ATR Minidoc
Short Description
Good overview of the ATR72 systems...
Description
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) (= 1‚18 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 Ø Engine Flame Out at Take – Off - Eng. Start selector - UPTRIM - AUTOFEATHER - PL - CL
Cont Relight / On Check Check FI FTR then FSO
Ø Engine Flame Out in climb (all after PWR MGT out of TO) - Eng. Start selector Cont Relight / On - PWR MGT MCT or TO - ADU Final TO speed - PL Adjust - CL Max RPM live engine - Bleed valves Off Ø Engine Flame Out (During Flight) - Eng. Start selector - PL
Cont Relight / On FI
Ø Both Engine Flame Out - Eng. Start selector - PL both
Cont Relight / On FI
Ø Engine Fire / In flight - PL - CL - Fire Handle - 1s t Agent after 10s
FI FTR then FSO PULL DISCH
Ø 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
Ø Emergency Descent - Both PL - Eng. Start selector
FI Cont Relight / On
Ø Elevator Jam - Control Columns
PULL
Ø 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° 14°up 14°down 57% of aileron course (2,5°) 4°up 4°down 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 (0°C – 50°C) Red dash ( -54°C and +57°C )
HYDRAULIC SYSTEM Each system is pressurized by an ACW electronic motor The auxiliary DC electrical pump is located in the blue HYD system § Specification: HYJET IV or skydrol LD 4 § Blue system supplies : Nose wheel steering / flaps / spoiler / propeller brake / emergency and parking brake § Green system supplies: Landing gear / normal breaking § Normal filling level: 9,35 L § Alert LO LEVEL: 2,50 L ( XFEED automatically close ) § Normal Pressure: 3000 PSI § LO PR: 1500 PSI § OVHT: T > 121°C § Emerg. press (blue): > 1600 PSI § Normal precharge accumulator gas pressure: 1500 PSI § Aux pump (auto) is running: P 124°C) the crew must consider the associated bleed system as inoperative for the rest of the flight § In case of OVHT ( T > 274°C) the associated bleeb system may be recoverd after cooling time § Propeller condition control (pneumatic actuator) § Pneumatic actuators are provided to set automatically CL to MAX RPM position when associated PL is beyond 56° PLA (Power Level Angle) and associated PWR MGT set on TO position. AIR CONDITIONING § If one pack is inoperative the other one supplies both compartments through the mixing chamber § Pack valves will be automatically closed in case of leak detection § Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve § Duct temperature limited to 88°C by pneumatic temp limiter in order to reduce hot air flow § An OVHT caution is provided to the pilot when Tduct > 92°C (but the pack valve does not close) § Cooling of air is performed o by two ground turbo shut off valves when: IAS < 150 kt and landing gear is retracted for less than 10 min IAS < 150 kt and landing gear is extended o by ram air when IAS < 150 kt
LIMITATIONS General
ELECTRICAL SYSTEM SOURCE 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 continuo’s 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
27°max 15°max
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) § Minimum height for auto pilot engagement after take off : 100ft § Minimum height for use of either AP or FD - except during take off or executing an approach : 1000 ft - VS or lAS mode during approach: 160 ft - CAT I APP mode: 160 ft § NAV MODE for VOR approach, using either autopilot or flight director is authorized only if: - a co-Iocated DME is available, and - DME HOLD is not selected. Refer to 2.02.04 for CAT II Operations. FLAPS Holding with any flaps extended is prohibited in icing conditions (except for single engine Operations). Note: IF EXT flag appears when flaps are extended, it means that there is a leak in the flaps hydraulic circuit.
LIMITATIONS General
LANDING GEAR § Do not perform pivoting (Sharp Turns) on a landing gear with fully braked wheel expect in case of emergency § Gear must be considered down when one system indicates three green lights (? ? ? ) § The main gear wheels are automatically braked as soon as the lever is selected up § As soon as the gear is locked in the selected position, hydraulic pressure is released from the connecting line § Except gear warning: Gear down / flaps normal landing / Radio altimeters < 500 ft § Nose wheel steering angle +/- 60° § Nose wheel deflection of +/- 91° is possible during towing with no pressure in the system § Nose wheel steering is self centring after lift off § Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature exceeds 177° C ANTI SKID § Gear down and locked aircraft speed exceeds 10 kt § In the event of electrical supply loss the antiskid is no more operative and brakes are directly operated CAUTION: Brake handle applies braking without any anti-skid operation, in case of hydraulic power system failure, the brakes accumulator allows at least six braking applications without anti skid protection ICING CONDITIONS § All icing detection Iights must be operative prior to flight into icing conditions at night. § The ice detector must be operative for flight into icing conditions. § Normal mode piloted by MFC - FAST MODE ( SAT > -20°C ) : 60 sec - SLOW MODE ( SAT < -20°C ) : 180 sec § When de icing OVRD mode is selected, boots inflate according to a separate timer and MFC is totally by passed § Below -30°C icing problems should be non-existent (No super cooled water) § Use of NP less than 86% is prohibited in icing condition PROPELLER ANTI ICING The system is supplied with 115 ACW and delivers 1400 W per blade two modes are available:: NORMAL to be used when SAT at or above minus below 0°C and -10°C ON to be used when SAT is between –10°C and -30°C Propeller anti-icing is inhibited when NP is below 63% WINDOW HEAT It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over 21°C.
LIMITATIONS General
OXYGEN Reference temperature = Cabin Temperature or OAT whichever is higher, on ground = Cabin Temperature in flight The scale is marked by red arc from 0 to 85 PSI and by a green arc from 85 to 2025 PSI If pre-flight pressure is below 1400 PSI quantity must be checked to be adequate for intended flight Crew Members § In case of pressure drop with the dilution control N (normal) position, diluted oxygen is provided to 3 cockpit crew for a duration of 120 min at demand flow ( 10 minutes to descend from 25,000 ft to 13,000 ft and continuation of flight between 13,000 ft and 10,000 ft for 120 minutes § In case of smoke or noxious gas emission with the dilution control in the 100% position oxygen is provided to 3 cockpit crew for a duration of 15 minutes at demand flow Passengers Minimum bottle pressure required to cover a cabin depressurisation at mid-time of the flight, an emergency descent from 25,000 ft to 13,000 ft within Iess than 4 minutes and a flight continuation at an altitude below 13,000 ft. A 10% pax oxygen consumption is assumed. In case of smoke emission, the system protects the flight crew members during 15 min Note:
At dispatch the computed flight time after decompression should be at least 1/2 of estimated flight time to destination or flight time to the Iongest en-route alternate which ever is higher. Provision is made to cover: - unusable quantity - normal system leakage - Ref. Temp errors.
LIMITATIONS General ENGINE PARAMETERS Beyond these limits, refer to maintenance manual. POWER
TIME
TQ
ITT
NH
NL
NP
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 125°C is authorized without time limitation 20 min are authorized between 125°C and 140°C. - Refer to ENG OIL HI TEMP procedure.
Note: Oil temperature must be maintained above 45°C to ensure inlet strut de-icing. Oil temperature must be maintained above 71°C to ensure fuel anti-icing protection in absence of the low fuel temperature indication. (4) (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
A
B
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
O
HP VALVE opens if pressure drops below 25 PSI
To conditioning the cabin in HOTEL MODE : Right ENG AIR BLEED plus right PACK VALE and via the CROSS – FEED BLEED VALVE (automatically opened) the left PACK VALVE !!! During a starting sequence, the bleed valves opening is inhibited !!!
AIR Air Conditioning
The control of the temperature can be effected either: - in normal mode, - in automatic mode.
Duct temperature limited to 88°C 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 > 92°C (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 à the valve opens
S
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 à X feed open In absence of air pressure or electrical supply, the pack valves are spring loaded closed. If a Pack overheat occurs, the solenoid is de-energized. THE VALVE CLOSES
AIR Air Conditioning When the bleed valves are selected ON Pack Valve PB pressed in: Pack 1 valve opens immediatley, pack 2 valve opens after 6 sec. delay
RH PACK
LH PACK
Enables, in case of smoke in the forward cargo compartment, to isolate the flight deck ventilatino preventing smoke to enter the flight compartment !!!! CLOSE ONLY IN CASE OF FWD COMP SMOKE !!!! OPEN
CLOSED
ELECTRIC RACK
FLIGHT DECK
ELECTRONIC 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 höher einstellen Both outflow valves incorporate a manometric capsul (aneroid) to hold the valve open sufficienttly to prevent overpressure 10.000 ft CCAS System is activated
AUTO PRESS
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.
1
2
3
4
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
5
AIR Ventilation
EXHAUST MODE FAULT illuminates. When start sequence is initiated, extract fan stops for 120s to avoid pessure shocks; or when fan failure, or overtemperature and CCAS is activated
FAULT
FAULT
OVBD
OVBD extract fan off. OVBD valve 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 à à à à
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 aircraft’s new pitch and roll attitude (within limits) at the time the TCS button is released. Pitch attitude resynchronisation limits are ± 15°. If the button is released with a pitch attitude greater than 15° the aircraft will return to 15° and maintain that attitude. lf the TCS is released at bank angles less than 6° the system will level the wings and, at wings level will fly the existing heading. If the bank angle is greater than 6° but Iess than 35° at TCS release, the AP will maintain the bank angle. At bank angles greater than 35° the aircraft will return to 35° and the AP will maintain 35°.
35° bank hold if TCS 6° wing level 3° HDG HOLD
3.05 COMMUNICATIONS
COMMUNICATIONS General
F/O
OBS (IF IINSTALLED)
CAPT
A switch located in the oxygen mask box when in released position (oxygen mask out), automatically transfer transmissions from the boom set mike to the oxygen mask mike. Transmission with hand mike remains available regardless of transfer switch position. Radio reception is not affected by the transfer switch position.
3.06 ELECTRICAL SYSTEM
ELECTRICAL SYSTEM General
The electrical power generation is provided by following sources: - Main and emergency batteries - Two engine-driven DC starter/generators - Two AC wild frequency generators - Two external power units (AC and DC) Weak DC GPU: 27 – 28 V use EXT Power 26 – 27 V EXT only for preparation < 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 à only if bat switched “ON” “DC STBY BUS” connected automatically at “HOT EMER BAT BUS “ as soon as batteries are not supplying the Aircraft
ELECTRICAL SYSTEM DC POWER HOTEL MODE AC 1
AC 2 AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS DC 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 à 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” à 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 à
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 à
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 à
FAIL
ACW SVCE BUS GXC
SACRIFIED
EXC
BTC 1
BTC 2 ACW BUS 2
ACW BUS 1
ALT GEN1
ACW BUS 2 à
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 à dilution control in N(normal) à 120 min / 3 cockpit crew (10min descend FL 250 to FL130 + 110min FL130) Smoke
à dilution of 100 %
à 15 min / 3 cockpit crew
In addition to the cockpit crew; the passenger outlets supply 10% of the passenger with a continuous diluted flow for a duration of 30 min in case of pressure drod ( 4 min to descend FL 250 to FL130 and 26 min to continue the flight between FL130 and FL 100)
EMERGENCY EQUIPMENT Oxygen System
Fixed Oxygen System
Portable Oxygen System
3.08 FIRE PROTECTION
FIRE PROTECTION General
In case of failure ( FAULT illuminated ), a action an ALTN p.b. permits second fan activation.
Right nacelle overhaet detection system (on ground only) Right nacelle is equipped with an overheat detector. When right nacelle temperature exceeds 170°C, NAC OVHT red alarm is triggered on CAP, an the CCAS is activated. § System is inhibited in flight § System is activated 30 sec after landing
FIRE PROTECTION Engine Extinguishing System Red ENG. FIRE illuminates on CAP in case of: - Fire signal detected by both loops A and B or, - Fire signal detected by one of the both loops if the other one is selected OFF
Two common bottles for both engines
The“DISCH“ ambere light indicates that the fire bottle is empty (depressurized) after agent 1 is discharged (agent 1 DISCH on left eng.+ agent 2 DISCH on right engine)
Pulled: on the respective engine Prop Feathering Fuel ENG LP Valve closed Air Bleed & HP Valve closed Deice Deice & shutoff valve closed Elect DC & ACW GEN disconnected Squibs armed LTS illumination
ENG
1 FIRE PULL
DISCH
FAULT
FAULT
DISCH
SQUIB
OFF
OFF
SQUIB
Fire Test: MW + CRC + CAP Fire handle illuminated Fuel S/O Lt on CL (if out of FUEL S/O position)
The discharge light will also illuminate on the non affected engine fire panel to facilitate identification of the depressurized bottle
3.09 FLIGHT CONTROLS
FLIGHT CONTROLS General
WHEEL TRAVEL:
+/- 65°
AILERON TRAVEL:
14°up 14°down
AILERONS AUTOMATIC TAP TRAVEL:
57% of aileron course
SPOILERS START TO ACT AFTER GIVEN AILERON DEFLECTION
2,5°
LH AILERON TRIM CONTROLLED TAB TRAVEL:
4°up 4°down
FULL ROLL TRIM TRAVEL REQUIRES ABOUT:
30s
FLIGHT CONTROLS Pitch
NORMAL TRIM will disengage the AP
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
M
M
GREEN
M
3.10 FLIGHT INSTRUMENTS
FLIGHT INSTRUMENTS Air Data System
VSI
ALTM
ASI
ECC 2
AHRS 2
SGU 2
ADC 2
AFCS
ADC 1 SGU 1
AHRS 1
ECC 1 VSI
ALTM
ASI
FLIGHT INSTRUMENTS AHRS
Normal
Standby
AHRS 1
AHRS 2
SGU SGU
EADI
EHSI AHRS à EHSI à EADI à RMI à
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 121°C
T > 121°C
AUX PUMP (AUTO) is running: P < 1500PSI Prop break released Gear down One engine running
OVHT
M
M
LO PR OFF
LO PR OFF
M
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
1
1
2 3
AOA
1
2 3
AOA
AOA
3
1
2
3
1
1
TAT < 7°C
Below -30°C icing problems schould be non-exsistant (NO SUPERCOOLED WATER) holding with any flaps extendet is prohibited in icing conditions (expect for single engine operations) ATMOSPHERIC ICING CONDITIONS Atmospheric icing conditions exist when OAT on ground and for take off is at or below 5°C or when TAT in flight is at or below 7° and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). GROUND ICING CONDITIONS Ground icing conditions exist when OAT on the ground is at or below 5°C and when surface snow, standing water, or slush is present on the ramps, taxiways and runways. Note: TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to wings, control surfaces or propellers.
ICE RAIN PROTECTION General
!!! During final approach, if SAT is greater than ISA, do not maintain NH under 78% !!!
PROPELLER ANTI ICING The system is supplied with 115 ACW and delivers 1400 W per blade two modes are available:: NORMAL to be used when SAT at or above minus -10°C and below 0°C ON
to be used when SAT is between
-30°C and –10°C
Propeller antiicing is inhibited when NP is below 63%
WINDOW HEAT It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over 21°C.
ICE RAIN PROTECTION Engine and Wing Protection
FAULT FAULT ON
FAST : SLOW:
timing cycle 60s timing cycle 180s
ON
SLOW
FAULT
FAULT
OVRD
ON
SAT > -20°C SAT < -20°C 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
A
A
A
A A
A
OVRD: The emergency de-icing activation is selected (timing cycle = 60s), The light illuminates white and all de-icing lights extinguish. This position is used when the associated FAULT light illuminates.
ICE RAIN PROTECTION Pneumatic de-icing system
On ATR aircraft, the system must be activated at the first visual indication of ice accretion
Pneumatic de–icing system
Electrical ice protection
!!! PROPELLER ANTI ICING IS INHIBITED WHEN NP IS BELOW 63% !!!
3.14 LANDING GEAR
LANDING GEAR Nose Wheel Steering
BLUE TANK
60° 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
M
GREEN
M
M
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 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
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: Ø Both PL above 56° and Ø Both torque above 53% Auto feather occurs after 2,15 seconds following a torque drop below 21% (In this case, the throttle reductions occurring within 2,15 seconds period automatically disarm the mode - Rejected T/O) CAUTION: If the engine is restarted, it will be necessary to select PWR MGT to MCT position after rilight in order to be able to unfeather the propeller
4.00 FLOW
FLOW General TAXI:
5
4
4 3 6
2
9
1
7
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
8
FLOW General BEFORE TAKE-OFF:
9
8
6
10
10
7
11
6
5
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
2
1
FLOW General AFTER LANDING:
10 11
9
11 8
1
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
5
4
3
2
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 VISàRVR) HI R/W Edge+CL R/W Edge+CL R/W Edge+ Edge Lights or NIL (Day only) Lights + multi RVR Lights + multi RVR C/L Lights C/L Markings 125 150 200 250 500
LOW VISIBILITY OPERATION OCA / OCH
OBSTACLE CLEARANCE ALTITLUDE / HEIGHT (OCA / OCH) The lowest altitude (OCA) above MSL or altenatively the lowest height (OCH) above touch-down zone used to establish compliance with the appropriate obstacle clearance criteria.
OBSTACLE FREE ZONE (OFZ) The airspace above the inner approach surface, inner transitional surfaces and balked landing surfaces and that portion if the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than low mass and frangible mounted and required for air transportation purposes.
OBSTACLE ASSESSMENT SURFACE (OAS) A System of surfaces designed to define the OFZ in the landing area, based on the threshold height of the relevant runway.
3°
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
à 300m & 150m
à from 900m to 300m
CAT II
The red side row barrets gives additional lateral and roll guidance and alert the pilot that he not yet cross the RWY
LOW VISIBILITY OPERATION Visual aids
900 m
CAT II RWY width > 30m 18m 23m 30m 45m 60m
ó ó ó ó ó
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
HDGà ATTà
ILSà
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
10° and / or pitch attitude < -4° or > +4° CM2 announce: “GUIDANCE” Visual Reference An approach may not be continued below the CAT II decision height unless visual reference containing a segment of at least 3 consecutive lights being: Ø The centerline of the approach lights, or Ø The touchdown zone lights, or Ø The runway centerline lights, or Ø The runway edge lights or, Ø A combination of these is attained and can be maintained. The visual reference must include a lateral element of the ground pattern, i.e., a crossbar of the approach lights, the landing threshold or a barrette of touchdown zone lighting. Landing minima CAT II Ø DH 100 ft (RA) Ø 400m RVR manual approach after DH(RA) Ø 300m RVR approach with autopilot on to 50 ft (RA) and manual continuation to land
LOW VISIBILITY OPERATION Type Part ATR
WORDINGS / CALL OUTS : CM II monitor till touch down all instruments head down Ø Loc * à Final Heading / CAT II capebbbility Ø OM à OM check altitude checked Ø 800 ft (RA) à Dual coupling Ø 500 ft (RA) à Center Heading bug / Flight director off CM II checks deviations in attitude and speed and monitors the autopilot actions CM II crosschecks CMI, CMII and SBY instruments Ø 200 ft (RA) à Approaching minimum Ø 100 ft (RA) à Minimum Ø 50 ft (RA) à Fifty (Check autopilot off) Ø 40, 30,20,10
FAILURES: Failure occure below 800 ft Ø discontinue the approach;
go-around
Failure occures above 800 ft Ø continue CAT II if QRH is completed until passing 800 ft § Flaps Jam 15 § Hyd LOPress / OVHT (Xfeed must be available) § Gen Fault DC, ACW, AC (BTC must be closed) § MFC Fault (one module) § One CRT Fail
6.00 PROCEDURES & TECHNIQUES
PROCEDURES & TECHNIQUES
VOR – ADF Non Precision Approach
Fly in full arc
2 NM
1 NM
0,2 NM
ft
VS = 700 /min 170 kt
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. Querwindeinfluß
R0D
(ft/min) = Groundspeed (kt) • Gleitwinkel (°) • 2
F • WS
WCA =
TAS
/10
2. TAS aus der IAS (nur geschätzt) TAS = IAS um 2% je 1000 ft größer
9. Umrechnungen
( IAS + 4kts pro 1000 ft bis FL100 ) ( IAS + 5kts pro 1000 ft bis FL 200 ) ( 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)
• 3
+ 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
°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
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 1°C diff. of std. Temp
TA
=
QNH-Alt +/- 0,4% per 1°C diff. of std. Temp
FORMEL General
QNH höher
Alt.
Standard
Non Standard Standard Siebzig
Holding Speed < FL 140 = 230 kts / 1min (Germany) > FL 140 = 240 kts / 1,5 min QNH kleiner
Alt.
Procedure Turn 45°
Tropopausenhöhe = 36.000Ft / –56,5°C Temperaturabnahme = 2°C / 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
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
DANGEROUS GOODS Chart
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