min
5 min
ACW GEN 2OKVA3OKVA4OKVA
NONE5 min5 sec
SINGLE DC GEN OPERATION
In flight : if OAT exceeds ISA + 25, flight Ievel
must be Iimited to FL 200
DC STARTER/GENERATOR
§ Nominal output power: 12 kW (400A)§ Nominal operating voltage: 27 to 31 V
- Starter mode: up to 45% NH
- Generator mode: after 61,5% NH§ DC voltage indicator normal reading
- For battery without load: 25 to 28 volts
- For battery under load: 23 to 28 volts§ DC current indicator
-Normal reading is for each generator: less than 300 A
AC CONSTANT FREQUENCY
§ Two static inverters of constant frequency ( 400 Hz ) AC power- Power 500 VA
- Output voltage 115 V +/- 4V and 26V +/- 1V- Frequency 400 Hz +/- 5Hz- Type single Phase
- AC load indicator below 0,5§ Input voltage from DC BUS 1+2 is between 18 Volt DC and 31 Volt DC
§ The maximum power from HOT MAIN BAT BUS or HOT EMER BAT BUS in OVDRconfiguration 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 forcontinuo’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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 26/135
LIMITATIONSGeneral
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 aircraftdescends below 500 ft.
AFCS (Automatic Digital Flight Control System)
§ Bank mode HDG sel. - HI 27°max- LO 15°max
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)
§ Minimum height for auto pilot engagement after take off : 100ft
§ Minimum height for use of either AP or FD- except during take off or executing an approach : 1000 ft- VS or lAS mode during approach: 160 ft
- CAT I APP mode: 160 ft§ NAV MODE for VOR approach, using either autopilot or flight director is authorized only if:
- a co-Iocated DME is available, and
- DME HOLD is not selected.Refer to 2.02.04 for CAT II Operations.
FLAPS
Holding with any flaps extended is prohibited in icing conditions(except for single engine Operations).
Note: IF EXT flag appears when flaps are extended, it means that there is a leak in the flapshydraulic circuit.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 27/135
LIMITATIONSGeneral
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 theconnecting 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
operatedCAUTION: 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 antiskid 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 istotally by passed
§ Below -30°C icing problems should be non-existent (No super cooled water)
§ Use of NP less than 86% is prohibited in icing condition
PROPELLER ANTI ICINGThe system is supplied with 115 ACW and delivers 1400 W per bladetwo modes are available::
NORMAL to be used when SAT at or above minus below 0°C and -10°CON to be used when SAT is between –10°C and -30°C
Propeller anti-icing is inhibited when NP is below 63%
WINDOW HEAT
It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps theouter 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 over21°C.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 28/135
LIMITATIONSGeneral
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 isprovided 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 ftand 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 theflight, 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.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 29/135
LIMITATIONSGeneral
ENGINE PARAMETERS
Beyond these limits, refer to maintenance manual.
During reserve TAKE OFF, TQ indication may exceed 100% but not 106,3%
(*) ITT Iimits depends on outside air temperature refer to 2.01.04 P 3 for detailed information(**) Maximum continuous power is normally associated with 100% NP. Setting this power with NP
below 100% may Iead to a significant ITT increase and possible exceedance of Iimitations.MCT use should therefore be Iimited to the 100% NP case.
(***) Time beyond 5 min is Iinked to actual single engine operations only.(****) This value must be considered as acceptable overtorque value. For day to day operation, refer
to Chapter 3.02.02.
(1) - Determine and correct cause of overtorque.
- Record in engine Iog book for maintenance.(2) - Determine and correct cause of overtemperature.- Record in engine log book for maintenance.
(3) - Temperature up to 125°C is authorized without time limitation 20 min are authorized between125°C and 140°C.
- Refer to ENG OIL HI TEMP procedure.
Note: Oil temperature must be maintained above 45°C to ensure inlet strut de-icing.
Oil temperature must be maintained above 71°C to ensure fuel anti-icing
protection in absence of the low fuel temperature indication.
(4) - Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or maintenance)in the cockpit.(5) - 106% Np is allowed to complete the flight without overshooting 75 % TQ.
Note Flight with an engine running and the propeller feathered is not permitted.
POWER
SETTING
TIME
LIMIT
TQ
(%)
ITT
(°C)
NH
(%)
NL
(%)
NP
(%)
OIL
PRESS
(PSI)
OIL
TEM
(°)
REVERSE
TAKE OFF
10 min
(***)
106.3
(****)
800 103.2 104.2 101 55 to 65 0 to 125
(3)
TAKE OFF 5 min 90 (*) 101.9 101.4 101 55 to 65 0 to 125
(3)
MAXIMUM
CONTINUOUS
NONE 90.9 800 103.2 104.2 101
(**)
55 to 65 0 to 125
(3)
GROUND
IDLE
66 mini 40 mini - 40 to125
(3)
HOTEL(4)
MODE
715 55 to 65 - 40 to
125(3)
STARTING 5s 950(2) - 54 min
OTHER 800 106
(5)
TRANSIENT 5s 120
20s(1)(2)
109.6 840 104.3 106.5 108
10 min 106.3
20 min 140
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 30/135
LIMITATIONSGeneral
PROPELLERSGROUND 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 offand for brief service checks of 2 minutes or Iess each
§ Use of NP less than 86% is prohibited in icing condition
IN FLIGHT OPERATIONUse 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 flightby 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 conditionand consequent Ioss of engine power.
STARTER3 starts with a 1,5 minutes maximum combined starter running time followed by 4 minutes off
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 31/135
LIMITATIONS Aircraft Dimensions
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 32/135
LIMITATIONSTurning Capability
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 33/135
3.01
MULTIFUNCTION COMPUTER (MFC)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 34/135
MFCGeneral
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.
B
MFC 1B2B
MFC 1A2A
BATTERY POWER SUPPLYS
A
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 35/135
3.02
CENTRALIZED CREW ALERTINGSYSTEM (CCAS)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 36/135
CCASGeneral
NO amber lights / some red lights on CAP if dual fault of 1B & 2B
TO config Test pb tested PWR MGT TO
RUD TLU OKFLAPS 15°
PITCH TRIM green arc
Before TO press “TO INHI” pb
After gear retract “TO INHI” is OFFBefore landing “RCL”
WARNING
CAUTION
MFC 2BMFC 1B
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 37/135
3.03
AIR
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 38/135
AIRGeneral
PACK
OPENON GROUNDOR DECENT
LP HP
OFF
X VALVE
OPEN
X
VALVE
The bleed valve automatically closesin 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”
on ground, when Bleed Air is supplied from right engine in Hotel Mode
(started, when Prop. Brake is selected on)
OVHT
LEAK
OVHT
LEAKOFF
FAULTFAULT
BLEED
VALVE
HP
VALVE
PACK
VALVE
DE ICE
VALVE ISOL.
VALVE
COMPRESSOR
The right pack supplies the cabin only,
the left pack supplies the cockpit (65%) and the cabin (35%)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 39/135
AIRPneumatic System
§ 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 duringdescent 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 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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 40/135
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 41/135
AIR Air Conditioning
FAULT
OFF
MAN
OVHT
FAULT
OFF
HIGH
HIGH
MAN
OVHT
FAULT
OFF
FAULT
OFF
FAULT
OFF
FAULT
OFF
MAN
OVHT
NORM: 17 psi
HIGH: 30 psi
Duct temperature limited to88°C by pneumatic templimiter.
(MAX FL 200)
An OVHT caution is provided to thePilot when Tduct > 92°C (but the pack
valves does not close)
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 ASSOCIATEDPACK VALVE !!!
DISAGREE
T > 204 °C
T > 92 °C
T > 88 °C
In case of loss of electrical supply tothe DIGITAL CONTROLLER:
Both outflow valves go to full close
The control of the temperaturecan be effected either:
- in normal mode,
- in automatic mode.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 42/135
AIRFlow Control
S TM
Electrical conditions:Pack valve pb ON
No overheatBleeb valve open
X feed open
No high(norm)
S = solenoid (17 PSI)
TM = torque motor (High/Norm)
In absence of air pressure or electrical supply,
the pack valves are spring loaded closed.
The PACK VALVE is a butterfly type, electrically controlled, pneumatically operated.
The solenoid is energized à the valve opens
Right engine à
If a Pack overheat occurs, the solenoid is de-energized.
THE VALVE CLOSES
and
and
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 43/135
AIR Air Conditioning
LHPACK
ELECTRIC
RACK
ELECTRONIC
RACK
FLIGHTDECK
Enables, in case of smoke in the forward cargo compartment, to isolatethe flight deck ventilatino preventing smoke to enter the flight compartment
!!!! CLOSE ONLY IN CASE OF FWD COMP SMOKE !!!!
CLOSEDOPEN
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
EXTRACT
FAN
RHPACK
Extract Fan runs on ground- high T > 52°
- norm T < 52°
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 44/135
AIRPressurization
AUTO PRESS
NORM
400 ft
FAST
500 ft
PNEUMATIC
OUTFLOW
VALVE
ELECTROPNEUMATIC
OUTFLOW VALVE
MAN
FAULT
ON
ON FAST
550 ftMAX CAB ALT
(FL 250 DIFF. PRESS. 6 PSI) = 6740ft
To be used if VS > -1500ft/min
NON PRESSURIZEDAREA
Digital controller
failure. CCAS
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 preventoverpressure
10.000 ft CCAS System is activated
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 45/135
AIRPressurization
NON PRESSURIZED
AREA
NON PRESSURIZED
AREA
NON PRESSURIZED
AREA
ON
MAN
FAULTOnly with MAN mode
+2500 / -1500
ON (guarded): both outflow valves
fully open in AUTO PRESS mode only
The manual controller knob must be selected to NORM position in order not to disturb the automatic regulation
AUTO MODE
DUMP FUNCTION
MANUALE MODE
The DUMP PB is mechanically protected. No other safety device protects DUMP
function from inadvertent use.
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.
FL TARGET CABALT (ft)
140 0170 2000200 4000
250 6750
In case of ADC1 Failure:The digital controller uses asreference Aircraft static air pressure
generated by ADC 2 and 1013 HPa
ADC 2
ADC 1
ADC 1
Take OffElevation
LandingElevation
Digital
Controller
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 46/135
AIRPressurization
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 thussupplying 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 inthe controller.
Power off Outflow valves closed
Power on Controlled supplied, valvesclosed
Pack valve on Jet pump operative outflow
valves regulate
Landing gearcompressed
Depressuration sequence(530 ft/min)
End of phase 4 Outflow valves full opened
1 2 3 4 5
Max ? press 6,35 psi
1
2
3
4
5
1 min
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 47/135
AIRVentilation
FAULT
OVBD
OVBD - outsideU/F - underfoor
ON GROUND à OVBD OPENà U/F closed
IN FLIGHT à OVBD closed
à U/F open
EXHAUST MODE FAULT illuminates.When start sequence is initiated, extract fan stopsfor 120s to avoid pessure shocks;
or when fan failure, or overtemperature and CCAS is activated
OVBD extract fan off.OVBD valve partially open (in flight only)
U/F valve closed
FAULT
OVBD valve disagreement -inflight, or grond Nr.1 engine running OVBD valve OPEN
-on ground engine Nr.1engine not running OVBD valve CLOSE
!!! DO NOT SELECT OVBD VALVE FULL OPEN IF DIFFERENTIAL PRESSURE EXCEEDS 1 PSI !!!
To be select in case of an:
Extract fan failure inflight not on ground ( Horn to sound)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 48/135
3.04
AUTOMATIC FLIGHT CONTROLSYSTEM (AFCS)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 49/135
AFCGeneral
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 50/135
AFCGeneral
ADC 1 ADC 2
AHRS 1 AHRS 2
SGU 1 SGU 2
EADIEADI
EHSI EHSIA F C S
Computer
YAW
Actuator ROLL
Actuator PITCH
Actuator
TRIMElevator
Avionics Standard Communication BUS
NAV SENSORSVOR 1
DMEILS 1
RAD ALT 1
A D U
DATA
BUS
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)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 51/135
AFCFD / AP
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.
AP / FD
Computer
Informations through FD bars on ADI
-in Pitch (vertical mode)
- in Roll (lateral Mode)
manualor
autopilot
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 52/135
AFCTCS
Touch Contro/ Steering ( TCS ) pb
Depressing the button allows the pilot temporary manual control of the aircraft. AP arrowsextinguish on AFCS control panel.
Basic AP mode: Depressing the TCS button in the basic mode will cause the AP to change thepitch and roll references. The reference attitude will be the aircraft’s new pitchand 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 pitchattitude 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 isgreater 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°
6°
3°
HDG HOLD
win level
bank hold
if TCS
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 53/135
3.05
COMMUNICATIONS
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 54/135
COMMUNICATIONSGeneral
F/O
OBS
(IF IINSTALLED)
CAPT
A switch located in the oxygen mask box when in released position (oxygen mask out), automaticallytransfer transmissions from the boom set mike to the oxygen mask mike. Transmission with hand mikeremains available regardless of transfer switch position.
Radio reception is not affected by the transfer switch position.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 55/135
3.06
ELECTRICAL SYSTEM
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 56/135
ELECTRICAL SYSTEMGeneral
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 Power26 – 27 V EXT only for preparation start with battery< 26 V disconnect EXT
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 57/135
ELECTRICAL SYSTEMDC POWER
When you open: -Cargo Door
(Micro Switch) -Refuelling Control Panel Access Door
-Onboarding Door
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
GND HDLG BUS : BAT OFF
OFF
AC AC
-Refuel & defuel system-Entrance lights-DC aux hydraulic pump
feed
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 58/135
ELECTRICAL SYSTEMDC POWER
EXT PWR “AVAIL”:
SUPPLY: - DC SVCE BUS- GND HDLG BUS
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
GND HDLG BUS / SVCE BUS : BAT OFF + EXT PWR “ AVAIL”
OFF
AVAIL
DC SVCE / UTLY BUS
AC AC
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 59/135
ELECTRICAL SYSTEMDC POWER
2 Amber Arrows illuminated: EMER MAIN BAT BUS supplied by its respective BatteryINV 1 powerd by the “ HOT MAIN BAT BUS”
MICROSW
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
AC AC
BATT ON:
ON
FAULT FAULT
FAULT FAULT
SHED
HOT
MAINBAT
BUS
DC SVCE / UTLY BUS
AVAIL
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 60/135
ELECTRICAL SYSTEMDC POWER
GPU ONà only if bat switched “ON”“DC STBY BUS” connected automatically at “HOT EMER BAT BUS “
as soon as batteries are not supplying the Aircraft
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
BAT ON / EXT POWER ON
ON
DC SVCE / UTLY BUS
FAULT FAULT
ON
AC BTR
AC AC
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 61/135
ELECTRICAL SYSTEMDC POWER
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
HOTEL MODE
ON
DC SVCE / UTLY BUS
FAULT
ON
AC AC
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 !!!
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 62/135
ELECTRICAL SYSTEMDC POWER
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
NORMAL SUPPLY
ON
DC SVCE / UTLY BUS
ONON
AC AC
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 63/135
ELECTRICAL SYSTEMDC POWER
BTC closes automatically
In flight : if OAT exceeds ISA +25, flight level must be limited to FL 200
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
GEN 1 “FAIL”
ON
DC SVCE / UTLY BUS
ON
FAULT
AC AC
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 64/135
ELECTRICAL SYSTEMDC POWER
In this case: DC GEN 2 only on line with DC BTC open !!!!!
CM II becomes PF
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
FAILURE DC BUS 1:
ON
DC SVCE / UTLY BUS
ON
FAULT
SHED
DC BUS 1
AC BTR
EMER BATIS
ISOLATED
AC BTR will closeonly if DC BTC
is NOT “ ISOL”
AC AC
FAULT
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 65/135
ELECTRICAL SYSTEMDC POWER
CM I becomes PF
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
FAILURE DC BUS 2:
ON
DC SVCE / UTLY BUS
ON
FAULT
SHED
DC BUS 1
AC BTR
MAIN BATIS
ISOLATED
AC BTR will closeonly if DC BTC
is NOT “ ISOL”
DC BUS 2
FAULT
AC AC
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 66/135
ELECTRICAL SYSTEMDC POWER
MAIN BAT BUS supply - INV 1 + AC STBY BUS
- DC STBY BUS
- DC ESS BUS 2 Amber Arrows illuminate
EMER BAT BUS supply - DC EMER BUS
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
BOTH DC GEN FAIL à 1 OVRD
OVRD
DC SVCE / UTLY BUS
FAULTFAULT
FAULTFAULT
SHED
BAT
OVRD
ON
AC AC
With Batteries only: AC Bus 1 & 2 are
never supplied
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 67/135
ELECTRICAL SYSTEMDC POWER
EMER BAT BUS supply - DC STBY BUS
- DC EMER BUS
- INV 1- AC STBY BUS
INV 1 INV 2
AC 1 AC 2
AC STBY
DC STBY BUS
DCEMER
BUS
DCESS
BUS
HOT
EMERBAT
BUS
HOT
MAINBAT
BUS
DC BUS 1 DC BUS 2UTLYBUS 1
UTLY
BUS 2
DC GEN 1 DC GEN 2EXT. PWR
DC SVCE BUS
GND HDLG
BUS
BTC
BAT
EMERBAT CHG
MAIN
BAT CHG
MICROSW
BOTH DC GEN FAIL + “UNDV” à 2 OVRD
OVRD
DC SVCE / UTLY BUS
FAULTFAULT
FAULTFAULT
SHED
UND
V
OVR
D
„UND VOLTIlluminate
„OVRD“ Pb
AC AC
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 68/135
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 69/135
ELECTRICAL SYSTEM AC POWER
ALT GEN 1 à FAIL
ACW BUS 1 à FAIL
EXT. PWR
ACW BUS 1
ACW SVCE BUS
ALT
GEN1
ACW BUS 2
ALT
GEN2
BTC 1 BTC 2
GXC EXC
EXT. PWR
ACW SVCE BUS
ALT
GEN1
ACW BUS 2
ALT
GEN2
BTC 1 BTC 2
GXC EXC
SACRIFIED
LOST
ACW BUS 1
Auto closure when either ACW GEN drops off line
The ACW SVCE BUS is automatically shed when one generator is off line
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 70/135
ELECTRICAL SYSTEM AC POWER
ALT GEN 2 à FAIL
ACW BUS 2 à FAIL
EXT. PWR
ACW BUS 1
ACW SVCE BUS
ALT
GEN1
ACW BUS 2
ALT
GEN2
BTC 1 BTC 2
GXC EXC
EXT. PWR
ACW SVCE BUS
ALT
GEN1
ALT
GEN2
BTC 1 BTC 2
GXC EXC
SACRIFIED
ACW BUS 1 ACW BUS 2
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 71/135
3.07
EMERGENCY EQUIPMENT
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 72/135
EMERGENCY EQUIPMENTGeneral
BAGGAGE
BAGGAGE
BAGGAGE
The aircraft is equipped with fire fighting, oxygen and first aid equipment, placedthroughout the cabin, readily available for use in emergency.
The emergency lighting system provides aircraft illumination when all other electricalpower sources are no longer available.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 73/135
EMERGENCY EQUIPMENTExtinguisher
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 74/135
EMERGENCY EQUIPMENTOxygen
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 75/135
EMERGENCY EQUIPMENTEvacuation provisions
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 76/135
EMERGENCY EQUIPMENTOxygen System
ONOFF
LO PR
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:
Pressure Dropà dilution control in N(normal) à 120 min / 3 cockpit crew(10min descend FL 250 to FL130 + 110min FL130)
Smoke à dilution of 100 % à 15 min / 3 cockpit crew
In addition to the cockpit crew; the passenger outlets supply 10% of the passenger with a continuous
diluted flow for a duration of 30 min in case of pressure drod ( 4 min to descend FL 250 to FL130 and26 min to continue the flight between FL130 and FL 100)
CPT
MASK
F/O
MASKOBSERMASK
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 77/135
EMERGENCY EQUIPMENTOxygen System
FixedOxygen
System
PortableOxygen
System
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 78/135
3.08
FIRE PROTECTION
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 79/135
FIRE PROTECTIONGeneral
In case of failure ( FAULT illuminated ),a action an ALTN p.b. permits second fan
activation.
Right nacelle overhaet detection system (on ground only)
Right nacelle is equipped with an overheat detector.
When right nacelle temperature exceeds 170°C,NAC OVHT red alarm is triggered on CAP, an the CCASis activated.
§ System is inhibited in flight
§ System is activated 30 sec after landing
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 80/135
FIRE PROTECTIONEngine Extinguishing System
Pulled: on the respective engineProp Feathering
Fuel ENG LP Valve closedAir Bleed & HP Valve closedDeice Deice & shutoff valve closedElect DC & ACW GEN disconnected
Squibs armed LTS illumination
ENG FIRE
PULL
1
OFF
FAULT
OFF
FAULT
OFF
FAULTDISCH
SQUIB
DISCH
SQUIB
Fire Test:- MW + CRC + CAP- Fire handle illuminated
- Fuel S/O Lt on CL
(if out of FUEL S/O position)
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
The discharge light will also illuminate on the non affected engine fire panel tofacilitate identification of the depressurized bottle
Two common bottlesfor both engines
The“DISCH“ ambere light indicates that the fire bottle is empty (depressurized)
after agent 1 is discharged (agent 1 DISCH on left eng.+ agent 2 DISCH on right engine)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 81/135
3.09
FLIGHT CONTROLS
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 82/135
FLIGHT CONTROLSGeneral
WHEEL TRAVEL: +/- 65°
AILERON TRAVEL: 14°up 14°down
AILERONS AUTOMATIC TAP TRAVEL: 57% of aileron course
SPOILERS START TO ACT AFTER GIVEN AILERON DEFLECTION 2,5°
LH AILERON TRIM CONTROLLED TAB TRAVEL: 4°up 4°down
FULL ROLL TRIM TRAVEL REQUIRES ABOUT: 30s
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 83/135
FLIGHT CONTROLSPitch
PITCHDISCONNECT
AUTOTRIM
STICKPUSHER
PROBES
M.F.C.
M.F.C.
There are two stick shakers, one for each control column but only one stick pusher actuatorlocated on the captain pitch channel. In case of pitch uncoupling when pusher triggeringangle of attack is reached, only the captain control column is pushed forward.
NORMAL TRIM will disengage the AP
After uncoupling; only one pilot has control and actuates one elevator only
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 84/135
FLIGHT CONTROLSYAW
TLU TRAVEL
The TLU automatic control is done through ADC 1/2 when
reaching 185kt during an acceleration and when reaching180kt during deceleration. The TLU setting ( high speed or
low speed) may also be performed manually in case of
ADC failure.
HI < 185 kt
LO > 180 kt
FAULT
ADC 1
ADC 2
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 85/135
FLIGHT CONTROLSFlaps
EXT
FLAPSUNLK
FLAPSASYM
GREENBLUE
MM
FLAPS UNLK: Spurius retraction from 15° or 30°if mor than 4° diff
FLAPS ASYM: > 6,7° MC Flaps frozen in actual
position
IF EXT appears when flaps are extended = hyd circuit leak
When wing flaps are extended, the VMO alert (clacker) operates at VFE
VFE flaps 15° = 185 kts
VFE flaps 30° = 150 kts
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 86/135
3.10
FLIGHT INSTRUMENTS
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 87/135
FLIGHT INSTRUMENTS Air Data System
AHRS 1
ECC 1
AFCS
ECC 2
AHRS 2SGU 2
VSI
ALTM
ASI
VSI
ALTM
ASI
ADC 2
ADC 1
SGU 1
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 88/135
FLIGHT INSTRUMENTS AHRS
AHRS 1 AHRS 2
Normal Standby
EHSI EHSI
EADI EADI
RMI RMI
AHRS à Attitude and Heading Reference SystemEHSI à Electronic Horizontal Situation IndicatorEADI à Electronic Attidude Director IndicatorRMI à Radio Magnetic Indicator
SGU
SGU
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 89/135
FLIGHT INSTRUMENTSEFIS
SGU 2SGU 1
ECP ECP
EHSI EHSI
EADI EADI
AHRS 1 AHRS 2AHRS 1 AHRS 2
SYSTEM ASCBAFCS
WEATHER RADAR
CAPT
SWITCHING F/O
SWITCHING
SGU FAILURE
EFIS Control Panel
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 90/135
3.11
FUEL SYSTEM
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 91/135
FUEL SYSTEMTanks
REFUELINGMaximum pressure 3.5 bars (50 PSI)The wing tanks can also be refueld by gravity
DEFUELINGSuction 0.77 bars (11 PSI)
NOTE: Fuel remaining in the tanks when quantity indicators show zero is not usable in flight
Total quantity of fuel in each tank is 2500kg / maximum fuel unbalance is 730kg
WING CENTER BOX
RH WING FUEL TANKLH WING FUEL TANK
VENT SURGE TANK
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 92/135
FUEL SYSTEMGeneral
RUN
FEED
LO PR
FEED
LO PR
RUN
FEED
LO PR
P > 600 mBar
P > 300 mBar
OFF
OFF
FUEL TANK LO LVL : < 160kg
ELECTRICAL PUMP ON: engine start / jet pump <350mbar / fuel < 160kgXfeed 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 LIGHT: HP fuel filter exceeds 45 PSI
FUEL TEMP: green (0°C – 50°C) Red dash (-54°C and +57°C)- one for every fuel feeding line and- one for the left tank
FUEL CLOG
RUN
OFF
FUEL
X FEED
Memo
Panel
LO LVL LO LVL
T
0 1 6 00 1 6 0
FUEL QTY
L. TK: R. TK:
Electrical pump is automatically actuated
§ X-FEED = ON
§ LO LVL
When FUEL PUMP p/b is released out:Ø Electrical pump is de-activated and white off light comes on on p/b
Ø Jet pump motive flow valve is closed
HP Valve is operated by
condition lever
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 93/135
3.12
HYDRAULIC SYSTEM
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 94/135
HYDRAULIC SYSTEMGeneral
MM
M
LANDING GEAR
FLAPS
SPOILERS
PROPELLER BRAKE
NOSE WHEELSTEERING
EMERG ANDPARKING NORMAL
BRAKING
OVHT LO LEVELOVHTLO LEVEL
ON
ON
OFF
LO PR
OFF
LO PR
OVHT
LO PR
OFF
LO PR
ON
OVHT
OFF
LO PR
OFF
LO PR
LO
LVLOVH
LO
LVLOVH
AUX PUMP (AUTO) is running:
-P < 1500PSI
- Prop break released
- Gear down- One engine running
In case of LO Level alert:
Crossfeed valve- is inhibited to open- close automaticaly if it
was open
T > 121°CT > 121°C
P< 1500 PSI
B G
The normal hydraulic pressure of the
blue and green system is 3000 psi.
AC wild
DC
On ground pushing the „AUX PUMP” PB on the pedestal allows to energize the aux pump wichpressurized the BLUE HYD SYST, regardless BATT SWT “ON” or “OFF” position
CAUTION: Intensive use could discharge the main battery
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 95/135
3.13
ICE AND RAIN PROTECTION
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 96/135
ICE RAIN PROTECTIONQuick - Reference
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 97/135
ICE RAIN PROTECTIONQuick - Reference
Below -30°C icing problems schould be non-exsistant (NO SUPERCOOLED WATER)
holding with any flaps extendet is prohibited in icing conditions (expect for single engine operations)
ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on ground and for take off is at or below 5°C or whenTAT in flight is at or below 7° and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5°C and when surface snow,
standing water, or slush is present on the ramps, taxiways and runways.
Note: TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to wings, control surfaces or
propellers.
AOA AOA
1
ICING ICING ICING ICING
ICE ACCRETION
TAT < 7°C
1 1
AOA AOA
ICING
1 2
1 2
3 1 2 3
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 98/135
ICE RAIN PROTECTIONGeneral
!!! During final approach, if SAT is greater than ISA, do not maintain NH under 78% !!!
PROPELLER ANTI ICING
The system is supplied with 115 ACW and delivers 1400 W per blade
two modes are available::
NORMAL to be used when SAT at or above minus -10°C and below 0°C
ON to be used when SAT is between -30°C and –10°C
Propeller antiicing is inhibited when NP is below 63%
WINDOW HEAT
It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield
temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated
with 28 volts DC and keeps the inner Temperature over 21°C.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 99/135
ICE RAIN PROTECTIONEngine and Wing Protection
FAULT FAULT FAULTFAULT
SLOWON ON ONOVRD
FAULT
OFF
A
A
A
A A
A
A
A
ISOLATION
VALVE ISOLATION
VALVE
DE ICE
VALVE DE ICE
VALVE
BLEED
VALVE BLEED
VALVE
A
A
ON: deice and isol valve opened
OFF: isol valve closed / deice valves closed unless ENG 1-2 deice on
OFF
FAULT
FAST : timing cycle 60s SAT > -20°C SLOW: timing cycle 180s SAT < -20°C
Controls the timing cycle of all the wing de-icing
and/or engine anti icing controllers (A and/or B)
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.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 100/135
ICE RAIN PROTECTIONPneumatic de-icing system
On ATR aircraft, the system must be activated at the first visual indication of ice accretion
Pneumatic de–icing system
Electrical ice protection
!!! PROPELLER ANTI ICING IS INHIBITED WHEN NP IS BELOW 63% !!!
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 101/135
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 102/135
LANDING GEARNose Wheel Steering
BLUE TANK
Nose wheel steering angle +/- 60°
Nose wheel deflektion +/- 91° (is possible during towing with no pressure in the system)
Nose wheel steering is selfe centering after lift off
!!! NWS inop. taxi with break and different. power max cross - wind 15 kt !!!
Do not perform pivoting (tight turns) on a landing gear with fully braked wheels expect in case of emengency
60°60°
91°91°
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 103/135
LANDING GEARBrakes Anti Skid
L R
BLUE GREEN
M M M
The hot light indicate a breakes temperature of 150°C or more
Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature
exceeds 177°C
Emergency extension handle allows mechanical unlock and then the landing gear extends because of
gravity, aerodinamic forces and gas actuator
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
In case of hydraulic power systemfailure, the breake accumulatorallows at least six braking
applications without ANTI-SKID
protection
The ANTISKID test is
inhibited when wheelspeed exceeds 17 kt
Operativeat speeds
over 10 kt
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 104/135
3.15
NAVIGATION SYSTEM
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 105/135
NAVIGATION SYSTEMVOR/ILS
VOR:
ILS:
VOR 2VOR 1
ILS 2ILS 1
SGU 1 SGU 2ECP 1ECP 2
RMI 1 RMI 2EHSI 1 EHSI 2
EHSI 1 EHSI 2EADI 1 EADI 2
SGU 1 SGU 2
ECP 1 ECP 2
ASCB BUS
AFCS
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 106/135
NAVIGATION SYSTEM ADF
ECP 1 SGU 1 SGU 2 ECP 2
AD
ADF: only 1
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 107/135
3.16
POWER PLANT
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 108/135
POWER PLANTSystems Description
CROSS SECTION
EXTERNAL VIEW (RIGHT)
EXTERNAL VIEW (LEFT)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 109/135
POWER PLANTSystems 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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 110/135
POWER PLANTEngine Controls
HMU
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 111/135
POWER PLANTIdle Gate
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 112/135
POWER PLANTEEC, HMU, PCU
ENGINE
HMU
EEC
• Power lever position
• PWR MGT selector position• Bleeb position
FUEL
Controlled by
Power Lever PL
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 113/135
POWER PLANT ATPCS
NoNORMAL TAKE OFF
WITH ATPCS ARMED
LEFT ENGINE FAILURE:
UPTRIM ON RIGHT ENGINE
AFTER 2.15 SECONDS:
LEFT ENGINE FEATHERDUPTRIM MAINTAINED ON RIGHTENGINE ATPCS ARM LIGHT
EXTINGUISHES
ARM
ARMUP
TRIM
UP
TRIM
Aircraft on ground, PWR MGT on TO, ATPCS P/B ON, ATPCS is armed if:Ø Both PL above 56° andØ 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 periodautomatically 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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 114/135
4.00
FLOW
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 115/135
FLOWGeneral
TAXI:
1. BRAKES2. TIME
3. TAXI LIGHT4. ANTI-/DEICING ON5. OVERBOARD VALVE
6. ADU7. WX RADAR
8. T/O CONFIG
9. ICING PTT
2
3
4
5
6
7
8
9
1
4
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 116/135
FLOWGeneral
BEFORE TAKE-OFF:
1. TCAS2. XPDR
3. CONDITION LEVERS4. GUST LOCK5. FLIGHT CONTROLS
6. CCAS7. EXT. LIGHTS
8. ENG. START SELECTOR9. ANTI / DEICE10. BLEED VALVES
11. TIME
1
2
3
5
4
8
6
7
9
610 10
11
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 117/135
FLOWGeneral
AFTER LANDING:
1. TIME2. TCAS
3. XPDR4. FLAPS5. GUST LOCK
6. WX RADAR7. DH
8. LIGHTS9. CONT. RELIGHT10. STBY HEATING
11. ANTI / DEICE12. TRIMS
5
4
6
7
9
12
1
2
3
8
10
11
11
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 118/135
5.00
LOW VISIBILITY OPERATION
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 119/135
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 120/135
LOW VISIBILITY OPERATIONOCA / OCH
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.
3°2,5%(GA)
DH
OBSTACLE ASSESSMENTSURFACE (OAS)
A System of surfaces designed to
define the OFZ in the landing area,
based on the threshold height of the
relevant runway.
OBSTACLE CLEARANCEALTITLUDE / 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.
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 121/135
LOW VISIBILITY OPERATIONVisual aids
Distance Code Centerline Barret Centerline
Distance Code Centerline Barret Centerline
CAT II
CAT I
The red side row barrets gives additional lateral and roll guidance and alert the pilot that he not yet cross the RWY
Cross-Bars provide roll guidance and distance informations
à 300m & 150m
à from 900m to 300m
30 m
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 122/135
LOW VISIBILITY OPERATIONVisual aids
900 m
nominal touch-down point
150 m
Holding positi CAT I > 90m
CAT II > 150m
CAT II RWY width > 30m Slope < 0,8% RWY length > 1800m18m ó 4 strips
23mó
6 strips30m ó 8 strips45m ó 12 strips
60m ó 16 strips
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 123/135
LOW VISIBILITY OPERATIONVisual aids
Power supply with switchover time of:1 sec. for transmissometer
15 sec. for ceilometers and anemometers
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 124/135
LOW VISIBILITY OPERATIONNon visual aids
ILS maintenance take over time of duplicate ILS transmitters within 1 to 2 seconds
Threshold Crossing height (TCH)For CAT II, ILS must provide a TCH of 50 ft (15m) with a tolerance of only + 10ft ( 3m)
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 125/135
LOW VISIBILITY OPERATIONNon visual aids
HDGATT ILS
Comperison Caution Message
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°
LOC CAT I = 1 dotCAT II = 1/3 dot
GP CAT I = 1 dotCAT II = 1 dot
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 126/135
LOW VISIBILITY OPERATION Approach
NORMAL LOW VISIBILITY CIRCLING APPROACH
20sec - (1sec/1kt)
ALT
HDGTQ SPEED white bugChecklist
Disregard RVRcontinue approach
LOC *
CAT II capebility
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 127/135
LOW VISIBILITY OPERATIONType Part ATR
LOW VISIBILITY TAKE – OFF (LVTO)
> 400 –150 m - 10 kts X-wind
-
Braking action 0,30- RVR in Sectoren - / B / C- Centerline lights 30m
<150 – 125 m - 10 kts X-wind
- Braking action 0,30- RVR in Sectoren A / B / C- Centerline lights 15m- 90m visual segment available from cockpit at start T/O run
CAT II APPROACH / LANDING
Dual Coupling occurs below 1.200 ft radio altitude the dual coupling indication is displayed at ACP
and the EADIs.The CAT II capability message must be available upon LOC intercept and is confirmed by PNF call-out.
Dual coupling must be achieved at 800 ft radio altitude.Below 200ft RA, the radio altimeter controls the display of the runway symbol in the EADIs.
The EXCESS DEV monitor is only active during dual coupling and radio altitudebetween 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 displayeon 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 CMannounces: “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 referenc
containing a segment of at least 3 consecutive lights being:Ø The centerline of the approach lights, or
Ø The touchdown zone lights, orØ The runway centerline lights, orØ 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.,
crossbar of the approach lights, the landing threshold or a barrette of touchdownzone lighting.
Landing minima CAT IIØ 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
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 128/135
LOW VISIBILITY OPERATIONType Part ATR
WORDINGS / CALL OUTS :
CM II monitor till touch down all instruments head downØ Loc * à Final Heading / CAT II capebbbilityØ OM à OM check altitude checkedØ 800 ft (RA) à Dual couplingØ 500 ft (RA) à Center Heading bug / Flight director off
CM II checks deviations in attitude and speed and monitors the autopilot actionsCM II crosschecks CMI, CMII and SBY instrumentsØ 200 ft (RA) à Approaching minimumØ 100 ft (RA) à MinimumØ 50 ft (RA) à Fifty (Check autopilot off)Ø 40, 30,20,10
FAILURES:
Failure occure below 800 ftØ discontinue the approach; go-around
Failure occures above 800 ft
Ø continue CAT II if QRH is completed until passing 800 ft§ Flaps Jam 15
§ Hyd LOPress / OVHT (Xfeed must be available)§ Gen Fault DC, ACW, AC (BTC must be closed)§ MFC Fault (one module)
§ One CRT Fail
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 129/135
6.00
PROCEDURES & TECHNIQUES
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 130/135
PROCEDURES & TECHNIQUES
Flame out in climb (all after PWR MGT out of TO)
Q ENG START - cont relightQ PL - adjust
Q CL - max RPM live engineQ PWR MGT - MCT
Q Final TO – speedQ Bleed valves - off
Flame out in cruiseQ ENG START - cont relightQ PL - adjustQ CL - max RPM live engineQ PWR MGT - MCT
Flame out in short final
Q Both PL - adjustQ CL - max RPMQ Bleed valves - off
2 NM 1 NM 0,2 NM
Flaps 15 Flaps 30
Gear downPWR MGT TOFinal Checklist
+ 1 open item
VS = 700f t/min
Fly in full arc
MDA
170 kt 150 kt 140 kt
VOR – ADF Non Precision Approach
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 131/135
7.00
FORMEL
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 132/135
FORMELGeneral
ROD (ft / min) = Groundspeed (kt) • 5
1. Sinkrate
TAS = IAS um 2% je 1000 ft größer
( IAS + 4kts pro 1000 ft bis FL100 )( IAS + 5kts pro 1000 ft bis FL 200 )
( IAS + 6kts pro 1000 ft bis FL 300 )
2. TAS aus der IAS (nur geschätzt)
ROD (ft / min) = Groundspeed (kt) • Gleitweggradient (%)
R0D (ft / min) = Groundspeed (kt) • Gleitwinkel (°) • 2
Standard Turn ( 3°/s) BankAngle = +7 max 25°)
4. Standard Turn
TAS
10
WCA =
8. Querwindeinfluß
F • WSTAS/10
Distance(NM) = Height to be los (1000ft) • 3
+ 15 NM (straight in approach)
+ 8 NM (abeam approach)
5. Descent
V APP = VmH B + WIND FACTOR
6. Final Approach Speed
WIND FACTOR the highest of:
- 1/3 of the reported head wind velocityor - the gust in full
with a maximum wind factor of 15 kt
Wolken(Basis) = Spread X 400 ft
Rel. Feuchte = 100 – ( 5 x Spread )
7. Wolkenbasis aus dem Spread
3. MACH aus TAS
MACH =
oder MACH x 10 = NM/min
TAS
600
TAS
60
TURBIN FUEL
Kg = ltr x 0,8
ltr = kg x 1,25
ltr = lbs x 0,57
lbs = ltr x 1,8
°C > °F ( 9/5 x °C ) +32
°F > °C 5/9 x ( °F – 32 )
m = ft x 0,3048
ft = m 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 à Pressure Altitude
PA = QNH-Alt. + (1013 – QNH) x 30
DA = PA +/- 124ft per 1°C diff. of std. Temp
TA = QNH-Alt +/- 0,4% per 1°C
diff. of std. Temp
9. Umrechnungen
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 133/135
FORMELGeneral
Procedure Turn45° Procedure Turn80°
Non StandardStandard
Holding Speed < FL 140 = 230 kts / 1min
(Germany) > FL 140 = 240 kts / 1,5 min
QNH höher Alt.
QNH kleiner Alt.
Tropopausenhöhe = 36.000Ft / –56,5°C
Temperaturabnahme = 2°C / 1000ft
Standard
Siebzig
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 134/135
FORMELGeneral
10 20 30 40 50 60 70 80 100 110 120 130 140 150 160 170 10 20 30 40 50 60 70 80
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
10 -10 -9 -9 -8 -6 -5 -3 -2 2 3 5 6 8 9 9 10 2 3 5 6 8 9 9 10 10
15 -15 -14 -13 -11 -10 -8 -5 -3 3 5 8 10 11 13 14 15 3 5 8 10 11 13 14 15 15
20 -20 -19 -17 -15 -13 -10 -7 -3 3 7 10 13 15 17 19 20 3 7 10 13 15 17 19 20 20
25 -25 -23 -22 -19 -16 -13 -9 -4 4 9 13 16 19 22 23 25 4 9 13 16 19 22 23 25 25
30 -29 -28 -26 -23 -19 -15 -10 -5 5 10 15 19 23 26 28 29 5 10 15 19 23 26 28 29 30
35 -34 -33 -30 -27 -22 -18 -12 -6 6 12 18 22 27 30 33 34 6 12 18 22 27 30 33 34 35
40 -39 -38 -35 -31 -26 -20 -14 -7 7 14 20 26 31 35 38 39 7 14 20 26 31 35 38 39 40
W I N D S P E E D I N K N O T S
CROSSWIND COMPONENT
WIND COMPONENT TABLE
ANGLE BETWEEN WIND DIRECTION AND HEADING
HEADWIND COMPONENT TAILWIND COMPONENT
8/19/2019 ATR Minidoc
http://slidepdf.com/reader/full/atr-minidoc 135/135
DANGEROUS GOODSChart