FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.00.00 P1
001 NOV 98
CONTENTS AA
0.00.00
CONTENTS
0.01.00
LIST OF TEMPORARY REVISIONS (L.T.R.)
0.03.00
SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)
0.04.00
LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)
0.05.00
LIST OF NORMAL REVISIONS (L.N.R.)
0.06.00
REASON OF NORMAL REVISION (R.N.R.)
0.07.00
SHIPPING NOTE NORMAL PAGES (S.N.N.P.)
0.08.00
LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)
0.09.00
LIST OF MOD / MP / SB (L.O.M.)
0.10.00
CROSS REFERENCE TABLE (C.R.T.)
0.40.00
ORGANIZATION OF THE MANUAL
0.50.00
STANDARD NOMENCLATURE
0.60.00
UNITS CONVERSION TABLE
ATR 42 Model : 400/500
0.05.00
FLIGHT CREW OPERATING MANUAL P1
L.N.R. LIST OF NORMAL REVISIONS
001 DEC 10
AA
N° REV
DATE IN
INSERTION DATE
NAME
00
MAY 95
PRELIMINARY
01
DEC 95
TOTALE
02
MAR 96
03
NOV 96
04
MAY 97
05
NOV 97
06
MAY 98
07
NOV 98
08
NOV 99
09
NOV 00
10
NOV 01
11
NOV 02
12
DEC 03
13
DEC 04
14
DEC 05
15
DEC 06
16
DEC 07
17
APR 08
18
OCT 08
19
DEC 09
20
DEC 10
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R.
0.06.00 P1
001 NOV 98
REASON OF NORMAL REVISION AA
DATE MAR 96
REASON FOR ISSUE
CHAP INVOLVED
* INTRODUCTION OF THE MODIFICATION : - 1384 or 4264 : REMOVE THE EMERGENCY BEACON
1.05.10
- 4273 : MODIFY A/C FOR CONTAINER CARRYING
1.08.10 2.04.03
* ACTION ON THE PART - CAPTAIN EHSI IS SUPPLIED BY DC STBY BUS AND SO, USABLE (LIKE CAPTAIN EADI) IN CASE OF DUAL DC GEN LOSS. * ACTION ON THE PART WORDING - IDEM AS PART ABOUT CAPTAIN EHSI
1.06.60 1.10.30 2.01.04 2.04.04 2.05.04 2.02.11
- MODIFICATION OF THE PROCEDURE TO AVOID AN UNTIMELY ENGINE FLAME OUT - IMPROVEMENT OF THE PROCEDURE
NOV 96
2.02.10 2.02.12 2.03.08 2.03.09 2.03.18 2.05.02
- WORDING AND STANDARDIZATION
2.05.09
* ACTION ON THE PART - CORRECTION OF VMO OVERSHOOT
3.05
* INTRODUCTION OF THE MODIFICATION - 1547 : PANEL 20 VU MODIFY POSITION OF LIGHTING SWITCHES - 1548 : INSTALL AN INDICATOR LIGHT TO PROHIBIT ACCESS TO FLIGHT COMPARTMENT - 3808 : INSTALL A PARK BRAKE APPLIED EXTERIOR INDICATING LIGHT - 4372 + 4540 : AILERON SPRING TAB + FLAPS VANE DELETION
- 4462 : INCREASE ATR 42-500 VFE 15 FROM 170 TO 180 KTS - 4564 : TAKE-OFF WITH FLAPS 25
1.00.40 1.00.30 1.14.40 1.01-1.02 1.06-1.09 1.14.20 2.01.03 2.02.06 2.02.08 2.05.10 3.03-3.04 3.08-3.09 3.11 1.02-1.09 2.01.03 2.02.04 1.02 2.01.03 2.02.08 2.02.10 2.03.12 3.03
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P2
001 NOV 98
AA
DATE NOV 96
MAY 97
REASON FOR ISSUE - 4601 : CRZ 2 POSITION SUPPRESSION
* * -
ACTION ON PART WORDING AND STANDARDIZATION NEW PRESENTATION OF EADI IMPROVEMENT OF THE EXTERNAL POWER DESCRIPTION IMPROVEMENT OF THE VFE ALARM PRESENTATION ACTION ON PART WORDING AND STANDARDIZATION IMPROVEMENT OF OVERTORQUE LIMIT GRAPH IMPROVEMENT IN TCAS DESCRIPTION IMPROVEMENT OF VmHB/VmLB TABLES FLIGHT PATTERNS IMPROVEMENT IMPROVEMENT OF GPS FAULT MONITORING DESCRIPTION IMPROVEMENT OF PROCEDURE
* * * -
INTRODUCTION OF MODIFICATIONS 4568 MODIFY FLAP OUTPUT LOGIC 4711 ETOPS 4718 OPERATIONS ON NARROW RUNWAYS ACTION ON PART WORDING AND STANDARDIZATION ACTION ON PART LIMITATIONS Prop Brk Indicating IMPROVEMENT OF THE PROCEDURE
- WORDING * ACTION ON PART - NEW EXAMPLES NET CEILINGS
CHAP INVOLVED 1.13-1.16 2.02.08 2.03.13 3.02-3.05 3.06-3.07 1.00-1.09 1.10 1.06 1.02 2.01-2.02-2.03 2.01.04 2.01.05 2.02.01 2.02.10 2.02.13 2.03.08 2.03.19 2.03.20 2.04.04 2.05.02 2.05.04 2.05.07 2.05.09 1.01.10 3.11.09 3.11
2.01.03 - 2.01.04 2.02.11 2.03.05 - 2.03.19 2.04.01 - 2.04.04 2.05.01 - 2.05.02 2.05.04 - 2.05.07 2.05.09 - 2.05.10 2.05.12 2.02.01 3.09
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P3
001 NOV 98
AA
DATE NOV 97
REASON FOR ISSUE * -
INTRODUCTION OF MODIFICATION 4366 : MOD AUTO FLIGHT ELECT PWR SPLY BASIC 500 4403 & 4404 : STEEP APPROACH ALERT INHIBITION 4292 : OXYGEN 100 % SYSTEM 4654 : GNSS HT 1000
* ACTION ON PART - HARMONIZATION AND INTRODUCTION OF ANTI-MOD FOR THE ENGINE ANTI-ICING SYSTEM
MAY 98
* -
ACTION ON PART MFC failed for take-off : wording GO AROUND procedure improvement and harmonization Both elevator Reconnect Procedure Equivalent Runway Status correction Dual DC GEN Loss procedure improvement and harmonization ENG Restart in Flight procedure Oxygen Limitation harmonization
* -
ACTION ON PART Chapter reference correction Air Conditioning effect correction VR correction in icing condition Technical correction on PWR MGT selector Addition of KVSR for CAT II Modification number correction Technical harmonization Fuel policy updating Flight with Landing Gear down: harmonization with AFM Minor correction
* -
INTRODUCTION OF MODIFICATIONS 4497 ATC MODE A ANC C 4541 TCAS PROVISION MODIFY VSI TCAS 4583 CAT II WIND LIMITS 4885 GNSS HT 1000 BR NAV
- 4890 GPS KLN 90 B BR NAV
CHAP INVOLVED 1.06 Ć 1.10 1.15 Ć 2.02 1.07 Ć 2.01 Ć 2.03 1.15 Ć 2.02 1.13 Ć 2.02 Ć 2.05
2.01 2.02 Ć 2.03 2.02 2.02 2.04 2.05 2.01 3.03 3.03 3.03 3.05 3.08 3.08 3.09 3.10 3.11 3.09 3.11 0.00 - 1.05 1.10 2.02 0.00 - 1.15 2.01 - 2.02 0.00 - 1.15 2.01 - 202
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P4
001 NOV 98
AA
DATE
REASON FOR ISSUE * ACTION ON PART - Corrections and Harmonization
NOV 98
* -
ACTION ON PART Tail Wind Limit from 10 to 15 kt Go Around Strong crosswind at landing Strong winds with spring tab A/C de/anti icing on ground ENG OIL LO PR procedure FDEP (Flight number) PLs in the notch before climb SMOKE procedures
* -
ACTION ON PART Tail Wind 15 kt : brake energy limitation Close/remote obstacle introduction Net ceiling : new graphs Correction following FOS revision DHR calculation example
* -
INTRODUCTION OF MODIFICATIONS MOD 4439 : Carbon fin MOD 5008 : Icing light flashing logic MOD 4358 : Service door open device mechanism MOD 5017 : Cabin & flight crew call system MOD 5018 : Cabin & flight crew call system
* ACTION ON PART - Corrections and harmonization
- GNSS nomenclature * ACTION ON PART - New TCAS and GPS sections -
Max seats number V1 limited by VMCG bleed off Operations in wind conditions Procedures improvement
CHAP INVOLVED 1.00 - 1.03 1.05 - 1.07 1.08 - 1.10 1.16 2.01 2.02 - 2.03 2.02 2.02 2.02 2.02 - 2.05 2.03 2.03 2.04 3.03 3.03 3.09 3.09 3.09
2.01.02 1.13 - 2.02.08 1.07 1.05 1.05 1.05 - 1.06 1.07 - 1.08 1.10 - 1.11 1.13 - 1.15 1.16 0.00
2.01.00 - 2.01.06 2.01.07 2.01.01 2.01.03 2.02.08 2.04 - 2.05.02
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P5
001 NOV 99
AA
DATE
REASON FOR ISSUE
NOV 98
* -
NOV 99
YELLOW PAGES TO BE TURNED TO WHITE
* -
ACTION ON PART LOGO correction DRIFT DOWN tables layout Dispatch with one TQ indicator inoperative Narrow runways operations : V1 limited by VMCG bleed OFF (See 2.01.03)
INTRODUCTION OF MODIFICATION 4273 : CONTAINER TRANSPORTATION ATR 42-400 4584 : AIR LEAK DETECTION SYSTEM. TEMP. LIMIT. 5016 : PRIMUS 660 RADAR SYSTEM 5067 : PHOTOLUMINESCENT FLOOR PATH MARKING 5171 : PHOTOLUMINESCENT FLOOR PATH MARKING 5022 : NEW VERSION GPS KLN90B/BRNAV
- 5150 : ADVANCED FORWARD CG LIMIT * * * -
ACTION ON THE PART ICING LT UPDATING AND WORDING ADDITIONAL INFORMATION AIL LOCK ADDITIONAL INFORMATION MAN IGNITION CORRECTIONS ACTION ON THE PART MAX NUMBER OF PAX SEATS OIL TEMP LIMIT FOR HOTEL MODE (42-400) TCAS AMENDMENT VmLB IN FLAPS 0 CONF AIR BLEED NORMAL PROC AIR COND SMOKE PROC DUAL DC GEN LOSS PROC AIL LOCK LIT PROC PEC1 (2) FAULT PROC MANUAL MANAGEMENT GRAPH LAYOUT ACTION ON THE PART HARMONIZATION - CORRECTIONS LOOSE SNOW DEFINITION - CORRECTIONS NON DRY RUNWAYS DEFINITION WORDING KVs FOR VmLB0 ICING CONDITIONS DEFINITION MINOR CHANGES . EFFECT OF REVERSE ON CONTAMINATED RUNWAY . RUNWAY SLOPE BETWEEN - 2 % AND - 4.5 % HARMONIZATION NEW SUPPLEMENT : UNPAVED RUNWAY
CHAP INVOLVED 3.03.03 3.09.03 3.11.07 3.11.10 1.03 - 1.05 1.04 1.10 - 1.15 1.13 2.01 - 2.02 - 2.04 1.03 - 1.08 - 2.04 1.03 - 2.05 1.15 1.00 - 2.01 1.00 - 2.01 1.04 - 1.10 1.15 -2.01 2.01 1.13 1.09 1.16 1.06 2.01 2.01 2.01 2.02 2.03 2.04 2.04 2.05 2.05 2.05 2.06 3.02 3.03 3.03.03 3.03.04 3.04.04 3.06.01 3.07 3.08.03 3.10.01 3.11.11 ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P6
001 NOV 00
AA
DATE NOV 00
REASON FOR ISSUE * NEW MODIFICATIONS -5176 : GNSS - 4972 : STEEP SLOPE APPROACH with performance credit
CHAPTER 1.04 - 1.10 - 1.15 2.01 - 2.02 2.02.12
- 5205 : ATC/TCAS via BUS ARINC 429
2.05
- 4928, 5007 : VHF 8.33 KHz instead of 25 KHz :
1.05
-5021 : GPS KLN90B+ * ACTION ON PART I -Minor modifications -CNTNR SMK pb logic -TCAS/ATC -STBY altimeter allowable deviation correction -ICE DET indication light logic * ACTION ON PART II -Center of Gravity Envelope graph -TCAS layout improvement -Task Sharing in CAT II operation -Icing fluids type II/IV - Breakers circuit for ADC * ACTION ON PART III -Minor changes -Holding table from FL 140 to FL 200 -Effect of reverse on contaminated runway -Net ceiling methodology - Dispatch combination
1.04 - 1.10 - 1.15 2.01 1.01 - 1.05 - 1.09 1.10 - 1.11 - 1.16 1.08 1.10 1.10 1.13 2.01.02 2.01.06 - 2.03 2.02.04 2.02.08 2.05.12 3.03.02 3.06 - 3.09 3.08 3.09 3.11
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P7
001 NOV 01
AA
DATE NOV 01
REASON FOR ISSUE * NEW MODIFICATIONS - 8259 TCAS COLLINS on KING AVIONIC - 5146 TCAS TTR 921 - 4331 HF COLLINS - 5262 Steep slope approach - 4839 or 4656 DUAL GNSS & DME COLLINS - 5243 DUAL HT 1000 GNSS * ACTIONS ON PART I - STBY altimeter allowable deviation correction - Typing error, wording, layout * ACTIONS ON PART II - Layout, wording - ATPCS test (ACW power lost) - Note improvement - ENG requirement - Procedure improvement - Procedure improvement - OXY MASKS boxed item - New procedure One prop remaining at Np 100 % after CLB SEL." * ACTIONS ON PART III - FOS charts examples insertion
- Yellow pages to be turned to white
CHAPTER 1.05 - 1.10 - 2.01 2.02 1.05 1.05 1.09 - 1.15 - 2.02 1.15 2.01 1.10 1.00 - 1.01 - 1.02 1.04 - 1.07 - 1.13 1.15 2.05 2.03 2.01 2.05 2.02 2.04 2.04 2.05
3.03 - 3.08
1.09 - 1.15 - 2.02
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R.
0.06.00 P8
REASON OF NORMAL REVISION
001 NOV 02
AA
DATE NOV 02
REASON FOR ISSUE * NEW MODIFICATIONS -MOD 3019 : Cargo door, install an internal opening mechasism
CHAP INVOLVED 1.00.30
-MOD 4580 : Indicating/recording systems- Provide landing with flaps at 25
1.09.50
-MOD 5285 : HF 9000
1.05.10
-MOD 3832 or 5103 or 5146 : Replace COLLINS TCAS Computer
1.05-1.10-2.01 -2.02
-MOD 5313: EGPWS
1.15-2.01-2.04
-MOD 5350: Installation of a second navigation light in wing tip and tail cone
1.00.40
-MOD 3019 :
1.00.30
* ACTION ON PART I - Hostess panel description - MFC Code: left engine boot B fault - Minor modifications
1.00.40 1.01.10 1.10.50
* ACTION ON PART II -Engine Parameters Tolerance decription -Use of rudder informations: structural limit -Severe Icing Emergency Procedure updating according to the AFM : Approach and Landing with reduced Flaps case -Reduced Flap Landing Procedure updating according to the AFM -Lost of ice indicator in case of ACW BUS 2 OFF -Minor modifications
2.02.11 2.01.03-2.02.06 2.04.05 2.05.06 2.05.04 2.05.04
* ACTION ON PART III Minor modifications Yellow pages to be turned to white
3.05.01 1.05-2.01-2.04 ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P9
001 DEC 03
AA
DATE DEC 03
REASON FOR ISSUE Yellow pages to be turned to white - MOD 5377 + 5434 : COCKPIT DOOR SECURITY SYSTEM
PAGES INVOLVED 1.00.25 p1 to p4 1.00.30 p2 2.01.10 p1 to p4
* NEW MODIFICATIONS - MOD 5016 : INSTALL PRIMUS 660 WEATHER RADAR
1.15.50 p 6
- MOD 5403 : NAVIGATION - CERTIFICATION OF GNSS PRNAV - MOD 5358 : light - supply ouput in cabin & cargo compartment * ACTION ON PART I - Emergency lighting power supply - Hostess panel lighting - AFCS schematic : TAS/TEMP (Mod 3952 or 4890 or 5021 or 5022 only) - TCAS aural alerts inhibition heights (MOD 5103 or 5146 only) - FLAPS SCHEMATIC - MOD 5243 : DUAL GNSS
2.01.07 p1
* ACTION ON PART II - TCAS limitations : crew actions following resolution advisory - Enhanced PULL UP" warning GPWS - Daily trim check - Unfeathering propeller during cold weather operation (PEC aircraft only) - After landing TCAS on STBY - Improved ENG FLAME OUT AT TAKE OFF procedure - Cargo operations with one pack only - New severe icing procedure - PEC Fault procedure : before landing CL 100 OVRD - Fuel feeder tank high level lost - Procedures following failure: steep slope approach prohibited - Bleed leak occurence on ground * ACTION ON PART III - Methodology for the TOW determination: clearer presentation - Climb gradient charts Minor modifications
1.08.10 p5 p1 1.00.40 p3&p9 1.00.40 p8 1.04.10 P 11/12 1.05.20 1.09.50 p7/8 1.10.30p10 1.15.60p1 to p9 2.01.06 p1 2.01.10 p3 2.02.16 p1 2.03.07 p4 2.03.08 p3 2.03.09 p2 2.03.19 p1 2.04.02 p5 2.04.03 p4&p6 2.04.05 p9 2.05.02 p28 2.05.03p4 2.05.06 p1, p6, p7, p10, p11, p12 2.05.08p3 3.03.02 p3 3.04.00 p1 3.04.5 p1 to p5 1.00.00 p1 1.01.10 p13 1.15.40 p8 2.03.10 p 1
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF NORMAL REVISION
0.06.00 P 10
001 DEC 04
AA
DATE DEC 04
REASON FOR ISSUE Yellow pages to be turned to white -ăMOD 5487 : Flight Identification FID -ăMOD 8371 : 30% PAX Oxygen *ăNEW MODIFICATIONS -ăMOD 5465 : Securized Cockpit Door new version -ăMOD 5467 : EGPWS new version -ăMOD 5262 or 5357 : Steep Slope Approach mod equivalence *ăACTION ON PART I -ăSignification of fluorescent painting for PB -ăName of level 1" CAP lights -ăCOMPT TEMP panel graph improvement -ăOxygen System Schematics Updating -ăAIRFRAME DE-ICING PB FAULT logic -ăEGPWS MOD / MODELS correction *ăACTION ON PART II -ăUse of JP4 is prohibited -ăTowing with TOWBARLESS system is prohibited -ăSecurized Cockpit Door Jammed procedure improvement -ăSevere Icing detection / procedure improvement -ăATPCS Test before ENG run up -ăTrims Daily Check correction (according AFM) -ăSMK DET FANS FAULT procedure introduction -ăNO NH during ENG START procedure improvement -ăNew FUEL LEAK procedure *ăACTION ON PART III -ăNone
PAGES INVOLVED 1.05.10 p7 2.03.07 p4 1.07.20 - 2.01.05 2.01.10 p3 1.15.40 2.04.05 p2 and p5 2.02.12 p4A 1.00.20 p4 1.02.10 p4 1.03.30 p5 1.07.20 p7/8 1.13.30 p3 1.15.40 p6 2.01.04 p5 2.01.05 p1 2.01.10 p3 2.02.08 p13 2.03.06 p2 2.03.07 p11 2.03.07 p4 2.05.00 p4 2.05.12 p14 2.05.02 p3 2.05.03 p5
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL R.N.R.
0.06.00 P 11
REASON OF NORMAL REVISION
001 DEC 05
AA
DATE
REASON FOR ISSUE
DEC 05
Yellow pages to be turned to white - ATPCS Test - OEB
CHAP INVOLVED 2.03.06 - 2.03.19 3.12
* NEW MODIFICATIONS - MPC Multi Purpose Computer
2.02.21
- ACARS Aircraft Communication Addressing and Reporting System
2.02.22
* ACTION ON PART 0 - New layout for manual presentation
0.40.00
* ACTION ON PART I - Seat Position Sight Gauge
1.00.20
- MFC Maintenance Memory Reading : see Job Instruction Card
1.01.10
- Stick Pusher/Shaker YES TEST Improvement
1.02.10
- GNSS2 (if installed) electrical supply is on CD Bus 1
1.15.60
* ACTION ON PART II - Updating for JP4 prohibiited - Braking Failure on one Side Procedure Introduction - ELEV JAM procedure : same as in QRH
2.01.04 2.05.00 - 2.05.07 2.05.06
* ACTION ON PART III - New layout for OEB chapter and OEB updating
3.12
* WORDING
2.03.04 - 3.10.01
* TYPING CORRECTION
1.01.10 - 1.16.40 2.05.00
ATR 42 Model : 400/500
0.06.00
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION
P 12
001 DEC 06
AA
DATE
REASON FOR ISSUE (MAJOR EVENTS)
DEC 06
Yellow pages to be turned to white - VHF and HF communication systems - FUEL LO LVL Procedure Updating - MOD 4650
CHAP INVOLVED
1.05.10 2.05.03
* NEW MODIFICATIONS - MOD 4650 : Add LOW Level Detection System
2.05.03
* ACTION ON PART 0 - None * ACTION ON PART I - Graph Correction for Cabin PRESS Indicator
1.03.40
- BLUE and GREEN PUMP PWR ACW Electrical Distribution - TOILET SYS ACW Electrical Distribution
1.06.60
- EFIS Control Panel : impact of MOD 5506
1.10.30 - 1.15.60
- Flight Recorders : impact of MOD 5567
1.10.50
- Correction multidisc brakes
1.14.40
- HT1000 Controls : impact of MOD 5506
1.15.60
* ACTION ON PART II - Use of Jet B is prohibited
2.01.04
- TCAS TA wording improvement
2.01.06
- 2.02 Part Content Updating
2.02.00
- AHRS Caution linked with attitudes and heading errors
2.02.14
- AHRS and Weather Radar Layout
2.02.14
- High Latitudes Operations new section
2.02.19
- EMERGENCY DESCENT procedure Improvement
2.04.05
- DITCHING and FORCED LANDING procedures Improvement
2.04.05
- MFC Module Equipment List : see QRH
2.05.10
- ADC DISAGREEMENT procedure editorial improvement
2.05.12
* ACTION ON PART III - Typing error
3.03.02
- Holding : Flight Level 15 Correction
3.06.02
ATR 42 Model : 400/500
0.06.00
FLIGHT CREW OPERATING MANUAL R.N.R.
P 13
REASON OF THE REVISION
001 DEC 07
AA
DATE
REASON FOR ISSUE (MAJOR EVENTS)
DEC 07
Yellow pages to be turned to white - Cockpit Voice Recorder MOD 5736
CHAP INVOLVED
3.12.20 & 3.12.29
* NEW MODIFICATIONS - MOD 5840 : Completion for 100% Oxygen installation (50pax)
2.01.05
- MOD 5736 : Cockpit voice recorder
3.12.29
* ACTION ON PART 0 - None * ACTION ON PART I - Hydraulic System - General : indent correction for green system
1.12.10
- AIRFRAME AIR BLEED FAULT light activation time correction
1.13.30
* ACTION ON PART II - Operational parameters improvements
2.01.03
- Fuel Feeding wording correction
2.01.04
- TCAS title and content update
2.01.06 2.02.15
- Flight characteristics content : narrow runways and steep slope approach informations update - MPC wording and graph improvement
2.02.12
- Part 2.04 EMERGENCY PROCEDURES improvement
2.04.00 2.04.02 2.04.03 2.04.04 2.04.05
- Loading and fuel chart - WBM link update for cargo loading
2.06.02
2.02.21
* ACTION ON PART III - Special operations : harmonization with supplements and appendix located in AFM. Links towards AFM added
3.11.00 3.11.12 to .19
ATR 42 Model : 400/500
0.06.00
FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION
P 14
001 APR 08
AA
DATE
REASON FOR ISSUE (MAJOR EVENTS)
APR 08
Yellow pages to be turned to white - FWD SMK and AFT SMK procedure wording correction
CHAP INVOLVED
2.04.03
* NEW MODIFICATIONS - New engine PW127M - GNSS HT1000 RNAV, MOD 5768
Whole Manual 2.01.07
* ACTION ON PART 0 - None * ACTION ON PART I - None
1.12.10
* ACTION ON PART II - Normal procedures re-- writing
2.03
- Procedures following failures re-- writing
2.05
* ACTION ON PART III - None except PW127M impact
ATR 42 Model : 400/500
0.06.00
FLIGHT CREW OPERATING MANUAL R.N.R.
P 15
REASON OF THE REVISION
001 OCT 08
AA
DATE
REASON FOR ISSUE (MAJOR EVENTS)
CHAP INVOLVED
OCT 08 * ACTION ON PART 0 - None * ACTION ON PART I - Wording and contents correction / improvements - PW127M mention added * ACTION ON PART II - RTO and MCT rating comments precised and Fuel RT and TS1 added - TAWS wording - Normal Procedures : Exterior inspection action corrections : pitot probes, nav and strobe lights - Procedures following failure : contents pages updated SINGLE ENG OPERATION : - precision added for item fuel pump affected side NO NH DURING START : item added : - engine start rotary selector for start A or start B ABNORMAL ENG PARAMETERS IN FLIGHT : item added : - PL to be retarded in green sector PEC FAULT : “Before landing” items reorganized PROP OVER LIMIT : 101% NP condition according to AFM DC EMER BUS OFF : “use of CM2 instruments in case of disagreement “ note added DC SVCE/UTLY BUS SHED : page reference in comments paragraph correction BOTH MAIN HYD PUMPS LOSS : - FLAPS 35 instead of FLAPS 30 Lost equipment list correction in the following procedures : - DC BUS 1 OFF & DC BUS 2 OFF : - AC BUS 1 OFF & AC BUS 2 OFF - ACW BUS 1 OFF & ACW BUS 2 OFF & ACW TOTAL LOSS - BOTH HYD SYS LOSS Titles correction in the following procedures : - BOTH HYD SYS LOSS - DE-- /ANTI-- ICING ENG FAULT DE-- ICING MODE SEL FAULT : wording correction in comments paragraph All MFC FAULT procedures amended : - Module precised on procedure items - Part 3: Wording correction following translation error. NL Charts graphs updated: runway slope correction Net celing in normal conditions graph replacement for page 3
1.05.10 1.15.60 1.16.10 2.01.04 2.01.09 2.03.05
2.05.00 2.05.02
2.05.04
2.05.05 2.05.04
2.05.05 2.05.09 2.05.09 2.05.14
3.03.00 3.03.02 3.09.02
ATR 42 Model : 400/500
0.06.00
FLIGHT CREW OPERATING MANUAL R.N.R.
P 16
REASON OF THE REVISION AA
DATE
REASON FOR ISSUE (MAJOR EVENTS)
DEC 09
* NEW MODIFICATIONS: - Mod 6336-- 6337: Video cabin entertainement system * ACTION ON PART III: - Time values removed, source of confusion for pilots - Wording correction : “...gear NOT down...” - Maximum demonstrated crosswind reviewed - Volcanic Ash: content description and procedure - Reverse phases informations added and Operations out of the notch informations added - APM procedure wording improvements - Hot Environment Start procedure - PL1+2 .... to be checked at Ground Idle - APM item to be set and checked before take off, 2engines running - Fuel saving informations added (reduced power setting in cruise) - CCAS alerts non-- inhibited added - ENG FLAME OUT AT TAKE OFF: Autofeather item moved - Reminder to apply “SMOKE” procedure first added in all relevant smoke procedures. - AIR COND SMOKE : warning changed to caution - DITCHING and FORCED LANDING : “TAWS” wording - EMERGENCY EVACUATION ON GROUND: dump function to be used after aircraft stops and wording improvements - New: “RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL” - SINGLE ENG OPER.: “1+2” deleted, and APM turned to OFF added - ABNORMAL ENG ...IN FLIGHT: wording correction - FIRE LOOP FAULT:Memory item added - ONE EEC and PEC FAULT: noteadded: ACW BTC to be checked closed to avoid ACW loose on ground - ENG FLAME OUT: memory item extended - ENG OVER LIMIT: note: bleed valve to be selected off to reduce excessive ITT in flight. - Lost equipment lists reviewed with some corrected alerts conditions - Title changed into DUTCH ROLL TENDENCY / RUDDER CENTERING UNIT FAIL and procedure improved - EFIS COMP: memory item, procedure improved and comments * ACTION ON PART III: - Fuel saving information added - Take Off methodology reviewed
001 DEC 09
CHAP INVOLVED
2.02.21 & 2.02.23 1.13.30&2.05.09 1.15.40 2.01.03 2.02.08 2.02.11 2.02.21 2.03.06 2.03.06 2.03.08&2.03.10 2.03.13 2.04.01&2.05.01 2.04.02 2.04.03 2.04.05
2.05.02
2.05.04 2.05.06 2.05.12 3.04.01 3.03.02&3.03.05
ATR 42 Model : 400/500
0.06.00
FLIGHT CREW OPERATING MANUAL R.N.R.
P 17
REASON OF THE REVISION
DATE
REASON FOR ISSUE (MAJOR EVENTS)
DEC 10
* NEW MODIFICATION(S): - Mod 6477:Cold Soak (-- 45°). * ACTION ON PART I - Glossary completed with CDLS. - Wording correction. - ELT(EmergencyBeacon) moredetailed. - Oxygen pressure informations simplified. - Steep app pushbutton info added.(mod 4404+5357) * ACTION ON PART II - Crosswind reviewed. - CAT 2 informations updated. - Fuel crossfeed procedure : note updated. - Wording corrected for de-- /anti icing and control columns. - Start-- up sequence: informations updated and. - Push back and Power back operations added Normal Procedures : - Recorder test informations improved. - Preliminary cockpit preparation: slight improvements. - ATPCS test (dynamic and static) informations improved.-- After landing procedure: engine/ATPCS test... Emergency procedures: - CCAS alert corrected. - BOTH ENGINES FLAME OUT procedure: improvements. - AIR COND SMOKE: amber engine caution. - FWD SMOKE: Smoke preliminary procedure to be reminded in first. - RECOVERY AFTER STALL OR UNCOMMANDED ROLL CONTROLprocedure reviewed. Following failures procedure: - CCAS alert corrected. - ENG NAC OVHT : title and wording improvement. - ABNORMAL ENG PARAMETERS IN FLIGHT: procedure reviewed. - ONE EEC FAULT: wording correction - PROP OVER LIMIT: procedure reviewed - UNCOMMANDED 100%NP ON ONE OR TWO PROPELLERS; procedure title and content changed instead of “ONE PROPELLER REMAINING AT NP 100% AFTER CLB POWER SELECTION” - Page header corrected (variant page) - TLU FAULT procedure: correction - ELEVATOR JAM: comments reviewed - ANTI SKID FAULT: anti skid set to OFF item added. - PACK VALVE FAULT : condition corrected. - DUCT OVHT: temperature alert correction. - SMK DET FANS FAULT: procedure title changed to generalize. - DOORS UNLK IN FLIGHT: wording improvement. - MFC 2A+2B FAULT: item added for correctio n. * ACTION ON PART III : - NL chart: graph improved and slightly corrected. - Take Off methodology : wording correction.
001 DEC 10 CHAP INVOLVED
2.01.03 & 2.02.20 0.50.00 1.03.30 1.05.10 1.07.20 1.15.40 2.01.03 2.02.04 2.02.07 2.02.08 2.02.11 2.03.06 2.03.19
2.04.01 2.04.02 2.04.03 2.04.05 2.05.01 2.05.02
2.05.04 2.05.06 2.05.07 2.05.08 2.05.13 2.05.14 3.03.02 3.03.05
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FLIGHT CREW OPERATING MANUAL
ATR 42-400/500
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500 - PW127E
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500
EQ
0-08 page 43-062 DEC 10
MOD 5736
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FLIGHT CREW OPERATING MANUAL
ATR 42-400/500
List of Modifications
L.O.M.
0-09 page 1-062 DEC 10
MODIF
PARTS
TITLE VALIDITY
0043
1.3
REPLACE KING RADIO NAV-RADIO COMM EQUIPMENT BY COLLINS
1112
2.3
AUTO FLIGHT - RETROFIT CAT. 2 CAPABILITY TO A/C DELIVERED WITH CAT. 1 CAPABILITY
3713
2.3
POWER PLANT - INSTALL PW127E ENGINES
3832
1.2
NAVIGATION- TCAS - REPLACE COLLINS TCAS-COMPUTER
ALL
ALL
ALL
ALL 4019
1
DOORS - PASSENGER/CREW DOOR REPLACE A 2ND HANDRAIL BY A SEMI AUTOMATIC HANDRAIL
4292
1.2
OXYGEN - INSTALL A 100% PAX OXYGEN DISTRIBUTION SYSTEM
4358
1
DOORS - SERVICE DOOR - REPLACE THE OLD OPENING DEVICE BY A NEW RIGID MECHANISM
4372
1.2.3
FLIGHT CONTROLS - AIRLERONS CONTROLS - INSTALL SPRING TAB
4403
1.2
NAVIGATION - INSTALL SUNDSTRAND MK7 GPWS
4439
2
FUSELAGE - SECT. 18 - INSTALL VERTICAL FIN WITH CARBON EPOXY BOX
ALL
ALL
ALL
ALL
ALL
ALL 4462
1.2
GENERAL - INCREASE ATR 42-500 VFE 15 FROM 170 TO 180 KTS
4497
1
NAVIGATION - ATC - INSTALL 2ND COLLINS ATC FEATURING MODES A AND C
ALL
ALL
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L.O.M.
0-09 page 2-062 DEC 10
MODIF
PARTS
TITLE VALIDITY
4540
2.3
WINGS - INB. & OUTB.FLAPS - DELETE DEFLECTORS
4568
1
INDICATING/RECORDING SYSTEMS MODIFY FLAP EXTINTION LOGIC ON ST4 & ST5
4580
2.3
INDICATING/RECORDING SYSTEMS PROVIDE LANDING WITH FLAPS AT 25°
4583
2
AUTO FLIGHT - AUTOPILOT - IMPROVE GLIDE GUIDANCE LAW
4584
1.2
PNEUMATIC - AIR LEAK DETECTION SYSTEM - REPLACE SENSING ELEMENTS
4601
1.2.3
PROPELLERS - PROPELLER CONTROL DELETE 77 % NP
ALL
ALL
ALL
ALL
ALL
ALL 4650
2
FUEL - QUANTITY INDICATION - ADD LOW LEVEL DETECTION SYSTEM
4656
1
NAVIGATION - GNSS - PROVIDE DME'S COUPLING
4971
3
GENERAL - RUNWAYS : OPERATION ON RUNWAY SLOPES BETWEEN 2 % & 4,5 % (42-500)
5008
1.2
ICE AND RAIN PROTECTION - MODIFY FLASHING LOGIC OF "ICING" LIGHT LOGIC OF "ICING" LIGHT(ASSOCIATED TO ICE DETECT. SYSTEM)
5016
1
NAVIGATION - INSTALL NEW PRIMUS 660 WEATHER RADAR
5017
1
COMMUNICATIONS - CABIN & FLIGHT CREW CALL SYSTEMS - ADD "EMER CALL" ON A NEW-LOOK CONFIG. ATTENDANT HANDSET
ALL
ALL
ALL
ALL
ALL
ALL
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ATR 42-400/500
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DEC 10
MODIF
PARTS
TITLE VALIDITY
5020
2
NAVIGATION - INSTALL HT1000 GNSS/GPS BUS WIRING PROVISION
5067
1.2
LIGHTS - PAX COMPARTMENT EXT; LIGHTING - REPLACE ESCAPE PATH MARKING SYSTEM
5146
1
NAVIGATION - TCAS - TCAS COLLINS TTR 921 INSTALLATION
5150
2
STRUCTURE - EXTENSION OF THE FWD CG LIMITS
5176
1
NAVIGATION - GNSS - LOAD SOFTWARE FINAL BASELINE
5205
2
NAVIGATION - ATC/ATS - ACQUIRE ALTITUDE VIA BUS ARINC 429
ALL
ALL
ALL
ALL
ALL
ALL 5313
1.2
NAVIGATION - EGPWS MKVIII ENHANCED PART ACTIVATON
5403
2
NAVIGATION - CERTIFICATION OF GNSS P-RNAV
5467
1
NAVIGATION - EGPWS - INSTALL EGPWS MKVIII P/N 965-1206-011
5487
1
NAVIGATION - ELEMENTARY SURVEILLANCE FID TRANSMISSION
5506
2
COMMUNICATIONS - INSTALL ACARS COLLINS CMU 4000 AND VDL2
ALL
ALL
ALL
ALL
ALL 5567
1
INDICATING/RECORDING SYSTEMS INSTALL AND ACTIVATE MPC ALL
5570
NAVIGATION - ACTIVATE ENHANCED SURVEILLANCE CAPABILITY ALL
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DEC 10
MODIF
PARTS
TITLE VALIDITY
5736
3
COMMUNICATIONS - COCKPIT VOICE RECORDER
5768
2
NAVIGATION - RNAV GNSS SINGLE OR DUAL NON-PRECISION APPROACH CAPABILITY
6135
2-3
NAVIGATION - T2CAS
ALL
ALL ALL
End
EQ
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FLIGHT CREW OPERATING MANUAL
ATR 42-400/500
Cross Reference Table
0-10 page 1-062
C.R.T.
DEC 10
This table shows, for each delivered aircraft, the cross reference between : - the fleet serial number (F.S.N.) - the manufacturing serial number (M.S.N.) - the registration number It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.
End
F.S.N.
M.S.N.
REGISTRATION
EQ0501
0844
HT-CLT
EQ
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES ORGANIZATION OF THE MANUAL
0.40.00 P1
001 DEC 05
AA
R The Flight Crew Operating Manual (FCOM) provides operating crew members and flight operations engineers with information on the ATR 42-- 400/500 technical description, procedures and performances characteristics. It may be used as a crew manual for training purposes and flight preparation. FCOM mainly comprises : - manuel management in Part 0 - systems description in Part 1 - limitations with comments in Part 2 - procedures : normal, following failure and emergency, in Part 2 with comments - procedures and techniques in Part 2.02 - performances (conservative and simplified compared with AFM) in Part 3 - Special Operations in Part 3 - OEB (Operations Engineering Bulletin) : validated by the ATR Chief Test Pilot, their aim is to cover temporary equipment discrepancy. They are printed on pale green paper and are situated at the very end of FCOM. For any question, comment or suggestion regarding this manual, or technical documentation in general, we recommend to use following e-- mail :
[email protected]
stating at the minimum : - aircraft model(s) - manual(s) concerned - precise page(s) if applicable DEFINITION OF THE PAGE A page is defined by : - a reference : Part / Chapter / Section / page number - Example : 2.05.10 page 20. - an effectivity criterion determining the page sequence example : Equipment, Modification, Engine... A page with a given reference may have several sequences : example : 2.05.10 page 20 No criterion . . . . . . . . . . . Sequence 001 Mod XXXX . . . . . . . . . . . . Sequence 002 Mod XXXX + YYYY . . . . . . Sequence 003 All the sequences cover, for a given reference, all technical solution or variant for aircraft types covered by the manual. Airlines receive a part of these sequences to cover their fleet. A sequence can be valid for several aircraft but an aircraft can not have several sequences: an aircraft receives the page with the highest sequence among all pages for which it has a validity. ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES ORGANIZATION OF THE MANUAL
0.40.00 P2
001 DEC 05
AA
R
(1) GIE ATR logo, with aircraft type and manual type (2) Title of Chapter (3) Part, chapter and section in the manual (4) Page Numbering - Particular case : a page followed by an alphabetic letter must be inserted between 2 pages. Example : page 11A must be inserted between pages 11 and 12. (5) Sequence number (6) If 2 letters (XX) are indicated on the page, this one is customized to airline XX (7) Date of revision (date of page issue) (8) Zone for standard (9) Zone for unit (10) Title of section
(1) Modification zone : contains expression of modifications characterizing the content of this page. (2) Indication of engine type installed on aircraft ; if there is “ALL” or if there is no Eng reference, the content of the page does not depend on a particular engine. (3) Indication of aircraft type ; if there is “ALL” or if there is no Model reference, the content of the page does not depend on a particular model. ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.40.00 P3
001 DEC 05
ORGANIZATION OF THE MANUAL AA
R
RECTO- VERSO The FCOM is published in recto-- verso paper AT5 format customized for each airline. In the LENP (0.08.00) List of Effective Normal Pages, when recto and verso are printed, each sheet is represented by 2 lines : - the first line concerns the recto. - the second line concerns the verso. If only recto sheet is printed, it is represented by only one line. Then for each sheet, we find the validity line with an expression containing one or several numbers which represent FSN (Fleet Serial Number) of aircraft for which this sheet is applicable. To understand the effectivity of the sheets, you must read : Example : XX0001-- 0003 = XX FSN0001 to FSN003 - - > 3 aircraft valid XX0001 XX0003 = XX FSN0001 and FSN0003 - - > only 2 aircraft valid In CRT (0.10.00), we find the list of fleet aircraft with FSN, MSN (Manufacturer Serial Number) and registration number. MANUAL UPDATING Your manual comprises 2 types of pages : - white pages or NORMAL pages - yellow pages or TEMPORARY pages These 2 families of pages have a separated management. NORMAL PAGES (white) For its first issue FCOM was published in “white” normal pages. Then on a yearly basis at the minimum, a normal revision is performed amending previous issue by revising pages (sheet replacement), creating new pages (sheet insertion) or deleting pages (sheet deletion). Detailed and exhaustive information for manual normal revision updating is in SNNP (0.07.00), Shipping Note for Normal Pages. Operator must refer to SNNP and new LENP to update properly its manual. SNNP lists all revised, created or deleted white sheets. LENP gives aircraft validity information for all concerned white sheets. It is important to note that the action given in SNNP is valid for the sheet (recto-- verso) not for one page. Normal Revisions are listed in LNR (0.05.00) List of Normal Revisions. Reasons of revision are highlighted in RNR (0.06.00) Reason of Normal Revisions. ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.40.00 P4
001 DEC 05
ORGANIZATION OF THE MANUAL AA
R
MANUAL UPDATING (cont’d) TEMPORARY PAGES (yellow) Between two normal revisions some subjects may present a particular urgency. In those cases we perform a Temporary Revision. It may concern only one customer or the whole fleet. All temporary pages at a given moment are listed in LETP (0.04.00), List of Effective Temporary Pages. Temporary pages are recto-- only pages. When a white page exists with the same reference, a yellow page is inserted in face or before corresponding white page and its content amends the content of white page. If there is no white page with the same reference, yellow page(s) is(are) inserted just after the last adapted white page or chapter. Detailed and exhaustive information for manual temporary revision updating is in SNTP (0.03.00), Shipping Note for Temporary Pages. Operator must refer to SNTP and new LETP to update properly its manual. SNTP lists all revised, created or deleted yellow pages. LETP gives aircraft validity information for all concerned yellow pages. It is important to note that the action given in SNTP is valid for the yellow page (no verso on yellow page). Temporary Revisions are listed in LTR (0.01.00) List of Temporary Revisions. Each operator has its own LTR as Temporary Revision does not necessarily concern all customer : TR01 for an operator may be equivalent to TR10 for another operator and TR20 for ENV. Reasons of revision are highlighted in RTR (0.02.00) Reason of Temporary Revisions. AIRCRAFT CONFIGURATION All ATR modifications having an impact on FCOM content are listed in LOM (0.09.00), List Of Modifications. As for LENP or LETP, aircraft validity are given under FSN values. We may consult CRT to have correspondence between FSN and MSN.
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES STANDARD NOMENCLATURE
0.50.00 P1
001 NOV 98
AA
GLOSSARY OF STANDARD NOMENCLATURE AAS ABNORM (ABN) AC ACARS AC BTC AC BTR ACCU AC EBTC ACW ADC ADF ADI ADS ADU A/EREC AFCS A/FEATH AFT AFU AGB AGL AH AHRS AHRU AIL ALT ALTM ALTN AMP ANN AOA AP APC APP APU ARM ASAP ASCB ASD ASI ASTR ASYM
Anti-icing Advisory System Abnormal Alternating Current ARINC Communication Addressing and Reporting System AC Bus Tie Contactor AC Bus Tie Relay Accumulator AC Emer Bus Transfer Contactor Alternating Current Wild Frequency Air Data Computer Automatic Direction Finding Attitude Director Indicator Air Data System Advisory Display Unit Auto Erection Automatic Flight Control System Auto Feathering Rear Part Auto Feather Unit Accessory Gear Box Above Ground Level Ampere - Hours Attitude and Heading Reference System Attitude and Heading Reference Unit Aileron Altitude Altimeter Alternate Ampere Annunciator Angle of Attack Auto-Pilot Active Phase Control Approach Auxiliary Power Unit Armed As soon As possible Avionics Standard Communication Bus Accelerate Stop Distance Air Speed Indicator AC Stand by Bus Transfer Relay Asymmetry ATR 42 Model : 400/500
0.50.00
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
P2
STANDARD NOMENCLATURE
001 DEC 10
AA
ATC ATE ATPCS ATT ATTND AUTO AUX AVAIL AZ BARO BAT BC BITE BPCU BPU BRG BRK BRNAV BRT BSC BTC BTR BXR CAB CAC CAP CAPT CAT C/B CCAS CCW CD CDI R CDLS CFC CG CHAN CHC CHG C/L CL CL CLA CLB
Air Traffic Control Automatic Test Equipment Automatic Take off Power Control System Attitude Attendant Automatic Auxiliary Available Azimuth Barometric Battery Back Course Built in Test Equipment Bus Power Control Unit Battery Protection Unit Bearing Brake Basic Area Navigation Bright Battery Start Contactor Bus Tie Contactor Bus Tie Relay Battery Transfer Relay Cabin Crew Alerting Computer Crew Alerting Panel Captain Category Circuit Breaker Centralized Crew Alerting System Counter Clockwise Coefficient of Drag Course Deviation Indicator Cockpit Dorr Locking System Constant Frequency Contactor Center of Gravity Channel Charge Contactor Charge Check List Condition Lever Coefficient of Lift Condition Lever Angle Climb ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.50.00 P3
001 NOV 98
STANDARD NOMENCLATURE AA
CLR CM CMPTR COM COMPT CONFIG CONT CORRECT CPL CRC CRS CRT CRZ CTL CVR CW DADC DADS DC DEC DELTA P DEV DFDR DFZ 600 R DGR DH DIFF DISCH DIM DIST DME DN DSPL EADI EBCC EBTC ECU EEC EFIS EGHR EHSI EHV ELEC
Clear Crew Member Computer Communication Compartment Configuration Continuous Correction Auto Pilot Coupling Continuous Repetitive Chime Course Cathodic Ray Tube Cruise Control Cockpit Voice Recorder Clockwise Digital Air Data Computer Digital Air Data System Direct Current Declination, Decrease Differential Pressure Deviation Digital Flight Data Recorder Flight Control Computer Degraded Decision Height Differential Discharge Light Dimmer Distance Distance Measuring Equipment Down Display Electronic Attitude Director Indicator Emergency Battery Charge Contactor Emer Bus Transfer contactor Electronic Control Unit Engine Electronic control Electronic Flight Instrument System External Ground Handling Relay Electronic Horizontal Situation Indicator Electro Hydraulic Valve Electrical ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES STANDARD NOMENCLATURE
0.50.00 P4
001 NOV 98
AA
ELV EMER ENG EPC EQPT ESS ET ETOPS EXT EXC
Elevation Emergency Engine External Power Contactor Equipment Essential Elapsed Time Extended Twin Operations Exterior, External External Power/Service Bus Contactor
F FAIL FCOC FD FDAU FDEP FEATH, FTR FF FGC FGS FI FLT FMA FMS F/O FOS FQI FT FTO FU FWD
Farenheit Failed, Failure Fuel Cooled Oil Cooler Flight Director Flight Data Acquisition Unit Flight Data Entry Panel Feathered, Feathering Fuel Flow Flight Guidance Computer Flight Guidance System Flight Idle Flight Flight Modes Annunciators Flight Monitoring System First Officer Flight Operations Software Fuel Quantity Indication Foot, Feet Final Take Off Fuel Used Forward
GA GAL GC GCU GEN GI GMT GND GNSS GPS GPU GPWS
Go Around Galley Generator Contactor Generator Control Unit Generator Ground Idle Greenwich Mean Time Ground Global Navigation Satellite System Global Positioning System Ground Power Unit Ground Proximity Warning System ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.50.00 P5
STANDARD NOMENCLATURE
001 NOV 00
AA
GRD G/S GSPD GXS HBV HD HDG HDLG (HDL) HEBTC HF HI HLD HMBTC HMU HOBV HP HSI HTG R HU HYD IAF IAS IDT IGN ILS IMU IN IN, in INC IND IN/HG INHI INOP INS INST INT INU INV IRS ISOL ISV ITT KHZ
Ground Glide Slope Ground Speed ACW Generator/Service Bus Contactor Handling Bleed Valve Head Down Heading Handling Hot Emer Battery Transfer Contactor High Frequency High Hold Hot Main Battery Transfer Contactor Hydromechanical Unit Handling Overboard Valve High Pressure Horizontal Situation Indicator Heating Head Up Hydraulic Initial Approach Fix Indicated Air Speed Ident Ignition Instrument Landing System Initial Measurement Unit Inertial Navigation Inche(s) Increase Indicator Inches of Mercury Inhibit Inoperative Inertial Navigation System Instrument Interphone Inertial Navigation Unit Inverter Inertial Reference System Isolation Isolation Shut-off Valve Inter Turbine Temperature Kilo-Hertz ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES STANDARD NOMENCLATURE
0.50.00 P6
001 NOV 98
AA
KT LAT LAV LB LBA LDG L/G LH LIM R LNAV LO LOC LO-PR LP LT LVL MAC MAN MAP MAX MB MBCC MBTC MC MCDU MCT MEA MECH MFC MFCU MGT MHZ MIC MIN MISC MKR MLS MLW MM MMO MOD MSG MSN
Knot Lateral Lavatory Pound Lowest Blade Angle Landing Landing Gear Left Hand Limitation Lateral Navigation Low Localizer Low Pressure Low Pressure Light Level Mean Aerodynamic Chord Manual Ground Mapping Maximum Milibar Main Battery Charge Contactor Main Bus Transfer Contactor Master Caution Multifunction Control Display Unit Maximum Continuous Minimum en Route Altitude Mechanic Multi Function Computer Mechanical Fuel Control Unit Management Megahertz Microphone Minimum Miscellaneous Marker Microwave Landing System Maximum Landing Weight Millimeter Maximum Operating Mach Modification Messages Manufacturer Serial Number ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES STANDARD NOMENCLATURE
0.50.00 P7
001 NOV 98
AA
MTOW MW MZFW
Maximum Take Off Weight Master Warning Maximum Zero Fuel Weight
NAC NAV NDB NDB (GPS) NEG NH NIL NL NM NORM NP NPU N/W NWS
Nacelle Navigation Non Directional Beacon Navigation Data Base Negative High Pressure Spool Rotation Speed Nothing, No Object Low Pressure Spool Rotation Speed Nautical Mile Normal Propeller Rotation Speed Navigation Processor Unit Nose Wheel Nose Wheel Steering
OAT R OBS OT OUTB OVBD OVERTEMP OVHT OVRD OXY PA PB PCU PEC PF PFTS PIU PL PLA PNF PNL POS PRESS PRIM PRKG PROC PROP
Outside Air Temperature Omni Bearing Selector Other Traffic Outboard Overboard Overtemperature Overheat Override Oxygen Passenger Address Push Button Propeller Control Unit Propeller Electronic Control Pilot Flying Power Feeder Thermal Sensor Propeller Interface Unit Power Lever Power Lever Angle Pilot No Flying Panel Position Pressurization, Pressure Primary Parking Procedure Propeller ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.50.00 P8
STANDARD NOMENCLATURE AA
PRV PSEU PSI PSU PSV PT PT (TCAS) PTT PTW PVM PWM PWR
Pressure Regulating Valve Proximity Switch Electronic Unit Pound per Square Inch Pax Service Unit Propeller Servo Valve Point Proximity Traffic Push To Talk, Push To Test Pitch Thumb Wheel Propeller Valve Module Pulse Width Modulation Power
QAR QT QTY
Quick Access Recorder Quart Quantity
RA (TCAS) RA RAD/ALT RAD/INT R RAIM RCAU RCDR RCL RCU RECIRC REV RGA RGB RH RLY RMI RNP RPM RQD RTO RUD SAT SB SBTC SBY SC SCU SDTC SEL
001 NOV 98
Resolution Advisory Radio Altitude Radio Altitude Radio/Interphone Receiver Autonomous Integrity Monitoring Remote Control Audio Unit Recorder Recall Releasable Centering Unit Recirculation Reverse Reserve Go-Around Reduction Gear Box Right Hand Relay Radio Magnetic Indicator Required Navigation Performance Revolution Per Minute Required Reserve Take-Off Rudder Static Air Temperature Service Bulletin Stand by Bus Transfer Contactor Stand By Single Chime, Starter Contactor Signal Conditioning Unit Static Inverter Override Transfer Selector ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES STANDARD NOMENCLATURE
0.50.00 P9
001 NOV 98
AA
SGL SGU R SID SMK SMKG S/O SOV SPD SPLR SPLY SSR STAB R STAR STBY STR STRG SVCE SW SYNPHR SYS
Single Symbol Generator Unit Standard Instrument Departure Smoke Smoking Shut Off Shut Off Valve Speed Spoiler Supply Service Bus Select Relay Stabilizer Standard Arrival Stand By Service Bus Transfer Relay Steering Service Switch Synchrophaser System
TA (TCAS) TAS TAT TBD TCS TEMP TGT TK TLU TM T/O (TO) TOD TOR TOW TQ TRU TTG
TRAFFIC Advisory True Air Speed Total Air Temperature To be Determined Touch Control Steering Temperature Target Tank Travel Limiting Unit Torque Motor Take off Take-Off Distance Take-Off Run Take off weight Torque Transformer Rectifier Unit Time To Go
UBC U/F UHF UNCPL UNDV UNLK
Utility Bus Contactor Underfloor Ultra High Frequency Uncouple Undervoltage Unlock ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES
0.50.00 P 10
001 NOV 98
STANDARD NOMENCLATURE AA
UTLY R VAPP VC VENT VERT VHF VMCA VMCG VMCL VMO VNAV VOR VSI VU
Utility Approach Speed Calibrated Airspeed Ventilation Vertical Very High Frequency Minimum Control Speed in flight Minimum Control Speed on ground Minimum Control Speed during landing approach Maximum Operating Speed Vertical Navigation VHF OMNI Directional Range Vertical Speed Indicator Visual Unit
WARN WAT WBM WOW
Warning Weight Altitude Temperature Weight and Balance Manual Weight On Wheel
XFEED XFR
Cross feed Transfer
YD
Yaw Damper
ZA ZCTH ZFW ZP ZRA
Aircraft Altitude Theoretical Cabin Altitude Zero Fuel Weight Pressure Altitude Radio Altimeter Altitude
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES UNITS CONVERSION TABLE
0.60.00 P1
001 NOV 98
AA
ATR 42 Model : 400/500
FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES UNITS CONVERSION TABLE
0.60.00 P2
001 NOV 98
AA
ATR 42 Model : 400/500
AIRCRAFT GENERAL
1.00.00 P1
001 DEC 03
CONTENTS AA
1.00.00
CONTENTS
1.00.10
GENERAL
1.00.20
COCKPIT
R 1.00.25 1.00.30
COCKPIT DOOR SECURITY SYSTEM (if installed) DOORS
30.1
DESCRIPTION
30.2
CONTROLS
30.3
ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING
1.00.40
LIGHTING
40.1
DESCRIPTION
40.2
CONTROLS
40.3
ELECTRICAL SUPPLY/MFC LOGIC
1.00.50
WATER AND WASTE SYSTEM
50.1
DESCRIPTION
50.2
ELECTRICAL SUPPLY
ATR 42 Model : 400/500
1.00.20
AIRCRAFT GENERAL P 2A COCKPIT PHILOSOPHY
001 DEC 05
AA
SEAT POSITION SIGHT GAUGE
Seat position sight gauge may be used for proper setting seat height and fore/aft position. It assures to the crew a correct view of instrument panels as well as runway environment, especially when flying low visibility instrument approaches. This indicator is composed of three colored balls. Center ball is red and is horizontally shifted compared with the other two white balls. For proper seat position, respective white ball is obscured by the red one.
ATR 42 Model : 400/500
1.00.20
AIRCRAFT GENERAL P4
001 DEC 04
COCKPIT PHILOSOPHY AA
COCKPIT PHILOSOPHY Status and failure indications are integrated in the pushbuttons (PB). PB positions and illuminated indications are based on a general concept with the light out" condition for normal continuous operation according to the basic rule. With few exceptions, the light illuminates to indicate a failure or an abnormal condition. Whenever possible, the failure alert is integrated in the PB which has to be operated for corrective action. R Some PB (such as ACW...) are painted in amber to help crew to find them in case of smoke R (fluorescent painting). PB POSITION
BASIC FUCTION
IN (DEPRESSED) OUT (RELEASED)
ON, AUTO, NORM OFF, MAN, ALTN, SHUT
COLOR
INDICATION
No light illuminated except flow bars BLUE
GREEN WHITE AMBER RED
Normal basic operation Temporarily required system in normal operation Back up or alternate system selected Selection other than normal basic operation Caution indication Warning indication
ATR 42 Model : 400/500
AIRCRAFT GENERAL
1.00.30 P2
DOORS
001 DEC 03
AA
SERVICE DOOR The service door is an outward opening, non plug type door with a net opening of 69 cm (27") wide and 1.27 m (50") high. Open position is forward. Door operation can be performed manually from inside or outside of the airplane (refer to 1.07.30). INTERNAL DOOR A forward opening hinged door separates the forward cargo compartment and the passenger compartment. A latch operated by a knob on the cabin side and a safety key from the cargo side is provided. In case of emergency it can be forced open in either direction. R Except when a cockpit Door Security System is installed (see in this case 1.00.25), smoke doors separate the forward cargo compartment from the cockpit. Four safety pins are provided (two on each side) in order to remove the doors in case of emergency.
ATR42 Model : 400/500
AIRCRAFT GENERAL
1.00.40 P3
LIGHTING
100 DEC 03
AA
EMERGENCY LIGHTING
R R R R
Emergency evacuation path marking near the floor is a photoluminescent system. EXIT, CEILING and EXTERIOR EMERGENCY lights are supplied with 6V DC. Two sources are available : - DC STBY BUS via a voltage divider. - 6V integral batteries charged from the DC STBY BUS with a 10 mn capacity. In case of system activation, light will be supplied by DC STBY BUS. If this source fails, the batteries will be utilized automatically. In case of flight with DC STBY BUS only, the cockpit lighting is restricted to : - RH DOME light with the possibility to switch it off. - LH three lights located below the glareshield. - Overhead panel light illumination the pedestal One light is provided in the toilet, illuminating when associated door is locked. Note : Emergency flash lights are provided (see 1.07).
Mod : 5067 or 5171
ATR 42 Model : 400/500
AIRCRAFT GENERAL
1.00.40 P5
LIGHTING
001 NOV 01
AA
(1) NO SMOKING sw NO SMOKING Associated signs come on in the cabin, associated with a single chime. The NO SMOKING" light illuminates blue in the memo panel. OFF Associated signs and memo panel light are extinguished. (2) SEAT BELTS sw SEAT BELTS FASTEN SEAT BELTS" signs in the cabin and RETURN TO SEAT" sign in the toilet come on associated with a single chime upon illumination. The SEAT BELTS" light illuminates blue in the memo panel. OFF Associated signs and cockpit light are extinguished. Note : When switching off NO SMOKING" or SEAT BELTS" signs, single chime sounds in cabin. (3) EMER EXIT LIGHT sélector ON Emergency light s illuminate. ARM Normal selector position in operation. Emergency lights will : - Illuminate if DC EMER BUS voltage is below 18V or if the two generators are lost. - Extinguish if DC EMER BUS voltage is over 20V and at least one generator running. R Note : With GPU power AVAIL and selected on, non engine running, the emergency lights will illuminate. DISARM Normal selector position with engines stopped. Emergency light system is deactivated. Note : Cabin attendant's EMER LIGHT sw will override the ARM and DISARM positions of the selector. (4) DISARM light Illuminates amber when the emergency light system is deactivated.
Light illuminate blue when associated switch is selected ON. ATR 42 Model : 400/500
AIRCRAFT GENERAL
1.00.40 P8
001 DEC 03
LIGHTING AA
HOSTESS PANEL R
Lat Pass
Ceiling
Galley
Lav
Entrance Cargo
Reading
R LAT PASS switch : control lateral passengers lighting CEILING switch : control the ceiling lighting GALLEY switch : control the galley lighting LAV switch : control lavatory lighting. A diffuser switches ON when lavatory latch is closed ENTRANCE switch : control entrance lighting CARGO switch : control cargo lighting R
READING switch : when depressed, passenger reading lights are operational EMERGENCY light : controls emergency exit light and evacuation path marking causing emergency lights to illuminate (overriding crew switching)
ATR 42 Model : 400/500
DEC 03
R
Emergency exit lights
DC STBY BUS
MFC
1.01.10 P 12
GENERAL
001 DEC 05
AA
R
For Reading of MFC Maintenance Memory, see AMM JIC 314800 PRO 10000
ATR 42 Model : 400/500
MFC
1.01.10 P 13
GENERAL
001 DEC 05
AA
R
LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500
MFC
1.01.10 P 14
GENERAL
001 DEC 05
AA
R
LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500
MFC
1.01.10 P 15
GENERAL
001 DEC 05
AA
R
LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500
MFC
1.01.10 P 16
GENERAL
001 DEC 05
AA
R
LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500
DEC 04
R
ADVISORY lights (level 1)
CCAS
1.02.10 P9
GENERAL
001 NOV 01
AA
Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall threshold as follows :
Note : - During and after take-off, the icing AOA stall alert threshold has initially the value described in the TAKE OFF table, and change over to EN ROUTE values occurs when 10 mn have elapsed after litft off or when flaps are retracted to 0 whichever occurs first. - Stall alarm alert and shaker are inhibited when aircraft is onthe ground. - Stick pusher activation is inhibited : S on ground, R S during 10 seconds after lift off, S in flight, provided radio altimeter is operative, when the aircraft descends below 500 ft.
- if radio alitimeter gives an erroneous < 500 ft" signal meanwhile IAS > 180 kt for more than 120 seconds (cruise), STICK PUSHER FAULT amber light will come on to notify the crew that stick pusher is inhibited.
ATR 42 Model : 400/500
CCAS
1.02.10 P 12
GENERAL
001 DEC 05
AA
10.5 LATERAL MAINTENANCE PANEL On LH maintenance panel, a “WARN” section allows testing, on ground, of several warnings which cannot be tested on their own system. This section includes : - a rotary selector to select the system to be tested ; - a Push To Test (PTT) pushbutton to activate the selected test. Note : The rotary selector must be replaced in NORM FLT position before flight.
WARN SECTION
R
ATR 42 Model : 400/500
CCAS
1.02.10 P 13
GENERAL
001 DEC 05
AA
R ROTARY selector R System which can be tested : R - EXCESS CAB ∆P : MW, CRC, “EXCESS CAB ∆P” red light on CAP R - LDG GEAR NOT DOWN : MW, CRC, “LDG GEAR NOT DOWN” red light on CAP, R red light in landing gear lever. R - PITCH DISCONNECT : MW, CRC, “PITCH DISCONNECT” red light on CAP R - EXCESS CAB ALT : MW, CRC, “EXCESS CAB ALT” red light on CAP R - SMK : MW, CRC, “FWD SMK”, “AFT SMK”, and “ELEC SMK” red lights on CAP R - VMO: clacker R - STICK PUSHER SHAKER - YES : R S Stall cricket and both stick shakers are activated R S After 5 seconds, GPWS FAULT illuminates amber on CAP * R S After 10 seconds : - CHAN 1, CHAN 2 illluminate R - Stick pusher is activated R - Stick pusher indicators illuminate green R S Select WARN rotary selector to NORM FLT R S Monitor : - STICK PUSHER lights OFF R - C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in. - STICK PUSHER SHAKER - TEST 1 : S Stall cricket and left stick shaker are activated S After 5 seconds : - GPWS FAULT illuminates amber on CAP * - MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber - STICK PUSHER SHAKER - TEST 2 : S Stall cricket and right stick shaker are activated S After 5 seconds : - GPWS FAULT illuminates amber on CAP * - MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber - STICK PUSHER SHAKER - TEST 3 : S CHAN 1, CHAN 2 illuminate S Stall cricket and both stick shakers are activated S After 5 seconds, GPWS FAULT illuminates amber on CAP * * only when Enhanced GPWS not installed Note : If ICING AOA is illuminated : - YES procedure is the same. - Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate - Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate - Test 3 procedure is the same except that stick pusher is activated in the same time as shakers. “CHAN” lights Illuminate green to check the two angle of attack channels for correct operation. ATR 42 Model : 400/500
AIR
1.03.20 P1
PNEUMATIC SYSTEM
001 MAY 98
AA
20.1 DESCRIPTION
(See schematic p 7/8)
Compressed air is bled from the engine compressors at the LP or HP stages. The pneumatic system consists of all the systems designed to supply air to the various aircraft systems, zones or engines, with associated control, monitoring and indicating components. It supplies under pressure air for air conditioning, pressurization and ice protection system. A protection against overheat due to possible leakage around the hot air ducts is provided. AIR BLEED - Air conditioning and pressurization The system is designed to : S select the compressor stage from which air is bled, depending on the pressure and/or temperature existing at these stages. S regulate air pressure in order to avoid excessive pressures Air is generally bled from the low compressor stage (LP). At low engine speed when pressure from LP stage is insufficient, air source is automatically switched to the high compressor stage HP. (This may occur on ground and during descent at F.I.). Transfer of air is achieved by means of a pneumatically operated and electrically controlled butterfly valve, (HP valve) which remains closed in absence of electrical supply : S when the HP valve is closed, air is directly bled from the LP stage through LP bleed air check valves. S when the HP valve is open, the HP air pressure is admitted into the LP pneumatic ducting and closes the check valves ; air is therefore bled from HP stage only, without any recirculation into the engine.
R
- Wing and engine de-icing. Air is bled from the HP compressor stage. Transfer of air is achieved through a pressure regulating valve which is electrically controlled. ISOLATION Downstream of the junction of the LP and HP ducting, air is admitted into the duct by a pneumatically operated, electrically controlled butterfly bleed valve which acts as a shut off valve. It includes a single solenoïd which locks the valve closed when deenergized. The bleed valve automatically closes in the following cases : - Bleed duct OVHT - Bleed duct LEAK - Actuation of associated ENG FIRE handle - Engine failure at TO (UP TRIM signal) - PROPELLER BRAKE selected ON (for left bleed valve only). In the absence of air pressure, the valve is spring-loaded closed regardless of electrical power supply. Note : During a starting sequence, the bleed valves opening is inhibited. ATR42 Model : 400/500
AIR
1.03.20 P2
PNEUMATIC SYSTEM
100 NOV 99
AA
CROSSFEED The crossfeed valve installed on the crossfeed duct is designed to connect LH and RH air lbeed systems. - On the ground, it is always open except when both engines are running and propeller brake is disengaged. - In flight, the crossfeed valve is normally closed. This is a spring loaded closed, solenoid controlled, pneumatic shut off valve. The valve is closed with solenoid deenergized. LEAK DETECTION SYSTEM A continuous monitoring system is installed in order to detect overheat due to duct leakage and to protect the structure and components in the vicinity of hot air ducts : - Wing leading edge and wing to fuselage fairing, - Upper and lower fuselage floor, - Air conditioning pack area. In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major part of the high temperature ducts to collect and direct leaking air to the sensing elements. The sensing system includes two single loop detection assemblies, one for the RH and one for the LH air duct systems. The sensing elements comprise a control lead (nickel wire) embedded in an insulating material and are integrated in an inconel tube connected to aircraft ground. Each sensing element is permanently subjected to the temperature of the compartment it protects. For any temperature higher than a preset value : 153°C (307°F) applied to a part of the sensing element, the resistance of the eutectic mixture rapidly decreases and the central lead is grounded. This results in an alert signal processed in a control unit which triggers illumination of LEAK It. After one second time delay, the associated pack valve, HP valve and BLEED valve (and GRD X FEED valve if the left loop is affected) are automatically latched closed. Note : In case of LEAK, the crew must consider the associated bleed system as inoperative for the rest of the flight. OVERHEAT CONTROL SYSTEM This system includes switches (thermal resistances) which are installed on the engines, near the HP compressors exit. These switches, which are duplicated for safety, ensure that the bleed valve and the bleed air shut-off valve are closed whenever any abnormal over temperature conditions occur. They operate at 274°C (525°F) and are controlled by the MFC. Note : In case of OVHT, the associated bleed system may be recovered after a cooling time.
Mod : 4584
ATR 42 Model : 400/500
AIR
1.03.20 P3
PNEUMATIC SYSTEM
100 NOV 99
AA
20.2 CONTROLS
TOFA–01–03–20–003–100AA
AIR BLEED PANEL
1
ENG BLEED pbs Controls the associated HP valve and BLEED valve. ON (pb pressed in) associated HP and bleed valves solenoids are energized. The valves will open if pressure is available. OFF (pb released) associated HP and bleed valves are closed. OFF light illuminates white. FAULT The light illuminates amber and the CCAS is activated when the bleed valve position disagrees with the selected position, this especially occurs in case of leak or overheat.
2
OVHT light The light illuminates amber and the CCAS is activated when either of the respective bleed duct dual overheat sw operates (T u 274°C/525°F).
3
LEAK light The light comes on amber and the CCAS is activated when respective bleed leak detection system signals an alert (T loop u 153°C/307°F).
4
X VALVE OPEN light The light illuminates amber when the GRD X FEED valve is open.
Mod : 4584
ATR 42 Model : 400/500
AIR
1.03.20 P5
PNEUMATIC SYSTEM
100 NOV 99
AA
MFC LOGIC See chapter 1.01 SYSTEM MONITORING The following conditions are monitored by visual and aural alerts : - Bleed valve position in disagree with command. D See BLEED VALVE FAULT procedure in chapter 2.05.08 - Overheat in bleed duct (T duct u 274°C/525°F). D See BLEED OVHT procedure in chapter 2.05.08 - Bleed air leak (Loop u 153°C/307°F). D See BLEED LEAK procedure in chapter 2.05.08
Mod : 4584
ATR 42 Model : 400/500
DEC 04
R
FLT COMPT
CABIN
DEC 10
R
Low speed to High speed depending on
DEC 06
R
AFCS
1.04.10 P1
001
GENERAL
NOV 98
AA
10.1 DESCRIPTION
(See schematic p 11/12)
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). The computer receives data from the two Air Data computers (ADC), the two Attitude R and Heading Reference Systems (AHRS), the two SGU, the radio-altimeter, the GPS R (if installed) and from some sensors. It generates commands to the flight control actuators and to the FD bars. Dual microprocessor architecture and digital servo-monitoring technique are used to provide an adequate safety level. COMPONENT LAYOUT
1 2 3
AFCS advisory display, control box and computer (cockpit and electronic rack). Yaw and pitch servo actuators. Roll servo actuator.
ATR 42 Model : 400/500
AFCS
1.04.10 P9
GENERAL
001 NOV 97
AA
10.3 ELECTRICAL SUPPLY / MFC LOGIC ELECTRICAL SUPPLY EQUIPMENT R AP/FD computer + YD DISC circuit + control box + GUIDANCE" indication (*) R ADU R Servo controls AP OFF lights + AP DISC circuit
DC BUS SUPPLY (C/B)
AC BUS SUPPLY (C/B)
DC EMER BUS (on overhead panel CMPTR)
- Nil -
DC STBY BUS (on overhead panel ADU)
- Nil -
DC STBY BUS (on overhead panel SERVO)
- Nil -
DC ESS BUS (on overhead panel WARN)
- Nil -
(*) if installed MFC LOGIC See chapter 1.01
ATR 42 Model : 400/500
AFCS
1.04.20 P2
AUTOPILOT / YAW DAMPER
001 NOV 01
AA
MANUAL DISENGAGEMENT - Action on the AP pb on the control panel, or quick disconnect pb on each control column, or GA mode activation, or STBY or NORMAL pitch trim switch activation or effort on control column disengage the AP function without disengaging the YD function. Th AP white arrows extinguish, the AP OFF it illuminates red and the cavalry charge" aural warning is generated. - On the ADU, the RESET pb illuminates amber and the AP DISENGAGED" message is displayed in amber on the second line. Action on the RESET pb or quick disconnect pb clears the warnings and message. Note :If a failure occurs, the PITCH TRIM FAIL", PITCH MISTRIM" or AILERON MISTRIM" message is displayed on the ADU. The crew has to disengage AP and manually fly the aircraft. - Action on the YD pb on control panel or effort on pedals disengages the YD and AP. The AP and YD white arrows extinguish. The AP OFF" It illuminates red and the cavalry charge" aural warning is generated. On the ADU, the RESET" pb illuminates amber and the AP/YD DISENGAGED" message is displayed in amber on the second line. Action on the RESET pb or the quick disconnect pb clears the warnings and message. AUTOMATIC DISENGAGEMENT The warnings and messages are the same as those which occur in case of manual disengagement but AP OFF", light and AP" or AP/YD DISENGAGED" message are flashing. Action on RESET" pb clears warnings and messages. R Note : If PITCH TRIM ASYM Lt illuminates on central panel, AP automatically disengages and cannot be reengaged. AP/YD MONITORING RECOVERY When a monitored failure is detected, AP and/or YD is disengaged. If the pilot clears messages displayed on ADU (by using RESET pb) the FGC will attempt a monitor recovery". The AP/YD can be once again engaged. If initial failure condition still exists, AP/YD is disengaged again. Conditions which will inhibit all recovery attemps are : - Loss of AP, YD and AFCS controls panel. - Trim inoperative monitor failures. - Any APP mode. - GA mode. - LOC or BC modes.
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.00 P1
CONTENTS
060 NOV 02
AA
1.05.00 1.05.10 10.1 10.2 10.3 10.4 1.05.20 20.1 20.2 20.3
CONTENTS GENERAL DESCRIPTION CONTROLS ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING SCHEMATIC TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) DESCRIPTION CONTROLS OPERATION
R Mod : 3832 or 5103 or 5146
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.10 P3
GENERAL
050 NOV 99
AA
R R R R
R R R
INTERPHONE SYSTEM - To interconnect all stations (ground crew station + cockpit + cabin attendant) : D Depress INT transmissions key D Use PTT pbs - Cockpit crew interphone Using boom set or oxy mask : D Set the RAD/INT selector on "INT" position without use of PTT pb or, D Set the PTT selector (control wheels) in the forward position regardless of the RAD/INT selector position - To call cabin attendant from the cockpit (see 1.05.10 p 9) D Depress the ATTND pb (overhead panel) for a normal call or press the ATTND pb three times successively for an emergency call. A single chime (or three for an emer call) is generated in the cabin and the CAPT white light illuminates on the cabin attendant panels. As soon as the cabin attendant selects "INT", the CAPT It extinguishes. - To call cockpit from cabin attendant station D Depress INT pb (besides the hostess panel) for a normal call or press the EMER pb for an emergency call. Associated ATTND light illuminates on overhead panel and a door bell is generated by the MFC. By pressing RESET, both visual and aural calls will be cancelled. - To call the ground crew from the cockpit (see 1.05.10 p 9) D Depress MECH pb (overhead panel) A horn call is generated in the nose gear bay. - In case of ground crew call MECH pb illuminates blue on overhead panel and a door bell is generated by the MFC. By pressing RESET, both visual and aural calls will be cancelled. PASSENGER ADDRESS SYSTEM The passenger address system allows the crew and the cabin attendant to make announcements to the passengers. Passenger address system also generates single chime sound in the cabin. The passenger address system is connected to : - The RCAU which allows the cockpit crew to make announcements to the passengers by selecting PA key on audio control panel. - The cabin attendant handset - The cabin attendant call pb distributed in the cabin for the passengers - The cabin attendant call pb in the cockpit - The NO SMOKING/FASTEN SEAT BELTS controls - The cockpit voice recorder - Loudspeakers distributed in the cabin (one of them being installed in the toilet) DISTRIBUTION OF AURAL ALERTS Generated by CCAS (refer to chapter 1.02) Generated by GPWS (refer to chapter 1.15) Generated by TCAS (when installed, refer to 1.05.20)
Mod : 5017 or 5018
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.10 P7
GENERAL
300 DEC 04
(*)
(1) - Power and mode switch OFF ATC control box and transceiver are deenergized. STBYATC system is under power, but does not transmit replies. ON ATC Transponder Mode S replies to both Mode A and Mode C interrogations but without from ground or air. ALT Normal operating position. Transponder replies with flight level information. FID Elementary Surveillance. Flight IDentification (FID) display and selection. (2) - ATC Code and FID Display Display selected ATC code and Flight ID. (3) - Code select knobs ATC : - Outer knob controls the two left-hand digits. - Inner knob controls the two rigth-hand digits. FID : - Outer knob selects digits. - Inner knob controls digits. (4) - IDENT button When depressed, causes the transponder to transmit IDENT" signal. (5) - Annunciators - TX is displayed when the ATC replies to an interrogation. - RMT is displayed when the ATC is remotely tuned. (6) - ACT Compare annunciator ACT is displayed during code changes. ACT flashes when the actual reply code is not identical to the code shown in the active code display. (7) - PRE button (Preset) Push and hold the PRE button while turning the code select knobs to select a preset code for storage. The stored code can be recalled by momentarily pressing the PRE button again. (8) - Test button Press the TEST button to initiate the radio self test routine. (9) - Photo cell Automatically controls the display brightness. (10) - Switch 1/2 (*) Selects either of two transponders that may be controlled by the control box. (*) : depending on versions Mod. : 5487
ATR 42 Model : 400/500
OCT 08
R R
RAD PTT SW on NOSE WHEEL STEERING CONTROL HANDWHEEL
ATR 42 Model : 400 / 500
COMMUNICATIONS
1.05.10 P9
GENERAL AA
100 NOV 99
LOUDSPEAKERS VOLUME KNOBS
Communication reception over cockpit loudspeakers is controlled by an individual knob for each of the two cockpit loudspeakers. Note : In case of aural alert : - Normal volume is always available regardless of knobs position. - During any transmission, the volume of both loudspeakers is muted. AUDIO SEL PB(s)
Controls functioning of associated RCAU processing board. NORM (pb depressed) RCAU functions normally. FAULT illuminates amber and the CCAS is activated when when an associated RCAU processing board failure or power loss is detected. ALTN (pb released) affected crew station is connected directly to : VHF 1 if CAPT station is affected or VHF 2 if F/O station is affected. Volume is adjusted by affected loudspeaker volume control. Note : On the affected side PA, interphone and other VHF can not be used any longer. CALLS PB(s)
R
See 1.05.10 p 3 Mod : 5017 or 5018
ATR 42 Model : 400/500
1.05.10
COMMUNICATIONS P 10 GENERAL
001 DEC 10
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry door and the toilet door. The antenna is located in the fairing ahead of the stabilizer fin. This system includes its own battery. AUTO transmission is made automatically on 121.5 MHz, 243 MHz and 406 MHz when deceleration exceeds 5 g (X MIT ALERT It illuminates amber). MAN allows commanded operation (X MIT ALERT It illuminates amber) AUTO TEST RST Is used in case of undue alert (resert), or to test the emergency beacon. Two cases are possible for the test : R
ELT96A / ELT97A
ELT ADT 406
R
Correct = X MIT ALERT Continuous during 2 Sec
Continuous during 10 Sec
R
Failure = X MIT ALERT Blinking during 10 Sec
Blinking during 10 Sec
CAUTION : The test must not be performed in MAN mode. Aircraft on ground (and electrically supplied), when the emergency beacon is triggered after 30 seconds, the mechanical horn is triggered too.
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.20 P1
TCAS
060 NOV 02
AA
20.1 DESCRIPTION The TCAS is an on-board collision avoidance and traffic situation display system with computer processing to identify and display potential and predicted collision targets, and issue vertical resolution advisories on the pilot's and copilot's TCAS vertical speed indicator (TCAS VSI) to avoid conflict. From the transponder replies, TCAS determines relative altitude, range, and bearing of any aircraft equipped with a mode C or S transponder. From this, TCAS will determine the threat using standardized algorithms. Outputs from the TCAS System are voice messages and visual displays on the TCAS VSI's for Resolution Advisories (TCAS RA's) and Traffic Advisories (TCAS TA's). The TA is informative and indicates potential threats. The RA displays a threat resolution in the form of a vertical maneuver if the potential conflict is projected to occur. Threat aircraft with mode A transponders will not provide altitude information : therefore TCAS will not issue resolution advisories for these threats. The TCAS will not detect aircraft without transponders. The TCAS is a single system installation consisting of : - one TCAS processor, - two high resolution bearing antennae (one top mounted and one bottom mounted), - two mode S transponders, - two modified TCAS VSIs each integrating traffic advisory display and vertical speed information, - one pylon mounted TCAS control box, - two overhead speakers for voice messages and associated wiring. Following definitions are intended to be used for TCAS operations : (A) Advisory : A message given to the pilot containing information relevant to collision avoidance. (B) Corrective resolution advisory : A resolution advisory that advises the pilot to deviate from current vertical speed, e.g., CLIMB when the aircraft is levelled. (C) Intruder : A target that has satisfied the TCAS threat detection logic and thus requires a traffic advisory.
R Mod : 3832 or 5103 or 5146
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.20 P2
TCAS
060 NOV 02
AA
(D) Mode S : Type of secondary surveillance radar (SSR) equipment which provides replies to mode A and Mode C interrogations and discrete address interrogations from the ground or air. (E) Preventive resolution advisory : A resolution advisory that advises the pilot to avoid certain deviations from the current vertical speed because certain vertical speed restrictions exist. (F) Proximate traffic : Nearby aircraft within "850 ft and 6NM which are neither an RA nor a TA. (G) Resolution advisory (RA) : Oral and visual information provided to the flight crew to avoid a potential collision. (H) Threat : A target that has satisfied the threat detection logic and thus requires a resolution advisory. (I) Traffic advisory (TA) : Information given to the pilot pertaining to the position of another aircraft in the immediate vicinity. The information contains no resolution information.
R Mod : 3832 or 5103 or 5146
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.20 P3
TCAS
260 NOV 02
AA
20.2 CONTROL TCAS CONTROL BOX
1
TCAS rotary selector
Enables TCAS to be set to standby (STBY), automatic (AUTO), or traffic advisories only (TA ONLY) mode of operation. STBY : TCAS system is under power, but TCAS functions (intruder visualisation, Traffic Advisory mode or resolution Advisory) are not operative. AUTO : Normal operating mode of TCAS. TA only - Disables the RA mode of operation. - May be selected but should be used only to prevent unnecessary resolution advisory when operating near closely spaced parallel runways or in the cases TCAS could command Climb maneuvers resulting in an unsafe situation for the aircraft (see limitations on 2.01.05). Note : - If altitude reporting is off or not valid Mode S transponder is selected, TCAS will be in standby (RA OFF on TCAS VSI) - If appropriate, TCAS will automatically go into the TA only mode when the TCAS equipped aircraft is below the RA descent altitude and in a climb inhibit configuration. 2
TCAS test function
- The TCAS should be tested by pressing the Test" button during cockpit preparation. - Use of the self-test function in flight will inhibit TCAS operation for up to 20 seconds depending upon the number of targets being tracked. - The mode S ATC transponder will not function during some portion of the self-test sequence. R Mod : 0043 + (3832 or 5103 or 5146)
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.20 P4
TCAS
080 NOV 02
AA
20.3 OPERATION The TCAS provides two levels of threat advisories : If the traffic gets between 20 and 48 seconds (depending on aircraft altitude) of projected Closest Point of Approach (CPA), it is then considered an intruder, and an aural and visual traffic advisory is issued. This level calls attention to a developing collision threat using the traffic advisory display and the voice message, TRAFFIC TRAFFIC". It permits mental and physical preparation for a possible maneuver to follow, and assists the pilot in achieving visual acquisition of the threat aircraft. If the intruder gets between 15 and 35 seconds (depending on aircraft altitude), of CPA, it is considered a threat and an aural and visual resolution advisory is issued. This level provides a recommanded vertical maneuver using modified TCAS VSI's and voice messages to provide adequate vertical separation from the threat aircraft, or prevents initiation of a maneuver that would place the TCAS aircraft in jeopardy. The TCAS resolution advisories are annunciated by the following voice messages, as appropriate : A
B
C
D
E
F
G
H
I
CLIMB, CLIMB" : (Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). "DESCEND, DESCEND" : (Descend at the rate depicted by the green (fly to) arc.) "MONITOR VERTICAL SPEED" : Initial preventive RAs (adjust vertical speed to a value within the illuminated green arc). "MAINTAIN VERTICAL SPEED, MAINTAIN" : (Non crossing maintain rate RAs (corrective)). "MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN" : (Altitude crossing, maintain rate RAs (corrective)). "CLEAR OF CONFLICT" : (Range is increasing, and separation is adequate, return to assigned clearance). "CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB" : (Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Safe separation will best be achieved by climbing through the threat's flight path. "ADJUST VERTICAL SPEED, ADJUST" : (Adjust vertical speed to a value within the illuminated green arc) "DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND" : (Descend at the rate depicted by the green (fly to) arc on the TCAS VSI) safe separation will best be achieved by descending through the intruder's flight path.
R Mod : 5103 or 5146
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.20 P5
TCAS
080 DEC 03
AA
The following voice messages annunciate enhanced TCAS maneuvers when the initial TCAS RA does not provide sufficient vertical separation. The tone and inflexion must constate increased urgency. A
B
"INCREASE DESCENT, INCREASE DESCENT" : (descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after DESCEND" advisory, and indicates additional descent rate required to achieve safe vertical separation from a maneuvering threat aircraft. INCREASE CLIMB, INCREASE CLIMB" : (climb at the rate depicted by the green (fly to) arc on the VSI). Received after CLIMB" advisory, and indicates additional climb rate required to achieve safe vertical separation from a maneuvering threat aircraft.
C
CLIMB-CLIMB NOW, CLIMB-CLIMB NOW" : (climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after a DESCENT" resolution advisory and indicates a reversal in sense is required to achieve safe vertical separation from a maneuvering threat aircraft.
D
DESCEND-DESCEND NOW, DESCEND-DESCEND NOW" : (descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after a CLIMB" resolution advisory and indicates a reversal is required to achieve safe vertical separation from a maneuvering threat aircraft.
R Traffic Advisory (TA) aural alert is inhibited R - below 600 ft AGL when aircraft is climbing. R - below 400 ft AGL when aircraft is descending. R All Resolution Advisory (RA) aural alerts are inhibited R - below 1100 ft AGL when aircraft is climbing. R - below 900 ft AGL when aircraft is descending.
Mod : 5103 or 5146
ATR 42 Model : 400/500
COMMUNICATIONS
1.05.20 P6
TCAS
080 NOV 02
AA
TCAS OPERATING CHARACTERISTICS S NON ICING CONDITIONS of inhibition RA CLIMB
CONFIGURATION FLAPS 0_ FLAPS 15_ FLAPS 25_ FLAPS 35_
AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED
RA INCREASE CLIMB AUTHORIZED INHIBITED INHIBITED INHIBITED
S ICING CONDITIONS of inhibition CONFIGURATION FLAPS 0_ FLAPS 15_ FLAPS 25_ FLAPS 35_
RA CLIMB AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED
RA INCREASE CLIMB AUTHORIZED INHIBITED INHIBITED INHIBITED
S The increase climb" RA is inhibited for certain above conditions. In non altitude crossing encounters for which a CLIMB" RA is posted, the threat may maneuver or accelerate toward own aircraft and cause a reduction in vertical separation despite the RA. Since the increase climb" RA is inhibited, the climb RA remains posted. As soon as the threat passes through own aircraft's altitude, the RA sense will be reversed and a DESCEND" RA will be posted. If the threat never crosses through, the CLIMB" RA will remain posted for the duration of the encounter. S DESCEND" RA's are inhibited : - below 1200 ft AGL (during a climb) at take-off - below 1000 ft AGL in approach (during a descent). S INCREASE DESCEND" RA's are inhibited : - below 1650 ft AGL during a climb - below 1450 ft AGL during a descent S All RA's are inhibited : - below 1100 ft AGL when aircraft is climbing, - below 900 ft AGL when aircraft is descending. S There can be a case where the threat aircraft track on altitude information is lost during an RA. In this case, the RA will terminate without a CLEAR OF CONFLICT" annunciation.
Mod : 5103 or 5146
ATR 42 Model : 400/500
ELECTRICAL SYSTEM
1.06.10 P 1/2
GENERAL
001 NOV 96
AA
The electrical power generation is provided by the following sources : R -
Main and emergency batteries Two engine-driven DC starter/generators Two AC wild frequency generators Two external power units (AC and DC)
In addition, two static inverters (supplied by the DC system) provide constant frequency AC power. The ACW electrical system can also supply DC electrical system through a transformer rectifier unit (TRU). The electrical distribution is ensured by busses which feed equipments. Two seperate networks (left and right) run individually and can be connected in case of generation failure thanks to bus tie contactors (BTC).
ATR 42 Model : 400/500
ELECTRICAL SYSTEM
1.06.20 P4
DC POWER
001 NOV 99
AA
R
DC SVCE BUS The DC SVCE BUS supplies power in flight, and on ground during airplane servicing operations. The DC SVCE BUS can be supplied by : - DC BUS 1. The master sw is the DC SVCE/UTLY BUS pb. When selected on, the cabin attendant controls the DC SVCE BUS supply from a sw located on the cabin attendant control panel. - EXT PWR. Only the cabin attendant pb has control. The supply of the BUS may be performed with batteries switched OFF. GND HDLG BUS The GND HDLG BUS supplies the DC loads required for airplane servicing on the ground even with BAT sw selected OFF. Since these loads are not required during flight, the GND HDLG BUS is deenergized in flight. The GND HDLG BUS can be supplied : - When EXT PWR is available, from DC SVCE BUS. - When EXT PWR is not available, from HOT MAIN BAT BUS provided : D Cargo door operating panel door is open (micro switch), or D Refueling panel is open (micro switch), or D Entry door is open (micro switch). TRANSFER (see schematics p. 15 to p. 26) With all switches in normal position, the DC power transfer is achieved by automatic opening and/or closure of electrical contractors according to the particular electrical conditions. - On ground D When EXT PWR is connected (p. 15/16) Note : The electrical power transfer is achieved in the same way as in flight as long as EXT POWER is not connected. - In flight D Both engine driven generator operating (p. 19/20) * The engine driven generator 1 supplies the DC BUS 1, * The engine driven generator 2 supplies the DC BUS 2, * The BTC is open. D If one engine driven generator fails (p. 21/22) * The BTC closes (BTC green flow bar illuminates), * The entire electrical network is supplied by the remaining engine driven generator. D If both engine driven generators fail (p. 23/24) * DC ESS BUS, DC STBY BUS are supplied from the main battery, or from the TRU, if selected ON. * DC EMER BUS is supplied from the emergency battery or from the TRU, if selected ON. D If both engine driven generators fail and TRU is inoperative (p. 25/26) * When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this bus may be recovered by selecting OVERRIDE pb. ATR 42 Model : 400/500
ELECTRICAL SYSTEM
1.06.20 P5
DC POWER
001 DEC 95
AA
20.2 CONTROLS GENERATION
1
DC GEN pb Controls the energization of associated generator and the resetting of the protection system after failure. ON (pb pressed in) Associated generator is energized and associated generator contactor closes if the network electrical parameters are normal. OFF (pb released) Associated generator is deenergized and associated generator contactor is open. The OFF light illuminates white. FAULT illuminates amber and the CCAS is activated in event of: - A protection trip initiated by the associated GCU. If it is caused by a generator underspeed, reset will be automatic. For the other cases, a manual reset has to be performed. - An opening of a generator contactor except if pb is selected OFF. In both cases, the BUS TIE CONTACTOR closes and affected DC BUS is automatically supplied form the remaining generator.
ATR 42 Model : 400/500
ELECTRICAL SYSTEM
1.06.20 P 11
001
DC POWER
NOV 98
AA
MFC LOGIC See chapter 1.01 SYSTEM MONITORING The following conditions are monitored by visual and aural alerts : - One DC generation channel inoperative. D See DC GEN FAULT procedure in chapter 2.05.04 - DC BUS 1 not supplied D See DC BUS 1 OFF procedure in chapter 2.05.04 - DC BUS 2 not supplied D See DC BUS 2 OFF procedure in chapter 2.05.04 - Incipient battery thermal runaway or charge contactor failure. R D See CHG FAULT procedure in chapter 2.05.04 - DC EMER BUS no longer supplied. D See DC EMER BUS OFF procedure in chapter 2.05.04 - Battery (ies) discharge in flight (but DC main sources available). D See BATTERY (IES) DISCHARGE IN FLIGHT in chapter 2.05.04 - One UTLY BUS automatically shed after a source overload D See SVCE and UTLY BUS SHED procedure in chapter 2.05.04
ATR 42 Model : 400/500
ELECTRICAL SYSTEM
1.06.30 P1
AC CONSTANT FREQUENCY
001 NOV 99
AA
30.1 DESCRIPTION GENERATION The source of constant frequency (400 Hz) AC power consists of two static inverters (INV). The inverters are rack mounted and cooled by forced air with provisions for natural convection cooling. The static inverter design characteristics are as follows : - Power 500 VA - Output voltage 115 V " 4V and 26 V " 1V - Frequency 400 Hz " 5 Hz - Type single phase The two inverters are powered respectively from DC BUS 1 and DC BUS 2. The input voltage range is between 18 VDC and 31 VDC for satisfactory operation. In event of one DC BUS loss, corresponding inverter is not supplied, but corresponding AC BUS is supplied by AC BTR (BTC pb). In event of both DC BUS power loss, INV1 is automatically supplied by HOT MAIN BAT BUS, or by HOT EMER BAT BUS in OVRD configuration or by TRU when selected ON. The maximum power available on each 26 VAC BUS is 250VA.
R
Note : Two AC electrical networks are supplied by the inverters : 115 VAC and 26 VAC. Only one is shown on the schematics. ATR 42 Model : 400/500
ELECTRICAL SYSTEM DISTRIBUTION
1.06.60 P1
001
EQUIPMENT LIST AA
NOV 97
Note : *" = option DC BUS 1 ATA SYSTEM 21 AIR CONDITIONING
-
FUNCTION DUCT/COMPT Cockpit and cabin Temperature IND Automatic Pressure CTL TURBOFAN SOV 1 CTL EXTRACT FAN PWR SPLY (Back-up DC BUS 2)
R 23
COMMUNICATIONS
* - SEL CAL * - HF 1 when two HF are installed * - FLIGHT INTERPHONE and AUDIO CONTROL PANEL OBSV * - HF FERRY
27
FLIGHT CONTROLS
- SPOILERS IND - STICK PUSHER PWR and CTL - LEFT STICK SHAKER
28
FUEL
- LP VALVE 1 (Normal) - TANK TEMP IND
30
ICE AND RAIN PROTECTION
-
31
INDICATING/REĆ CORDING
33
LIGHTS
CAPT STATIC PORTS STBY STATIC PORTS LH SIDE WINDOW ANTI ICING RH WINDSHIELD HTG IND
- MFC 1B (Primary) - GENERAL ILLUMINATION : LEFT LATERAL RAMP (1 FLUORESCENT LIGHT OUT OF 2) - CAPT LTS : DOME, CHARTHOLDER, CONSOLE, READING - F/O DOME (Normal) - STORM - F/O PANELS - NAVIGATION (Back-up DC SVCE BUS) - ANNUNCIATOR LT TEST - BEACON (Back-up DC SVCE BUS)
ATR 42 Model : 500
ELECTRICAL SYSTEM DISTRIBUTION
1.06.60 P3
001
EQUIPMENT LIST
NOV 97
AA
DC BUS 2 ATA SYSTEM 21 AIR CONDITIONING
FUNCTION - Landing elevation IND - TURBOFAN SOV 2 CTL - EXTRACT FAN PWR SPLY (Primary)
23
COMMUNICATIONS
- VHF 2
26
FIRE PROTECTION
- NAC 1 (when installed) and 2 OVHT DET
27
FLIGHT CTL
- PITCH TRIM STBY COMMAND (Back-up DC EMER BUS for NORMAL command) - RIGHT STICK SHAKER
28
FUEL
- LP VALVE 2 (Normal)
29
HYDRAULIC POWER
- DC AUX HYD PUMP NORM CTL, IND and PWR in flight
30
ICE AND RAIN PROTECTION
-
31
INDICATING/REĆ CORDING
- F/O CLOCK - MFC 2B (Primary)
32
LANDING GEAR
- WOW 2 CTL Secondary IND
R
DE ICE VALVES ENG 2 BOOTS A and B (Normal) WINGS and EMPENNAGE BOOTS B (Normal) F/O WIPER F/O STATIC PORTS F/O PROBES IND LH WINDSHIELD HTG INDICATOR RH SIDE WINDOW ANTI ICING
ATR 42 Model : 500
ELECTRICAL SYSTEM DISTRIBUTION
1.06.60 P4
EQUIPMENT LIST
001 NOV 97
AA
ATA SYSTEM 33 LIGHTS
-
FUNCTION PASSENGER SIGNS WING LIGHTS F/O LTS : CHARTHOLDER, CONSOLE, READING UTILITY SPOT and FLOOD NORMAL INSTRUMENTS SPLY and LABELS INTEGRATED LT CTL TAXI and TAKE OFF CTL GENERAL ILLUMINATION : RIGHT LATERAL RAMP (1 FLUORESCENT LIGHT OUT OF 2)
34
NAVIGATION
36
PNEUMATIC
- HP VALVE 2
52
DOORS
- ALERTS
61
PROPELLERS
- OVSPD TEST ENG 2 - AFU 2 (Normal)
73
ENGINE FUEL and CTL
-
79
OIL
- Press, Temp IND 2
R
* - ATC 2 * - DME 2 - VOR/ILS 2 * - ADF 2 - CAPT RMI - SGU 2 - F/O EADI - AHRS 1 (Auxiliary) (Back-up DC EMER BUS) - AHRS 2 (Primary) - F/O EHSI * - GPS
FUEL FLOW, FUEL USED IND 2 FUEL TEMP IND 2 FUEL CLOG IND 2 EEC 2 (Normal) IDLE GATE FAIL IND
ATR 42 Model : 400/500
ELECTRICAL SYSTEM DISTRIBUTION
1.06.60 P5
EQUIPMENT LIST
001 NOV 97
AA
HOT EMER BAT BUS ATA SYSTEM 24 ELECTRICAL POWER
-
R R
FUNCTION DC EMER BUS AND DC STBY BUS CTL (BUSSES REMAIN SUPPLIED BY DC BUS 1) EMER BAT AMMETER EMER BAT VOLT IND EMER BUS and INV 1 ON EMER BAT IND (ARROW) TRU IND
28
FUEL
- LP VALVES 1 and 2 (Back up DC BUS 1 - DC BUS 2)
31
INDICATING/REĆ CORDING
- MFC 1 MOD A (Auxiliairy) (Back up DC ESS BUS SECT 1)
34
NAVIGATION
- STBY HORIZON Back up - ADC 1 Back up - ADC 2 Back up
ATR 42 Model : 400/500
ELECTRICAL SYSTEM DISTRIBUTION
1.06.60 P7
100
EQUIPMENT LIST
NOV 97
AA
DC EMER BUS
R
ATA SYSTEM 21 AIR CONDITIONING
FUNCTION - OVERBOARD and UNDERFLOOR VALVES CTL and IND and AIR COOLING HIGH FLOW IND - PRESSURE IND and EXCESS ALTITUDE IND - PNEUMATIC OUTFLOW VALVES
22
AUTO FLIGHT
- AP/FD computer and guidance IND (when installed)
23
COMMUNICATIONS
- VHF - F/O COCKPIT AMPLIFIER - RCAU
24
ELECTRICAL POWER
-
26
FIRE DETECTION
- ENG FIRE EXTINGUISHING CTL and IND (NorĆ mal) - FIRE HANDLE IND ENG 1 and 2 - FIRE DETECTION ENG 1 and 2
27
FLIGHT CONTROLS
-
29
HYDRAULIC POWER
- BLUE PUMP CTL and IND - GREEN PUMP IND
30
ICE and RAIN PROTECTION
-
Mod : 4372
GCU 1 DC (Back-up) AC BUS OFF 1 and 2 IND ACW BUS OFF 1 and 2 IND INV FAULT 1 IND DC BUS OFF 1 and 2 IND BPCU DC (Back-up) DC STBY BUS IND (UNDV - OVRD) EMER BAT : CHG IND DC STBY BUS CTL (BUS REMAIN SUPPLIED BY DC BUS 1) - AC 1 BUSSES CTL (BUSSES REMAIN SUPPLIED BY INV 2)
PITCH TRIM NORMAL COMMAND RUDDER TRIM AILERON TRIM AILERON LOCKING IND.
AAS IND and ALERTS AAS CTL WING, EMPENNAGE BOOTS A ENG 1 BOOTS A and B PROPELLERS 1 and 2 ANTI-ICING CTL and IND WING, EMPENNAGE BOOTS B and ENG 2 BOOTS A and B (Back-up DC BUS 2) - HORNS ANTI-ICING IND and CTL ATR 42 Model : 500
ELECTRICAL SYSTEM
1.06.60
DISTRIBUTION
P8
EQUIPMENT LIST
001 NOV 97
AA
ATA SYSTEM 31 INDICATING/REĆ CORDING
FUNCTION - CAPT CLOCK - FDAU ON GROUND - MFC 1B (Auxiliary) (Back-up DC BUS 1) - MFC 2 A (Primary) - MFC 2B (Auxiliary) (Back-up DC BUS 2)
32
LANDING GEAR
- ANTISKID OUTBOARD - NOSE WHEEL STEERING - WOW 1 CTL
33
LIGHTS
-
CAPT PANELS PYLON STBY COMPASS LAVATORY (EMERGENCY) F/O DOME (Back-up DC BUS 1)
34
NAVIGATION
-
ATC 1 AHRS 2 (ON GROUND, Auxiliary) AHRS 1 (Primary) ADC 1 (Primary) ADC 2 (Primary)
61
PROPELLERS
- AFU 1 and 2 (Back-up DC BUS 1 - DC BUS 2) - A/F AUX PUMPS CTL - TORQUE IND 1 and 2 - PEC 1 and PEC 2 (Normal), associated PVM and PIU
73
ENGINE FUEL and CTL
- EEC 1 and 2 PWR and IND (Back-up - DC BUS 1) - DC BUS 2)
76
ENGINE CTL
- CL FIRE IND 1 and 2
R R
ATR 42 Model : 400/500
ELECTRICAL SYSTEM DISTRIBUTION
1.06.60 P 11
EQUIPMENT LIST
001 NOV 97
AA
DC STBY BUS
R
R
ATA SYSTEM 22 AUTO FLIGHT
FUNCTION - AP/FD SERVOS - ADU
27
FLIGHT CONTROLS
- FLAPS CTL
29
HYDRAULIC POWER
- PRESS TRIPLE IND - INTERCONNECTING VALVE
32
LANDING GEAR
-
33
LIGHTS
- EMERGENCY
34
NAVIGATION
-
PRIMARY IND LANDING GEAR CTL (HYDRAULIC VALVE) ANTISKID INOP and BRAKE OVTEMP IND R and L INBOARD and OUTBOARD BRAKES TEMP XMITTERS
VOR/ILS/MKR 1 SGU 1 CAPT EADI CAPT EHSI RMI F/O ADF 1
ATR 42 Model : 400/500
1.06.60
ELECTRICAL SYSTEM P 22 DISTRIBUTION EQUIPMENT LIST
001 DEC 06
AA
115 ACW BUS 1
R
R
ATA SYSTEM 29 HYDRAULIC
FUNCTION - BLUE PUMP PWR
30
ICE AND RAIN PROTECTION
-
33
LIGHTS
- EMER INSTRUMENTS SPLY INTEGRATED LT (Primary) - NORMAL INSTRUMENTS SPLY AND LABELS INTEGRATED LT PWR - LEFT LANDING PWR - LEFT AND REAR STROBES - PASSENGERS READING PWR (LEFT SIDE) *
38
WATER / WASTE
- TOILET SYS
CAPT PITOT CAPT ALPHA CAPT TAT STBY PITOT (Normal)
ATR 42 Model : 400/500
1.06.60
ELECTRICAL SYSTEM P 23 DISTRIBUTION EQUIPMENT LIST
001 DEC 06
AA
115 ACW BUS 2 ATA
R
SYSTEM
FUNCTION
24
ELECTRICAL POWER
- TRU CTL
29
HYDRAULIC
- GREEN PUMP PWR
30
ICE AND RAIN PROTECTION
-
F/O PITOT F/O ALPHA F/O TAT ICE DETECTOR
33
LIGHTS
-
TAXI AND TAKE OFF PWR RIGHT LANDING PWR RIGHT STROBE PASSENGERS READING PWR (RIGHT SIDE) *
ATR 42 Model : 400/500
EMERGENCY EQUIPMENT
1.07.20 P1
OXYGEN SYSTEM
100 NOV 98
AA
20.1 DESCRIPTION
(See schematic p 7/8)
The system consists of a main system supplying the cockpit crew and the passengers and one portable unit for the cabin attendant. A high pressure cylinder of 3310 l (115 cu.ft) capacity, supplies oxygen to the distribution system. Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the distribution system. A discharge part is provided to face overpressures. CREW MEMBERS (See schematic p 9/10) The quick donning masks are stowed in readily accessible containers adjacent to each crew member seat. The mask harness inflates automatically when the mask is pulled out of the container and it can easily be donned with one hand. A mask mounted diluter demand regulator provides dilution and emergency pressure control : - In case of pressure drop, with the dilution control in the N (normal) position, diluted oxygen is provided to 2 pilots and 1 observer for a duration of 120 mn at demand flow R (10 minutes to descend from 25 000 ft to 13 000 ft and continuation of flight R between 13 000 ft and 10 000 ft for 110 minutes). - In case of smoke or noxious gas emission, xith the dilution control in the 100 % position, oxygen is provided to 2 pilots and 1 observer for a duration of 15 minutes at demand flow. CABIN ATTENDANT PORTABLE UNITS R
- One 120 l (4.25 cu ft) portable oxygen bottle is stowed under the cabin attendant seat. It permits a continuous diluted flow to cabin attendant at 13 000 ft for a duration of 30 mn. The bottle is equipped with a diluted oxygen mask. - Protective breathing equipments are located in the baggage box of the cabin. - The cabin attendant station is equiped with automatic oxygen masks boxes. PASSENGERS The main system provides passenger protection through a PAX SUPPLY valve. It controls flow to oxygen masks installed in the cabin under the hat racks and in the toilets. They are stored into mask boxes with automatic opening.
R
Oxygen system capability allows to supply 100 % of the passengers with a continuous diluted flow for a duration of 30 mn in case of pressure drop (4 minutes to descend from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and 10 000 ft) in addition to the cockpit crew 120 minutes consumption.
Mod : 4292
ATR 42 Model : 400/500
1.07.20
EMERGENCY EQUIPMENT P2 OXYGEN SYSTEM
100 DEC 10
AA
20.2 CONTROLS OXYGEN PANEL
1
HP ind. Oxygen bottle pressure is displayed in PSI X 1000.
R R 2
3
4
MAIN SUPPLY pb Controls the low pressure supply solenoïd valve. pb pressed in : The valve is open, low pressure oxygen is supplied to the cockpit crew oxygen masks. OFF : (pb released) the valve is closed. OFF illuminates white. LO PR : illuminates amber and the CCAS is activated when a low pressure (below 50 PSI) is detected in the low pressure distribution circuit. PAX SUPPLY SW MAN OVRD Controls manually the oxygen masks unfolding and PAX SUPPLY Valve opening at cabin altitude between 10000 ft and 25000 ft.. AUTO : Oxygen masks unfolding in case of depressurization. The PAX SUPPLY Valve is connected to the ALT PRESS switch which engage when cabin altitude is above 13250 ft (+/-- 250 ft). OFF : Passengers oxygen supply is closed. This position stops the pax oxygen supply and then the oxygen is dedicated to the crew. PAX SUPPLY “ON” Lt A light indicator “ON” illuminates white when the pax supply valve is open.
Mod. : 4292
ATR 42 Model : 400/500
EMERGENCY EQUIPMENT
1.07.20 P3
OXYGEN SYSTEM
001 NOV 98
AA
COCKPIT CREW OXYGEN MASK
The cockpit crew oxygen masks are of the quick donning inflatable harness type, stowed in a container at each crew station. It can be donned with one hand. A regulator is incorporated in the mask. 1 Release clips Squeezing the red release clips unlocks the container doors. It also enables automatic inflation of mask harness, provided that pb 4 is held in TEST position or mask is extracted from container. The blinker momentarily displays a yellow cross. 2 Blinker Displays a yellow cross when there is oxygen flow, and black when there is no oxygen flow. 3 N/100% rocker Controls the selection of normal or 100% oxygen for mask delivery. It is locked in the 100% position by the UNLOCK rocker. - 100% The mask delivers 100% undiluted oxygen. - N The mask delivers diluted oxygen. 4 TEST/RESET pb Permits a test of oxygen flow without removing the mask from the container. It is springloaded to the RESET position. - TEST Provided MAIN SUPPLY pb is selected ON, oxygen flows through the mask. The blinker momentarily displays yellow cross, and the flow is audible. A lengthened hose is provided on the observer mask enabling access to the cargo with the mask. RECOVERING BOOMSET/MICRO FUNCTION WHEN THE OXYGEN MASK IS OUT OF ITS CONTAINER : Oxygen mask remaining out of its container : - Close the oxygen mask container doors. - Pres the test push button in front of the container and release it, (yellow cross disappears). The boomset/micro function is now recovered. Note : If the pilot wishes to use the oxygen mask again and recover the mask micro, R it just has to open the container doors. ATR 42 Model : 400/500
EMERGENCY EQUIPMENT
1.07.30 P1
EMERGENCY EVACUATION
110 NOV 98
AA
EMERGENCY EVACUATION IN CASE OF DITCHING A
EMERGENCY EXIT
B
SERVICE DOOR
C
PASSENGER/CREW DOOR
Note : Be sure that safety pin is removed. Mod. : 4019 + 4358
ATR 42 Model : 400/500
EMERGENCY EQUIPMENT
1.07.30 P2
EMERGENCY EVACUATION
110 NOV 98
AA
EMERGENCY EVACUATION IN CASE OF FORCED LANDING
A
EMERGENCY EXIT
B
SERVICE DOOR
C
Note : Be sure that safety pin is removed.
Mod. : 4019 + 4358
C
PASSENGER/CREW DOOR
ATR 42 Model : 400/500
FIRE PROTECTION
1.08.10 P1
GENERAL
001 NOV 98
AA
10.1 DESCRIPTION The fire protection system is provided in order to ensure : - Detection for : • each engine fire • right nacelle overheat (on ground only) • each cargo compartment and toilets smoke • avionics compartment smoke - Extinguishing for : • each engine • cockpit, cabin and each cargo compartment • toilets waste bin ENGINE FIRE DETECTION SYSTEM Each engine is equipped with a fire detection system which consists of : - Two identical detection loops (A and B) mounted in parallel. - A fire detection control unit. The detection principle is based on the variation of resistance and capacitance of the detection cable (fire signal). If there is only a change in resistance, associated loop will be declared failed by the fire detection control unit (fault signal). 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 2 loops if the other one is selected OFF. RIGHT NACELLE OVERHEAT DETECTION SYSTEM Right nacelle is equipped with an overheat detector. When right nacelle temperature exceeds 170°C, NAC2 OVHT red alarm is triggered on CAP, and the CCAS is activated. CARGO AND TOILETS SMOKE DETECTION SYSTEM R
Forward cargo and after cargo are each equipped with one optical smoke detector. Ambient transmittance is monitored by reflection measurement. Toilets are equipped wih one photoelectric smoke detector. In case of smoke detection, SMOKE" signal is sent to CCAS through the MFC.
ATR 42 Model : 400/500
FIRE PROTECTION
1.08.10 P2
GENERAL
001 NOV 97
AA
R AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3) R The avionics extract air duct is provided with a smoke detection device, linked to the R CCAS. Smoke detection between the avionics compartment and the extract fan R activates a ELEC SMK" red alert on CAP. ENGINE FIRE EXTINGUISHING SYSTEM It includes two extinguishers bottles which may be used for engine n° 1 or engine n° 2. They are located on each side of the fuselage. Dual squibs are installed in the discharge heads on each bottle. For fire extinguishing, the squibs are ignited by depressing the correcponding illuminated AGENT pb on the ENG FIRE panel. The extinguishing agent (freon or halon) is pressurized by nitrogen.
COCKPIT, CABIN AND CARGO COMPARTMENTS FIRE EXTINGUISHING SYSTEM Portable extinguishers are provided to be operated manually (refer to schematic 1.07.10 p. 2 for location). TOILETS WASTE BIN FIRE EXTINGUISHING SYSTEM The system operates automatically when fire is detected (when the temperature is greater than 78°C (172°F).
ATR 42 Model : 400/500
FIRE PROTECTION
1.08.10 P4
001
GENERAL
MAY 98
AA 4
LOOP pb Allows activation of aural and visual alerts when a fire signal (FIRE) or a fault signal (LOOP) is generated by the fire detection control unit for the related loop. (pb pressed in) Aural and visual alerts are activated when a fire or a fault signal is generated by the fire detection control unit for the related loop.
5
OFF
(pb released) Aural and visual alerts are inhibited for the related loop. The OFF light illuminates white. LOOP amber light illuminates on CAP.
FAULT
The light illuminates amber and the CCAS is activated when the associated pb is pressed in and a fault signal is generated by the fire detection control unit. LOOP amber light illuminates on CAP.
TEST sw Spring Loaded in neutral position Spring loaded in neutral position allows a test of the detection of fire and fault signals when both LOOP pbs are selected ON : FAULT
- FAULT lights of both LOOP A and LOOP B pb illuminate - CCAS is activated, LOOP amber light illuminates on CAP.
FIRE
- ENG FIRE red light illuminates in associated fire handle - FUEL SO light illuminates in associated CL if CL isn't in fuel shut off position - CCAS is activated, ENG FIRE red light illuminates on CAP.
R CL FUEL LT
Illuminates red in case of fire signal from associated engine. Extinguishes after CL is set at fuel shut off position or if fire detection signal terminates. ATR 42 Model : 400/500
FLIGHT CONTROLS
1.09.20 P1
ROLL
100 NOV 00
AA
20.1 DESCRIPTION Roll control is achieved through control wheels. SPRING TAB A spring tab provides a flexible compensation which automatically increases with the aerodynamic loads applied on the ailerons, thus ensuring a reduction of the pilot's efforts. R Wheel travel : 87° Ailerons travel : 14° up, 14° down
TOFA-01-09-20-001-A100AA
ROLL TRIM Aileron trim is performed by varying the neutral position setting of the left aileron spring tab with respect to the aileron. It is electrically controlled from a twin control sw through an electrical actuator. R LH aileron trim controlled tab travel : 6.7° up, 6.7° down. Full roll trim travel requires about 15s.
Mod : 4372
ATR 42 Model : 500
FLIGHT CONTROLS
1.09.30 P1
PITCH
001 NOV 00
AA
30.1 DESCRIPTION (See schematic p7/8) Each control column mechanically drives the associated elevator and, through a pitch coupling mechanism, the other elevator and the opposite control column. In case of jamming, pitch control will be recovered by applying on both control columns a differential force (52daN) disengaging the pitch coupling system. The non affected channel allows the aircraft to be operated safety. System recoupling has to be performed on ground. Pitch uncoupling generates PITCH DISCONNECT" red alert. Control column travel : 11.25º up, 6.75º down. Elevators travel : 23ºup, 13º down R Elevators automatic tab travel 60 % of the pitch control course. Pitch trim is performed by offsetting both tabs neutral position. Normal trim (control column) and STBY trim (pedestal) supply appropriate part of each actuator. Each trim tab is activated by a dedicated actuator. The two actuators are synchronized by a flexible shaft. In case of pitch tabs desynchronization : - An alert is generated by the CCAS - Normal and STBY pitch trim control are inoperative - AP disconnects Trim tab travel, displayed on the pitch trim position indicator is added to the automatic tab travel. Elevators trim controlled tab travel : 9º up, 4º down Full pitch trim travel requires about 30s in normal and in STBY control. A stick pusher and a stick shaker are provided, preventing the aircraft from reaching a critical angle of attack. When the detected incidence becomes too high, the MFC sends a signal to an electric actuator which shakes the control column at stall alert thresholds. If angle of attack keeps increasing, a further threshold is reached and the MFC activates the stick pusher ; the complete pitch control linkage assembly is pushed forward. Note : 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 the pusher triggering angle of attack is reached, only the captain control column is pushed forward.
ATR 42 Model : 400/500
FLIGHT CONTROLS
1.09.50 P2
FLAPS
001 DEC 95
AA
50.2 CONTROL FLAPS CONTROL LEVER
Controls the flaps operation. Distinct positions correspond to flaps 0°, 15°, 25° and 35°. To change flaps position, pull up the lever, move it to the selected position (an amber strip at the bottom of the lever is visible as long as the lever is not in one of the three distinct positions) and release the lever. FLAPS POSITION IND
Indicates flaps position. A blue EXT flag appears to indicate that the flap valve is hydraulically commanding flap extension. Note : If EXT flag appears when flaps are extended, it means that there is a leak in the flaps hydraulic circuit. FLAP ASYM It
Illuminates amber when flaps asymmetry exceeds 6,7°. ATR 42 Model : 400/500
FLIGHT CONTROLS
1.09.50 P3
FLAPS
110 NOV 02
AA
R Mod : 4450 or 4580
ATR 42 Model : 500
FLIGHT CONTROLS
1.09.60 P3
100
GUST LOCK
NOV 99
AA
60.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING ELECTRICAL SUPPLY EQUIPMENT
DC BUS SUPPLY (C/B)
Aileron lock ind.
DC EMER BUS (on lateral panel AIL TRIM & AIL LOCK WARN)
Aileron lock CTL
DC ESS BUS (on lateral panel GUST LOCK AIL)
MFC LOGIC See chapter 1.01. SYSTEM MONITORING The following conditions are monitored by visual and aural alerts. - Disagree between Aileron locking actuators and gust lock control (Temporized alert 8 sec). . "MC" flashing amber . "FLT CTL" amber light illuminates on CAP . "AIL LOCK" amber light illuminates on the pedestal . Aural alert is single chime (SC) R
- Aileron locking actuators not fully retracted and PL on TO position. . "MW" flashing red . "CONFIG" red light illuminates on CAP . "FLT CTL" amber light illuminates on CAP . Aural alert is Continuous Repetitive Chime (CRC)
R R R R R R
- Disagree between aileron locking actuators and gust lock control during the T.O. CONFIG TEST . "MW" flashing red . "CONFIG" red light illuminates on CAP . "FLT CTL" amber light illuminates on CAP . Aural alert is Continuous Repetitive Chime (CRC)
Mod : 4372
ATR 42 Model : 500
FLIGHT INSTRUMENTS
1.10.10 P1
AIR DATA SYSTEM
060 NOV 02
AA
10.1 DESCRIPTION The flight environment data are provided by three independent air data systems : - Two main systems, - One standby system. MAIN SYSTEMS Aircraft is equipped with two independent AIR DATA COMPUTERS (ADC). Each computer is supplied with : - static air pressure provided by its specific static ports, - total air pressure provided by its specific pitot probe, - total air temperature provided by its specific TAT probe. Probes and ports are located on the LH and RH side of the fuselage and are electrically heated. From this data, each ADC computes : -
pressure altitude, vertical speed, Indicated Air Speed (IAS), True Air Speed (TAS), Total Air Temperature (TAT), Static Air Temperature (SAT).
ADC 1 supplies : - CAPT flight instruments (altimeter, airspeed ind., vertical speed ind.), - other systems : AHRS 1, FDAU, MFC, GPWS, pressurization, AFCS, ATC 1 and ATC 2 through TCAS control box, and TCAS through ATC 1and ATC 2 (if installed and mode S only). ADC 2 supplies : - F/O flight instruments (altimeter, airspeed ind., vertical speed ind.), - other systems : AHRS 2, FDAU, MFC, pressurization, AFCS, ATC 1 and ATC 2 Note : If ATC 2 mode S is installed, ADC 2 supplies TCAS through ATC 1 and ADC 2 EEC's, TAT/SAT/TAS indicator are supplied either by ADC 1 and ADC 2 according to ADC selector on capt panel. STANDBY SYSTEM The standby system consist of : - two static ports, - a pitot probe. These supply raw data directly to the standby airspeed ind. and the standby altimeter. R Mod : 3832 or 5103 or 5146
ATR 42 Model : 400/500
FLIGHT INSTRUMENTS
1.10.10 P5
001
AIR DATA SYSTEM
NOV 01
AA
TOFA-01-10-10-005-A010AA
STANDBY ALTIMETER (Mb Counter)
1
Baroset value Is displayed in millibars (875 to 1 050 mb).
2
Baroset knob Sets barometric reference on mb counter. Altitude pointer One revolution of pointer represents 1000 ft altitude change. Altitude counter The digital counter is equipped with three drums indicating ten thousands, thousands and hundreds of feet. A black and white flag marks the LH drum (ten thousands) when altitude is between 0 and 9999 ft. An orange and white flag marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft. Note : Allowable deviation between normal altimeter indications and between normal and standby altimeter indications :
3
4
FL (ft)
NORM/NORM (ft)
NORM/STBY (ft)
R
0
55
70
R
5.000
60
150
R
10.000
70
200
R
20.000
100
260
R
25.000
120
300
R R
ATR 42 Model : 400/500
NOV 02
R Mod : 3832 or 5103 or 5146
ATR 42 Model : 400/500
NOV 02
R Mod : 3832 or 5103 or 5146
ATR 42 Model : 400/500
FLIGHT INSTRUMENTS
1.10.10 P8
001
AIR DATA SYSTEM
NOV 97
AA
10.3
ELECTRICAL SUPPLY / SYSTEM MONITORING
ELECTRICAL SUPPLY EQUIPMENT
DC BUS SUPPLY (C/B)
AC BUS SUPPLY (C/B)
R ADC 1 / ADC 2 R R R R R CAPT airspeed ind. and vertical speed ind. TAS/Temperature ind.
DC EMER BUS (Primary on overhead panel ADC 1/2 EMER) HOT EMER BAT BUS (Back-up on overhead panel ADC 1/2 HOT) - Nil -
- Nil -
CAPT altimeter + recording FDAU
- Nil -
26 VAC STBY BUS (on overhead panel ALTM)
F/O airspeed ind. and vertical speed ind.
- Nil -
26 VAC BUS 2 (on overhead panel ASI VSI)
F/O altimeter
- Nil -
26 VAC BUS 2 (on overhead panel ALTM)
DC BUS 1 (on overhead panel STBY ALTM)
- Nil -
Standby altimeter vibrator
- Nil -
26 VAC STBY BUS (on overhead panel ASI VSI ALTM)
SYSTEM MONITORING The following conditions are monitored by visual alerts : - Loss of ADC • See ADC FAULT procedure in chapter 2.05.12. - Incorrect ADC switching • See ADC SW FAULT procedure in chapter 2.05.12.
ATR 42 Model : 400/500
FLIGHT INSTRUMENTS
1.10.30 P3
EFIS
001 NOV 98
AA
8
Lateral ARM & CAPTURE See chapter 1.04.10.
9
Vertical ARM 1 CAPTURE See chapter 1.04.10.
10
Flight Director Command bars (magenta) Display computed commands to capture and maintain a desired flight path. The commands are satisfied by flying the aircraft symbol to the command bars.
11
Glideslope and Localizer indication . Deviation from ILS glideslope is indicated by an index on a scale which is marked by dots. . Deviation from localizer is indicated by an index on a scale which is marked by dots. Note : Indexes and scales are visible only when an ILS frequency is selected on the related NAV control box.
12
DH indication and annunciator . Displays the selected decision height in feet (blue), and the "DH" letters in white. When selected DH is set to zero, DH information disappears from EADI. Maximum selectable Decision Height is 990 ft. . When aircraft radio-altitude reaches selected decision height + 100 ft, a white box appears near the radio altitude information on EADI. When aircraft radio-altitude becomes lower than selected decision height, the amber "DH" symbol illuminates inside the white box.
13
Radio altitude indication Displays in blue the radio-altitude and in white the RA letters. When radio-altitude indication is not valid, this information is replaced by amber dashes. Range of readable radio-altitude is from - 20 ft to 2500 ft. Above 2500 ft, radio altitude information is not displayed. See chapter 1.15.30.
R
ATR 42 Model : 400/500
1.10.30
FLIGHT INSTRUMENTS P9 EFIS
100 DEC 06
AA
EFIS CONTROL PANEL (ECP)
1
2
3
4
5
6
7
FULL/ARC pb Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI. At power up, FULL mode is automatically displayed. GSPD/TTG pb Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to go (TTG) on EHSI display. At power up, Groundspeed is displayed. This pb is inoperative in composite mode. ADI/DIM/DH/TST knobs - Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness. Automatic setting is also performed when ambient brighness changes. - Inner knob (DH TST) is used to set decision height from - 10 to 990 ft. Depressing it enables a test of the EFIS system and radio altimeter : . Test of the EFIS is only functional on ground, all failure messages appear on EFIS. . Radio altimeter test is performed in flight as well as on ground. RA indication displays 100 ft on EADI. CAUTION : In flight, the RA test provides the radar with altitude information which trigger undue GPWS alerts. HSI/DIM/WX/DIM knobs - Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness. Automatic setting is also performed when ambient brighness changes. - Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set average brightness in relation to other traces. N° 1 BRG (0) selector To select blue bearing pointer to VOR 1 or to ADF 1 or to GPS active waypoint. On OFF position, blue pointer disappears from EHSI. Note : RNV1 position is inoperative when MAP display is active. N° 2 BRG (◊) selector To select green bearing pointer to VOR 2 or to ADF 2 or to GPS active waypoint. On OFF position, green pointer disappears from EHSI. Note : RNV2 position is inoperative when MAP display is active. Refer to 1.15.60.
Mod : 5243 or (5506 +(4885 or 5020 or 5176))
ATR 42 Model : 400/500
1.10.50
FLIGHT INSTRUMENTS P1 FLIGHT RECORDERS
100 DEC 06
AA
50.1 DESCRIPTION The aircraft is equipped with : - a Cockpit Voice Recorder, CVR, and - a Digital Flight Data Recorder, DFDR. The recorders are automatically energized as soon as the aircraft is on its own electrical supply and are switched OFF automatically TeN minutes after engines cut. When the aircraft is on external power, recorders are OFF until one engine is started. They can be energized by selecting ON the RCDR pushbutton, and deenergized by pushing the RESET pushbutton. Each recorder is equipped with an underwater acoustic beacon which is used to locate the recorder in the event of an aircraft accident over the sea. The beacons actuate immediately after immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection range is 3.5 km (4,000 yards). CVR All crew communications transmitted through the RCAU are recorded. In addition, a CVR microphone, located below the overhead panel, acquires cockpit conversation and aural alerts for recording. Cabin crew announcements are also recorded. Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the parking break is set. DFDR Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts them into digital data. The data are recorded by the DFDR which stores them on a magnetic tape. The 25 last hours of flight are retained.
Mod : 5567
1.10.50
FLIGHT INSTRUMENTS P2 FLIGHT RECORDERS AA
50.2 CONTROLS FLIGHT DATA ENTRY PANEL (FDEP)
NOT APPLICABLE
Mod : 5567
100 DEC 06
FUEL SYSTEM GENERAL
1.11.10 P3
001 DEC 05
AA
ENGINE FEED (See schematic p 13/14) In normal conditions, each engine is supplied from its associated wing tank. Fuel flow/fuel used ind. allow the crew to monitor fuel consumption for each engine. Each tank is fitted with a 200 l feeder compartment always full of fuel protecting the engine feed system against negative or lateral load factors. In the feeder compartment, an electrical pump and a jet pump are installed. The jet pump is activated by HP fuel from the engine HMU and is controlled by a motive flow valve. Note : Each electrical pump is able to supply one engine in the whole flight envelope. In normal operation, the electrical pump is only used to start the engine. After start , jet pump takes over automatically. R If jet pump pressure drops below 350 mbar (5PSI), the electrical pump is automatically activated to supply the engine. A crossfeed valve, controlled by an electrically operated actuator, allows both engines to be fed from one side or one engine to be fed by either tank, allowing control of an unbalance situation. When the crossfeed valve is open, a blue “FUEL X FEED” light comes on memo panel. In this case, the two electrical pumps are automatically actuated. It’s possible to use only one fuel tank by switching off the opposite pump pb. At the fuel outlet of each tank a fuel LP valve, controlled by the associated fire handle, is installed.
ATR 42 Model :400/500
FUEL SYSTEM
1.11.10 P6
GENERAL
001 NOV 98
AA
FUEL QTY PANEL
1
2
3
FUEL QTY indications Fuel quantity in each tank is displayed in kg. Test pb Pressing the test button will check both measurement channels and, if the functioning is normal, display all 8's. At the same time, CCAS is activated, MC flashes amber, SC is heard. LO LVL amber lights Each light illuminates amber and the CCAS is activated when quantity of the concerned display becomes lower than 160 kg ; in addition, the corresponding electrical pump is automatically actuated.
FF/FU IND.
1
R
2
3
A fuel flow/fuel used ind. is provided for each engine. FF indication The mass fuel flow to the engine is indicated by a pointer on a scale graduated in kg/h X 100 FU counter On the digital read out, fuel used is indicated in kg. This value is computed by integration of the fuel flow parameter. FU reset knob The fuel used counter is reset to 0 by pulling associated ind. reset knob. Note : All the digits (on the FU counter as well as on the FUEL QTY ind.) may be tested by the overhead panel ANN LIGHT switch on TEST position. ATR 42 Model : 400/500
FUEL SYSTEM
1.11.10 P7
GENERAL
001 NOV 00
AA xxx
Yellow sector : Green sector : Yellow sector : Red dash :
-54ºC to 0ºC 0ºC to 50ºC 50ºc to 57ºC -54ºC and +57ºC
ATR 42 Model : 400/500
DEC 07
R
-
HYDRAULIC SYSTEM
1.12.10 P3
GENERAL
001 MAY 98
AA
10.2 CONTROLS HYD PWR PANEL
1
2
3
R 4
5
Main pumps pbs Control activation/deactivation of ACW electric motor driven pumps. ON (pb pressed in) Pump is energized OFF (pb released) Pump is deactivated, OFF It illuminates white. LO PR The light illuminates amber and the CCAS is activated through the MFC when the associated pump delivered fluid pressure drops below 1500 PSI (103,5 bars). Auxiliary pump pb Controls operating mode of DC auxiliary pump. AUTOMATIC (pb pressed in) Pump runs as soon as the following conditions are met : - ACW blue pump pressure below 1500 PSI and, - propeller brake released and, - gear handle selected DOWN and, - at least one engine running OFF (pb released) Auxiliary pump is deactivated, OFF illuminates white. LO PR The light illuminates amber and CCAS is activated when auxiliary pump outlet pressure is detected lower than 1500 PSI and functioning conditions are met. XFEED pb Controls opening and closure of the crossfeed valve. OFF (pb released) Crossfeed valve is closed. Both hydraulic circuits are separated. ON (pb pressed in) Crossfeed valve is selected open. Both hydraulic circuits are connected. ON It illuminates white. OVHT It The It illuminates amber and the CCAS is activated when pump case drain line overheat is detected (T > 121° C/250° F) LO LEVEL It The It illuminates amber and the CCAS is activated when associated tank compartment fluid quantity drops below 2.5 l (0.67 US gal). The X FEED automatically closes. ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.20 P3
ANTI ICING ADVISORY SYSTEM
050 NOV 99
AA
20.2 CONTROLS ICE DETECTOR PANEL
1
ICE DET INDICATION LIGHT ICING illuminates steady amber when ice accretion is detected provided both horns anti icing and airframe de icing are selected ON. ICING flashes amber when ice accretion is detected and horns anti icing and/or airframe de icing are not selected ON. FAULT illuminates amber when a system failure is detected (detector fault, loss of power supply).
2
ICE DET PTT The push to test pb is used to check the ice detector correct operation. Press and hold test button for 3 seconds. - ICING amber light flashes on central panel (with associated warning) if system works correctly. - ICE DET FAULT illuminates, (with associated central warnings) if an ice detector failure is detected.
3
ICING AOA pb - ICING AOA It illuminates green as soon as one horns anti icing Pb is selected ON, reminding the crew of stall alarm threshold being lower in icing conditions. - ICING AOA It can only be extinguished manually by depressing it, provided both horns anti icing are selected OFF. In this case, stall alarm threshold recovers the values defined for flight in normal conditions.
R R R
Mod : 5008
ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.30 P2
001
ENGINE AND WING PROTECTION
NOV 01
AA
TIME SEQUENCE DIAGRAM NORMAL MODE (AUTOMATIC SELECTION PILOTED BY MFC)
BEGINNING OF THE FOLLOWING SEQUENCE AT : - 60 SEC (FAST MODE) -180 SEC (SLOW MODE) OVRD MODE (SEPARATED TIMER)
R
BEGINNING OF THE FOLLOWING SEQUENCE AT 60 SEC (FAST MODE) Note : When de icing OVRD mode is selected, boots inflate according to a separate timer and MFC is totally by passed.
ATR 42 Model : 400/500
1.13.30
ICE AND RAIN PROTECTION P3 ENGINE AND WING PROTECTION
001 DEC 09
AA
30.2 CONTROLS ENGINE/WING DE ICING PANEL
1
AIRFRAME AIR BLEED pb Controls both de ice and isolation valves. Pb pressed in Normal operation. Both DE ICE and ISOLATION VALVES are open. OFF
(pb released) OFF light comes on white. Both DE ICE and isolation valves are closed. However engine de-- icing may be used (engine de-- icing selected ON will open de-- ice valve). But airframe de-- icing is never available.
FAULT The light illuminates amber and the CCAS is activated when : - Air pressure downstream of the de-- ice valves stays below 14 PSI. R - Air temperature upstream of the de-- ice valves exceeds 230°C. The alert is inhibited when pb is released. 2
AIRFRAME pb Controls the outputs A and B of both wings and stabilizers distribution valves. ON (pb pressed in) Signal is sent to the MFC in order to initiate a de-- icing cycle depending on MODE SEL pb. ON light illuminates blue. Pb released In normal operation. Associated boots stay deflated. FAULT The light illuminates amber and the CCAS is activated when inflation sequencing of airframe boots A and B is not correct : - Associated distribution valve output has been controlled open but no downstream pressure has been detected, or - Associated distribution valve output has been controlled closed but a downstream pressure is detected. ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.30 P5
ENGINE AND WING PROTECTION
001 NOV 01
AA 6
MODE SEL AUTO pb Pb release
R R R
FAULT
MAN
Normal operation (automatic operating mode). The DE-ICING MODE SEL pb (4) is inoperative. The cycle selection is provided by ADC1, MFC1B, MFC1B, ADC2 and MFC2B. Illuminates amber and the CCAS is activated when MFC (1B or 2B) and/or ADC failure occurs. The DE-ICING MODE SEL pb (4) is inoperative. In this case the FAST mode is automatically activated. (pb pressed in) The DE-ICING MODE SEL pb (4) is operative and allows the crew to select the appropriate timing cycle depending on SAT. MAN illuminates white.
ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.30 P8
ENGINE AND WING PROTECTION
001 NOV 01
AA
SYSTEM MONITORING The following conditions are monitored by visual and aural alerts : - LOW pressure in the de icing common air manifold (p < 14 PSI and t > 6s) • See AIRFRAME AIR BLEED FAULT procedure in chapter 2.05.09 - Distribution valve output controlled open but no downstream pressure detected or controlled closed but downstream pressure detected. • See AIRFRAME or ENG, DE ICING FAULT procedure in chapter 2.05.09 - Power loss on a horn anti-icing unit • See HORNS ANTI ICING FAULT procedure in chapter 2.05.09 R - MFC 1B or 2B and/or ADC failure. Discrepancy between outputs • See MODE SEL AUTO FAULT procedure in chapter 2.05.09 • Boots do not operate following MFC failure or both boots A and B of the same engine are supplied 200 sec after eng cycle beginning or Boots A(B) of both engines are supplied while boots B(A) are not supplied 20 sec after eng. cycle beginning. • See DE ICING MODE SEL FAULT procedure in chapter 2.05.09
ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.40 P3
001
PROPELLER ANTI ICING
NOV 01
AA
3
R R R
MODE SEL AUTO pb (Same pb as ENGINE AND WING PROTECTION) Pb released Normal operation (automatic operating mode). The ANTI-ICING MODE SEL pb (2) is inoperative. The cycle selection is provided by ADC1, MFC1B, MFC1B, ADC2 and MFC2B. FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B) and/or ADC failure occurs. The ANTI-ICING MODE SEL pb (2) is inoperative. In this case the HIGH POWER mode is automatically activated. MAN (pb pressed in) The ANTI-ICING MODE SEL pb (2) is operative and allows the crew to select the appropriate timing cycle depending on SAT. MAN illuminates white.
ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.40 P4
PROPELLER ANTI ICING
001 NOV 01
AA
40.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING ELECTRICAL SUPPLY EQUIPMENT
DC BUS SUPPLY (C/B)
AC BUS SUPPLY (C/B)
Propeller 1 anti-icing PWR
- Nil -
Propeller 2 anti-icing PWR
- Nil -
AC wild BUS 1 (on lateral panel PROP1 ANTI ICING PWR SPLY) AC wild BUS 2 (on lateral panel PROP2 ANTI ICING PWR SPLY)
Prop anti-icing CTL and Ind
DC EMER BUS (on lateral panel PROP CTL and IND)
Note : Propeller anti icing is inhibited when Np is below 63 %. MFC LOGIC See chapter 1.01 SYSTEM MONITORING The following conditions are monitored by visual and aural alerts : - One or more blade heating unit (s) inoperative. SSee PROP ANTI-ICING FAULT procedure in chapter 2.05.09. R - MFC 1B or 2B and/or ADC failure, discrepancy between outputs. SSee MODE SEL AUTO FAULT procedure in chapter 2.05.09.
ATR 42 Model : 400/500
ICE AND RAIN PROTECTION
1.13.70 P1
RAIN PROTECTION
001 NOV 97
AA
70.1 DESCRIPTION Rain removal from front windshields is provided by two wipers : each wiper is driven by a two speed electric motor. They are controlled by two WIPER selectors on the overhead panel : one for the Captain, and one for the F/O. Maximum speed to operate the wipers is 160 kt. 70.2 CONTROLS
WIPER rotary selector Controls the windshield wiper on the associated side. FAST wiper operates at 130 cycles/mn. SLOW wiper operates at 80 cycles/mn. OFF wiper operation stops at the end-of-travel (Park) position. 70.3 ELECTRICAL SUPPLY EQUIPMENT
DC BUS SUPPLY (C/B)
R Captain wiper
DC ESS BUS (on lateral panel CAPT)
F/O wiper
DC BUS 2 (on lateral panel F/O
ATR 42 Model : 400/500
DEC 06
R
brakes, each operated
NAVIGATION SYSTEM
1.15.00 P1
CONTENTS
090 NOV 00
AA
1.15.00
CONTENTS
1.15.10 10.1 10.2 10.3
VOR/ILS/MKR/DME SYSTEM DESCRIPTION CONTROLS ELECTRICAL SUPPLY
1.15.20 20.1 20.2 20.3
ADF SYSTEM DESCRIPTION CONTROLS ELECTRICAL SUPPLY
1.15.30 30.1 30.2
RADIO ALTIMETER DESCRIPTION ELECTRICAL SUPPLY
1.15.40 40.1 40.2 40.3 40.4
GROUND PROXIMITY WARNING SYSTEM DESCRIPTION CONTROLS ELECTRICAL SUPPLY/SYSTEM MONITORING SCHEMATIC
1.15.50 50.1 50.2 50.3
WEATHER RADAR DESCRIPTION CONTROLS ELECTRICAL SUPPLY
1.15.60 60.1 60.2 60.3 60.4
GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) DESCRIPTION CONTROLS ELECTRICAL SUPPLY SCHEMATIC
R Mod : 4654 or 4885 or 5020 or 5176
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.20 P3
ADF SYSTEM
001 NOV 99
AA 6
STO button Allows to enter frequencies into the four memory positions. - Preset the frequency to be stored. - Push the STO button : upper window displays an available memory channel. - For 5 seconds, the MEM switch may be used to change the channel number. - Push the STO button a second time : displayed frequency is stored in the displayed channel. - After 5 seconds, the control returns to normal operation.
7
ACT button In normal operation, frequency select knobs(2) change the preset frequency display. After a 2 second push on the ACT button the bottom, window displays dashes, the knobs directly act on the active frequency. A second push on the button enables return to normal operation.
8
TEST button Is used to initiate the radio self test diagnostic routine.
9
Annonciators MEM (Memory) : illuminates when a preset frequency is being displayed in the lower window. RMT (Remote) : illuminates when the ADF control box is being remotely controlled by an other system (FMS, NCS, etc...). Light sensor Automatically adjusts the display brightness.
10
20.3 ELECTRICAL SUPPLY
R
EQUIPMENT
DC BUS SUPPLY (C/B)
ADF 1
DC STBY BUS (on overhead panel ADF 1)
ADF 2 (if installed)
DC BUS 2 (on overhead panel ADF 2)
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P1
GPWS
110 DEC 04
AA
40.1 DESCRIPTION (See schematic p 9/10) The Enhanced Ground Proximity Warning System (EGPWS) provides visual and aural alerts in case of dangerous flight path conditions which would result in inadvertent ground contact if maintained. The EGPWS performs the following alert modes : - Basic GPWS modes . Mode 1 :- excessive descent rate . Mode 2 - excessive terrain closure rate . Mode 3 - altitude loss after take-off . Mode 4 - unsafe terrain clearance . Mode 5 - below glideslope . Mode 6 - altitude callouts - Enhanced modes : . Terrain Clearance Floor (TCF) . Terrain Awareness & Display (TAD) The system includes : - one EGPWS computer - two GPWS/GS" lights illuminated when alert is activated - one FAULT/OFF" light and a selector dedicated to basic GPWS part - one TERR" pushbutton dedicated to enhanced mode - two DSP SEL" pushbuttons for display selection on EFIS To operate, the system requires data supply from ADC1, ILS2, Radio Altimeter, AHRS1, R GNSS or EGPWS internal GPS card, WX Radar, flaps position transmitter and gear lever position transmitter. The system provides SGU1 & 2 with terrain data to perform display on EFIS.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P2
GPWS
110 DEC 04
AA
ALERT MODES MODE 1 - EXCESSIVE DESCENT RATE If the aircraft penetrates the outer envelope, the SINK RATE" voice alert is generated and the red GPWS" warning lights illuminate. If the aircraft penetrates the inner envelope, the PULL UP" voice alert is generated and the red GPWS" warning lights illuminate. This mode does not depend on the aircraft configuration.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P2A
GPWS
110 DEC 04
AA
MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE S FLAPS NOT IN LANDING CONFIGURATION When the aircraft penetrates the envelope, the TERRAIN - TERRAIN" voice alert is generated and the red GPWS" warning lights illuminate. If the aircraft continues to penetrate the envelope, the PULL UP" voice alert is now generated with the red GPWS" lights always illuminated. When the warning conditions no longer exist, the TERRAIN - TERRAIN" aural message is heard until the aircraft pressure altitude has increased by 300 feet of altitude or 45 seconds has elapsed. Note that the upper altitude limit is reduced to 1250 feet if Geometric Altitude is valid.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P3
GPWS
110 DEC 04
AA
S FLAPS IN LANDING CONFIGURATION When the aircraft penetrates the envelope, the TERRAIN -TERRAIN" voice alert is generated and the red GPWS" warning lights illuminate.
MODE 3 - ALTITUDE LOSS AFTER TAKE-OFF When the aircraft penetrates the envelope, the DON'T SINK" voice alert is generated and the red GPWS" warning lights illuminate.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
1.15.40
NAVIGATION SYSTEM P 4 GPWS
110 DEC 09
AA
MODE 4 - UNSAFE TERRAIN CLEARANCE S GEAR UP
R
This mode is active during cruise and approach with gear not in landing configuration. When the aircraft penetrates the envelope at a speed higher than 190 kts with gear not down and locked, the “TOO LOW TERRAIN” voice alert is generated and the red “GPWS” warning lights illuminate. Note that the “TOO LOW TERRAIN” warning area upper limit is reduced to 500 feet if Geometric Altitude is valid. If penetration is performed at a speed lower than 190 kts with gear not down, the “TOO LOW GEAR” voice alert is generated and the red “GPWS” warning lights illuminate.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 4A
GPWS
110 DEC 04
AA
S FLAPS UP This mode is active during cruise and approach with gear down and flaps not in landing configuration. When the aircraft penetrates the envelope at a speed higher than 159 kts, the TOO LOW TERRAIN" voice alert is generated and the red GPWS" warning lights illuminate. Note that the TOO LOW TERRAIN" warning area upper limit is reduced to 500 feet if Geometric Altitude is valid. if penetration is performed at a speed lower than 159 kts, the TOO LOW FLAPS" voice alert is generated and the red GPWS" warning lights illuminate. The GPWS selector enables a landing with flaps not in landing configuration without incuring a warning.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 5
GPWS AA
110 DEC 04
S TAKE OFF This mode is active during take off with either gear and flaps not in landing configuration. When the aircraft penetrates the envelope, the TOO LOW TERRAIN" voice alert is generated and the red GPWS" warning lights illuminate.
MODE 5 - BELOW GLIDESLOPE This mode is active during front course ILS approaches. When the aircraft is more than 1.3 dots below the beam and penetrates the outer envelope , the GLIDE SLOPE" voice alert is generated softly. If the inner envelope is penetrated, the same voice alert repeats faster with an higher volume. In both cases the amber G/S" caution lights illuminate. These alerts can be inhibited below 2000 feet AGL if ILS is tuned by depressing one of the GPWS/GS" switches. The mode automatically rearms by ascent above 2000 feet AGL or landing or selection of a non-ILS frequency.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 6
GPWS
150 DEC 04
AA
MODE 6 - ALTITUDE CALLOUTS - A FIVE HUNDRED" foot callout is available during non-precision approach or if the aircraft is outside ± 2 dots glideslope deviation. - A MINIMUM - MINIMUM" audio callout is generated when the aircraft passes with gear down through the selected decision height.
- A BANK ANGLE - BANK ANGLE" aural warning is available to cover excessive roll angle
Mod. : 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 6A
GPWS
110 DEC 04
AA
TERRAIN CLEARANCE FLOOR The Terrain Clearance Floor (TCF) mode creates an increasing terrain clearance envelope around the airport runway directly related to the distance from the runway. The alert is based on current aircraft location, nearest runway center point position and radio altitude. TCF is activated during takeoff, cruise and final approach and complement existing Mode 4 by providing an alert based on insufficient terrain clearance even when in landing configuration. A Runway Field Clearance Floor (RFCF) alert is also provided for runways that are located on top of a hill. This alert is similar to the TCF alert but is based on height above runway. The aural message Too Low Terrain" will occur once at the initial TCF envelope penetration and one time thereafter for each 20% degradation in radio altitude. At the same time GPWS" red alert lamp are illuminated and remain on until the alert envelope is exited.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 6B
GPWS
150 DEC 04
AA
TERRAIN AND OBSTACLE AWARENESS This function uses aircraft geographic position provided by an aircraft GPS or an optional internal GPS card, aircraft altitude and a worldwide terrain database to predict potential conflicts between the aircraft flight path and the terrain, and to provide aural alert and graphic displays of the conflicting terrain. S Terrain / Obstacle Alerting Caution and Warning envelopes below and ahead of the aircraft path are computed as a function of airspeed and flight path angle. It the aircraft penetrates the Caution envelope boundary, an aural message TERRAIN AHEAD. TERRAIN AHEAD" or OBSTACLE AHEAD, OBSTACLE AHEAD" (for obstacle detection) is generated with the red GPWS" lights illuminated on each instrument panel. Simultaneously, terrain areas, which conflict with the Caution criteria, are shown in solid yellow on the Terrain Display. If the aircraft penetrates the Warning envelope boundary, an aural message TERRAIN AHEAD, PULL UP" or OBSTACLE AHEAD, PULL UP" (for obstacle detection) is generated with the red GPWS" lights illuminated on each instrument panel. Simultaneously, terrain areas, which conflict with the Caution criteria, are shown in solid red on the Terrain Display. S Terrain /Obstacle Display The terrain data can be displayed on the Electronic Flight Instrument System (EFIS). When the Terrain Display is present, it replaces the Weather Radar display and can be available to the flight crew at any time. A discrete pop-up signal provided by EGPWS is used to automatically display on EFIS the detected threatening terrain or obstacle with an auto-range of 10Nm,whatever is the previous information displayed. The local terrain forward of the aircraft is depicted as variable density dot patterns in green, yellow or red. The density and color being a function of how close the terrain is relative to aircraft altitude. Terrain Alerts are depicted by painting the threatening terrain or obstacle as solid yellow or red.
Mod. : 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 6C
GPWS
110 DEC 04
AA
An optional Peaks display adds additional density patterns and level threshold to the standard mode display. At altitudes safely above all terrain for the display range chosen, the terrain is displayed independently of aircraft altitude. The Peaks display includes a solid green level to indicate the highest non-threatening terrain. The red and yellow dot patterns, and solid red and yellow colors are unchanged with regard to the standard display. The terrain identified as water (0 feet MSL) is displayed as cyan dots. Two elevation numbers (in hundreds of feet above MSL) with the highest terrain on top and the lowest terrain under it are displayed with the corresponding colors to indicate the highest and lowest terrain currently being displayed. A single elevation number (high altitude) is displayed when the screen is all black or blue as a result of flying over water or relative flat terrain where there is no appreciable difference in terrain elevations. Peaks terrain background display
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 7
GPWS
110 DEC 04
AA
40.2 CONTROLS GPWS - G/S FB
The pbs on CAPT and F/O panels are identical and connected in parallel. GPWS and G/S indications are integrated into the pbs. GPWS illuminates red as long as any mode 1 - 2 - 3 - 4 - TCF - TAD alert is activated. The illumination is accompanied by the voice alert for the particular mode. G/S illuminates amber as long as a mode 5 alert is activated. The illumination is accompanied by the voice alert for this particular mode. Pressed . On ground will perform the system test - both GPWS and TERR FAULT lights illuminate on left panel - GPWS FAULT light on CAP turns on - G/S amber lights on both pilot panel turn on - GLIDESLOPE aural alert is broadcast - G/S amber lights turn off - GPWS red lights on both pilot panels turn on - PULL UP aural alert is broadcast - GPWS red lights turn off - GPWS red lights on both pilot panels turn on - TERR blue lights on DSP SEL pbs on both pilot panels turn on - Terrain Display test pattern is displayed on each EFIS - TERRAIN AHEAD PULL UP aural alert is broadcoast - GPWS red lights turn off - After 12 sec, Terrain Display test pattern disappears on each EFIS - both GPWS and TERR FAULT lights on left panel turn off - GPWS FAULT light on CAP turns off . below 2000 feet, will inhibit the mode 5 alert (aural and visual)
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 7A
GPWS
110 DEC 04
AA
GPWS SELECTOR
The selector is guarded and wirelocked on NORM position. NORM All basic GPWS modes alerts are operative. FLAP OVRD Mode 4 alert caused by flap extension, at less than landing configuration is inhibited to avoid nuisance warnings in case of landing with reduced flap setting. OFF All basic GPWS modes alerts are inhibited.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 7B
110
GPWS
DEC 04
AA
GPWS Light
FAULT OFF
illuminates amber when some or all GPWS basic modes are lost. illuminates white when GPWS selector on OFF position.
TERR Guarded pb
Pressed all Enhanced (TAD & TCF) modes are operative. FAULT illuminates amber when some or all Enhanced modes are lost. OFF illiminated white when TERR pb is released to inhibit Enhanced modes. DSP SEL pb
RDR TERR
illuminates blue when Weather Radar display is selected on EFIS. illuminates blue when Terrain display is selected on EFIS.
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.40 P 8
110
GPWS
DEC 04
AA
40.3 ELECTRICAL SUPPLY/SYSTEM MONITORING ELECTRICAL SUPPLY EQUIPMENT
DC BUS SUPPLY (C/B)
EGPWS computer GPWS-G/S alert GPWS light TERR pb DSP SEL pb GPWS FAULT indication on CAP
DC BUS 1 (on overhead panel EGPWS COMPTR & WARN)
DC BUS 2 (on overhead panel)
SYSTEM MONITORING The conditions are monitored by visual alerts : - EGPWS computer internal failure or power supply loss. S GPWS FAULT amber light illuminates on CAP S both GPWS and TERR FAULT amber lights illuminate on left panel. - ADC1 loss S GPWS FAULT amber light amber light illuminates on CAP S both GPWS and TERR FAULT amber lights illuminate on left panel. - Radio altimeter loss S GPWS FAULT amber light illuminates on CAP and on the 2VU left panel - GNSS or AHRS1 loss S GPWS FAULT amber light illuminates on CAP S TERR FAULT amber light illuminates on the 2VU left panel
R Mod. : 5313 or 5467
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.50 P1
010
WEATHER RADAR
NOV 99
AA
50.1 DESCRIPTION Weather radar system is designed for weather impediments detection, up to 300 NM in a 45 degree sector on each side of aircraft path. Weather impediments are displayed on the EHSI(S) in ARC mode, in 4 colors according to the intensity of rain detected. Weather radar can also be used in MAP mode to display ground obstacles.
System is controlled with the weather radar control panel. Modes selected on this panel are displayed on the EHSI.
Mod : 5016
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.50 P2
WEATHER RADAR
010 NOV 99
AA
50.2 CONTROLS
TOFA-01-15-50-002-010AA
WEATHER RADAR CONTROL PANEL
1
Mode selector Enables the selection of the operating mode. OFF position : The radar system is turned off (WX displayed amber on the EFIS). SBY position : (STBY displayed green on the EFIS) Places the radar in a ready state with the antenna scan stopped and the transmitter inhibited. WX position : (WX displayed green on the EFIS) Selects the weather detection mode, displaying five different levels. Level 0 : Black No detectable cloud Level 1 : Green Moderate storm Level 2 : Yellow Less severe storm Level 3 : Red Strong storm Level 4 : Magenta Intense storm On the ground, the system is automatically forced in SBY position for safety. If needed, it is possible to restore the active WX mode by pushing the STAB button four times in three seconds. GMAP position : (GMAP displayed green on the EFIS) Selects the ground mapping mode using four different levels. Level 0 : Black No return Level 1 : Cyan Least reflective return Level 2 : Yellow Moderate return Level 3 : Magenta Strong return FP position : TST position :
Mod : 5016
(FPLN displayed green on the EFIS). Clears the screen of radar data and put it in the flight plan mode. The target alert mode (TGT) can be used in FP mode. (TEST displayed on the EFIS) displays a test pattern to verify the system. ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.50 P3
WEATHER RADAR
010 NOV 99
AA 2
TILT control Is used to adjust the antenna pitch from 15o down to 15o up.
3
RANGE push buttons Select the different operating ranges from 5 to 300 NM. In the FP mode, additional ranges of 500 and 1000 miles are available.
4
GAIN rotary control and push/pull switch When the switch is pushed, the system enters the preset, calibrated gain mode, in this mode, the rotary control does nothing. When the switch is pulled, the system enters the variable gain mode, adjustable by the rotary control (VAR is displayed amber on the EFIS).
5
RCT push button Activates or deactivates the REACT mode which compensates for attenuation of the radar signal as it passes through rain fall. The cyan field indicates areas where further compensation is not possible. Any target detected in these areas will be displayed in magenta and should be considered dangerous.
6
STAB push button Turns the pitch and roll stability ON and OFF.
7
TGT push button Activates and deactivates the radar target alert mode. When activated, TGT is displayed green on the EFIS and the system monitors beyond the selected range and 7.5o on each side of the aircraft heading. If a characteristic return is detected in the monitored area, the TGT legend on the EFIS changes from green to amber. TGT alert can only be selected in the WX and FP modes.
8
SECT push button Is used to select either the normal 12 looks/mn 120o scan or the faster update 24 looks/mn 60o sector scan.
Mod : 5016
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.50 P4
WEATHER RADAR
010 NOV 99
AA
EHSI DISPLAY
1 TOFA–01–15–50–004–010AA
wx
1
Radar Mode Annunciator Appears as soon as the weather radar is switched on. D WAIT (green) : corresponds to the radar unit warning up time (is illuminated during 90 seconds) D STBY (green) : radar is in STBY mode. D TEST (green) : illuminates green when a test is initiated D WX : - illuminates green when radar is operative - illuminates amber to indicate that radar is not working when Ąit is either : . selected ON on EFIS Control Panel (ECP) but OFF on Radar Control box. . or selected ON on both ECP and Radar Control box but antenna is not scanning. D G MAP (green) : enables to display the ground obstacles D RCT (green) : Rain Echo Attenuation Compensation Technique mode is engaged. D TX (magenta) : illuminates when radar operates with the screen dimmed.
2
Distance indication (white) Appears as soon as ARC mode is selected on EHSI.
3
Weather indication Is displayed in four colors.
Mod : 5016
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.50 P5
WEATHER RADAR
010 NOV 99
AA
LEFT INTENTIONALLY BLANK
Mod : 5016
ATR 42 Model : 400/500
NAVIGATION SYSTEM
1.15.50 P6
WEATHER RADAR
010 DEC 03
AA
50.3 ELECTRICAL SUPPLY EQUIPMENT Weather radar
Mod : 5016
DC BUS SUPPLY (C/B)
AC BUS SUPPLY (C/B)
DC BUS 1
26 VAC STBY BUS
(on overhead panel 28 VDC)
(on overhead panel 26 VDC)
ATR 42 Model : 400/500
1.15.60
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
GNSS
P1
120 OCT 08
AA
60.1 DESCRIPTION (See schematic p11/12) Using information provided by a constellation of 24 satellites (the HT 1000 is able to track up to 12 satellites at a time), GNSS is an automatic tridimensional (latitude, longitude, altitude) location and navigation means. It also uses data recorded in a data base. The data base is stored in the NPU and is updated every 28 days on the ground using a specific data loader. The effective date periods are displayed on the MCDU IDENT page. The navigation is normally performed using the GPS sensor (GPS mode). In the R case of the GPS position becomes unavailable, the HT1000 reverts to DME-- DME mode R (if installed) and radio coverage allows it. If not, the dead reckoning mode (DR) R is used as a back-- up using true airspeed, heading and the last computed wind data.
FUNCTIONS HT 1000 is capable of performing all the functions associated with the great circle navigation. It mainly allows to perform: - ”Direct To” navigation - Flight plan navigation - Navigation to nearest airport (or nearest VOR, NDB...) - Vertical navigation (non coupled to auto pilot) - Non precision approach To know all the functions available, refer to the table of contents of the HT 1000 pilot’s guide.
Mod 5176 + (4839 or 4656)
ATR 42 Model 400/500
1.15.60
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM GNSS
P2
190 DEC 06
AA
60.2 CONTROLS HT 1000 CONTROLS
The MCDU is the pilot interface for operation and data entry of the HT 1000 and also displays routes and advisory data on a color 5.5” liquid crystal display. The display has 14 lines of data with 24 characters per line. The MCDU keyboards provides for data input and display selection and control. Two MCDU are installed. Each MCDU is interfaced with its on-- side instrumentation.
Mod : (4885 or 5020 or 5176) + 5506
1.15.60
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
GNSS
P3
190 DEC 06
AA
EFIS CONTROL PANEL
1
2
3
4
Map pb Repetitive action on this pb selects alternately MAP display and ARC display on EHSI. In MAP selection, waypoints of the flight plan are displayed in white except the active waypoint which is magenta. V/L pb Action on this pushbutton causes selection of the VOR/LOC mode. RNV pb Action on this pushbutton causes selection of the GNSS mode. Refer to 1.10.30.
Mod : 5506 +(4885 or 5020 or 5176)
ATR 42 Model 400/500
NAVIGATION SYSTEM
1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM
P4
110
GNSS
NOV 00
AA
EHSI - MAP DISPLAY
V
<
1
2 3
15
NAV source annunciation Identifies the source which supplies the EHSI. This information is blue when only one crew member uses GNSS. It becomes amber when both Pilot and F/O use GNSS as navigation source. Distance counter Indicates the distance computed by GNSS to the next waypoint. Waypoints G
next waypoint (magenta)
G
other waypoint (white)
f indicates an airport indicates a VOR
Mod : 5176
ATR 42 Model 400/500
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
1.15.60 P5
GNSS
110 NOV 00
AA
4
5
6
7
8
9
Ground speed indicator Indicates the ground speed calculated by the GNSS. Track deviation Indicates in NM and tenths of NM the track deviation to the left (L) or to the right (R) of the intended track. Wind indicator An arrow and a figure indicates the direction and the velocity (in kt) of the wind. VOR/RNV symbols G RNV VOR Only VOR/DME or RNV waypoints will be presented on the MAP display. VOR/RNV 1 is displayed in blue. VOR/RNV 2 is displayed in green. WPT/DGR alerting WPT illuminates amber when approaching a waypoint DGR illuminates amber when the UNABLE RNP" message is displayed on the MCDU. TO/FROM indicator (magenta)
10
Drift angle indicator (magenta)
11
Radar's range selector may be used to select the distance scale.
12
DME 1/2 Indicates the distance given by DME 1/2. OFS (cyan) Indicates that a parallel offset has been activated. RADAR status
13 14 15
Vertical deviation Scale and index
Mod 5176
ATR 42 Model 400/500
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
1.15.60 P6
NOV 00
GNSS AA
110
EHSI - ARC DISPLAY
V
1
2
3 4
NAV source annunciation Identifies the source which supplies the EHSI. This information is blue when only one crew member uses GPS. It becomes amber when both Capt and F/O use GPS as navigation source. Distance counter Indicates the distance computed by GPS to the next waypoint. Ground speed indicator Indicates the ground speed calculated by the GPS. Desired track indication
5
Lateral deviation to the track
6
WPT/DGR alerting WPT illuminates amber when approaching a waypoint DGR illuminates amber when the UNABLE RNP" message is displayed on the MCDU. TO/FROM annunciator
7 8
RADAR status
9
APP/OFS APP illuminates cyan when in approach phase. OFS illuminates cyan when an offset has been activated.
Mod : 5176
ATR 42 Model 400/500
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
1.15.60 P7
GNSS
110 NOV 00
AA
EHSI - FULL MODE
V
1
2 3 4
NAV source annunciation Identifies the source which supplies the EHSI. This information is blue when only one crew member uses GPS. It becomes amber when both Capt and F/O use GPS as navigation source. Distance counter Indicates the distance computed by GPS to the next waypoint. Ground speed indicator Indicates the ground speed calculated by the GPS. Desired track indication
5
Lateral deviation to the track
6
WPT/DGR alerting WPT illuminates amber when approaching a waypoint DGR illuminates amber when the UNABLE RNP" message is displayed on the MCDU. TO/FROM annunciator
7 8
RADAR status
9
APP/OFS APP illuminates cyan when in approach phase. OFS illuminates cyan when an offset has been activated.
Mod : 5176
ATR 42 Model 400/500
1.15.60
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
P8
210
GNSS
OCT 08
EADI Alerting messages and displays related to the HT 1000 operation.
(1) RNV MSG is triggered by one of the following messages displayed on the MCDU: - UNABLE RNP: message annunciated when ANP exceeds RNP or integrity is greater than twice the selected RNP (Once the value for approach). The conditions for displaying this message are flight phase dependent as follows: PHASE OF FLIGHT
DEFAULT RNP (NM)
Unable RNP Time to Alarm (s)
OCEANIC EN ROUTE
12 2
80 80
TERMINAL
1
60
APPROACH
0.3
10
- DEAD RECKONING: message annunciated when NAV source becomes dead reckoning (GPS and DME modes are lost). - VERIFY RNP ENTRY: message annunciated when the pilot entered RNP is greater than default current RNP. - VERIFY RNP--POS REF: message annunciated when flight phase changes and current pilot entered RNP is greater than the default RNP for new flight mode. - UNABLE APPROACH: message annunciated when within 2 NM from the FAF, and RAIM prediction at FAF/MAP fails, or navigation source is not GPS. - VERTICAL TRACK CHANGE ALERT This message and annunciator is displayed prior reaching a vertical track change. - END OF DESCENT This message appears whenever the aircraft reaches the last altitude constraint on the descent path.
Mod : 5176 + 5768
ATR 42 Model 400/500
NAVIGATION SYSTEM
1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM
P9
110 NOV 00
GNSS AA
R R R R R R R
In addition there are some advisory messages such as: - RAIM LIMIT EXCEEDS XX NM: message annunciated when the GPS RAIM protection Limit exceeds TSO-C129 requirement for current flight phase. - CHECK DEST RAIM-POS REF: message annunciated within 30 NM of destination airport if active route contains approach and approach RAIM predicted to be non available for some period of time within 15 minutes of destination ETA.- RNV MSG will extinguish when the associated MCDU message is cancelled. 60.3 ELECTRICAL SUPPLY
Mod : 5176
EQUIPMENT
DC BUS SUPPLY
GNSS
DC STBY BUS (on overhead panel GPS)
ATR 42 Model 400/500
NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM
GNSS
1.15.60 P 10
090 NOV 00
AA
LEFT INTENTIONALLY BLANK
R Mod : 4654 or 4885 or 5020 or 5176
ATR 42 Model 400/500
1.16.10
POWER PLANT P1 GENERAL
001 OCT 08
R The engine is a PW127E or PW127M certified for a 2400 SHP max take off rating. However, in normal operation, take off rating will be 2160 SHP with an automatic power increase to 2400 SHP (Reserve Take Off rating RTO) in case of other engine failure. Power setting is characterized by constant power lever and condition lever positions. The power adapted to the flight phase is selected by the pilot through a power management selector. The engine comprises two spool gas generators driving a six blade propeller via a free turbine/concentric shaft/reduction gear box assembly. Propeller regulation is electronically controlled. The propeller is a HS 568 F. - Diameter : 3.93 m (12.9 ft) - Rotation : clockwise (looking forward) - 100% NP : 1200 RPM - Weight : 180 kg. The engine accessories are mounted on two accessory gear boxes, one driven by the HP spool, and one by the propeller reduction gear box.
ATR 42 Model : 500
POWER PLANT
1.16.20 P3
SYSTEMS DESCRIPTION
001 NOV 98
AA
R
20.2 FUEL SYSTEM The fuel supplied from the A/C fuel tank flows through : - A fuel heater which includes : . a screen 1 with a by-pass capability. . a fuel heater element 2 . The source of heat is engine oil, and the fuel temperature is thermostatically controlled. A fuel heater outlet temperature indication is provided. - A HP pump 3 with a filter, a clogging indicator is provided on pilot's panel. - The Hydro Mechanical Unit (HMU) which has two functions : . to meter the fuel flow delivery to the engine by a metering valve assembly 4 , the excess being returned to HP pump inlet, . to provide the HP motive flow required by the fuel tank jet pump through an engine valve 5 . - A fuel flowmeter 6 . - A Fuel Cooled Oil Cooler (FCOC) 7 , that provides cooling of the lubricating system by using fuel system as cooling source. - A flow divider 8 to the fuel nozzles.
ATR 42 Model : 500
POWER PLANT
1.16.20 P4
SYSTEMS DESCRIPTION
001 NOV 99
AA
20.3 LUBRICATION SYSTEM
(See schematic p 11/12)
Synthetic oil specification MIL-L-23699. A single oil system serves the turbo machinery, the reduction gear box and the propeller pitch change system. - Oil tank Oil is contained in a 14.4 L tank 1 . A filter cap is provided on the tank. Quantity indication is checked by sight glass (or by a dipstick) on the side of the tank. - Pressure system A gear pump 2 driven by the accessory gear box supplies oil through an air cooler 3 mounted in the nacelle and a filter 4 both fitted with by-passes in case of clogging. RGB oil is also cooled in a fuel heater, 5 as well as in the FCOC 6 . An oil temperature sensor is provided. Oil pressure is controlled by a regulating valve 7 . A low temp. valve 8 is provided to eliminate damaging pressures surges on cold starts. A pressure transducer 9 and a low pressure switch 10 are installed. - Scavenge system Scavenging is blown down or gravity drained except for N° 6 and 7 bearing cavity and the reduction gear box, on which gear pumps are used. 20.4 IGNITION SYSTEM Each engine is equipped with a high energy ignition system. It consists of two engine mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark R igniters, one for each ignition exciter. Ignition cycle includes two phases. During 25 sec, R the intensity is 5 to 6 sparks/sec and then, the intensity becomes 1 spark/sec. The engine ignition system provides ignition for : - On ground starting using exciter A, exciter B, or exciters A + B (according to ENG START rotary selector position). Note : Using exciter A or exciter B may allow to detect an hidden failure. - In flight starting using exciters A + B regardless of start selection. In addition, for each engine, in case of NH drop below 60 %, exciters A + B are automatically activated. This action is inhibited if : - NH drops below 30 %, or - EEC is deselected, or - CL is set on feather or fuel S/O position, or - On the failed engine in case of ATPCS sequence. Note : When EEC is deselected, exciters A + B can manually be activated, using the MAN IGN guarded push-button. ATR 42 Model : 500
POWER PLANT
1.16.30 P2
SYSTEMS OPERATING
001 NOV 98
AA
30.2 ENGINE GOVERNING MAIN UNITS (HMU-EEC-PVM-PWR MGT) HYDROMECHANICAL UNIT (HMU) - Performs fuel metering in steady state operation and protects the system in case of transients. - Commands a rotor speed in accordance with 2 laws (NH = f (PLA)) : . 1 st law (called top) used when EEC is ON to protect NH overspeeds. . 2 nd law (called base) used when EEC is OFF.
- Includes a stepper motor which adjusts the flow controlled by the hydromechanical channel, in accordance with commands transmitted by the EEC. - Ensures engine shutdown (HP fuel S/O). - Delivers a motive flow to the fuel tank jet pump. ENGINE ELECTRONIC CONTROL (EEC) - Regulates a given power, by controlling the stepper motor, to obtain a predicted torque as a function of : D the power lever position D the PWR MGT selector position D flight conditions D the position status of the bleed air valves
R
Note : Operating line with EEC ON may be placed above or below the HMU BASE LAW depending on weather conditions.
ATR 42 Model : 400/500
POWER PLANT
1.16.30 P3
SYSTEMS OPERATING
100 NOV 98
AA
R
- Ensures minimum propeller speed control, on ground and at low power (see propeller governing). - Delivers, in case of engine failure at take-off, automatic uptrimmed take-off power to the valid engine (ATPCS) by responding to the signal generated by the Auto-Feather Unit (AFU) of the failed engine. - Controls the modulated opening of the Handling Bleed valve (HBV) so as to ensure correct LP compressor operation. PROPELLER VALVE MODULE (PVM) - At high power, controls the propeller maximum speed Np, according to the PWR MGT selection. - Controls propeller pitch at low power and when using reverse. - Ensures low pitch through a solenoid (when PLA are below FI position). PWR MGT SELECTOR LINE A LINE B LINE C
: One engine out operation : Normal TO or CLB : CRZ
Note : Sensible sector designed to allow fix throttle engine control
Mod. : 4601
ATR 42 Model : 500
POWER PLANT
1.16.30 P4
SYSTEMS OPERATING
001 NOV 98
AA
ENGINE POWER CONTROL LAWS R
TOP LAW (EEC ON) This is a TQ (PLA) control law, ensuring a constant power. It is backed-up by an NH (PLA) law which becomes active : - At low power (authority of engine torque control is gradually reduced to be cancelled out at FI), - In case of engine torque control failure, - In Hotel mode. 1
According to the rating selected on the PWR MGT rotary selector, with the PL at a set point, the EEC commands a determined engine power and therefore a torque value (for a given propeller speed). Thus, the torque which is the engine control parameter, is controlled (with PLA constant) in all ambient conditions.
ATR 42 Model : 400/500
POWER PLANT
1.16.40 P2
CONTROLS
001 MAY 98
AA
TRIGGERING CONDITIONS One torque below 21 % SEQUENCE AFTER TRIGGER ATPCS
Time
Trigger
uptrim is triggered and R ARMED R ON GROUND bleed valve is shut off on the remaining engine
2.15 s
t
autofeather is activated on the affected engine - feather solenoid activated - feathering electric pump energized - inhibition of autofeather on the remaining engine - ARM light extinguishes
ARMED IN FLIGHT
autofeather is activated on the affected engine
Note : Nothing happens on the affected engine for 2.15 seconds, but uptrim is energized on the remaining engine. This feature enables to perform an acceleration stop without having autofeather in order to benefit from some reversing action on the failed engine. In this case, the throttle reduction occuring within 2.15 seconds period automatically disarms the mode. Once the mode has been triggered, its cancellation can only result from either : - PWR MGT other than TO, or - ATPCS Pb set to OFF, or - both PL retarded. CAUTION : If the engine is restarted, IT WILL BE NECESSARY TO SELECT PWR MGT to MCT position after relight in order to be able to UNFEATHER the propeller.
ATR 42 Model : 400/500
DEC 05
R
FI
POWER PLANT
1.16.40 P7
CONTROLS
001 NOV 97
AA
R
Two sensing torque probes are located on the reduction gear box. One of them sends a signal to the AFU which supplies the analogic torque ind. (pointer). The other one sends a signal to the EEC which supplies the electronic torque ind. (digital counter). 1 Digital counter Actual torque is displayed. If 000" is displayed, torque sensor is failed. if "ĆĆĆ" is displayed, EEC cannot control the HBV which is then closed. If LAB" is displayed, a wrong EEC is installed. 2 Pointer Actual torque is displayed. Green sector : 0-100 % Normal T.O. mark : 90 % Red mark : 100 % Red dashed radial : 121.8 % Red dot : 137 % 3 FDAU target Displays the maximum torque value computed by the FDAU depending on the PWR MGT selection (except on the T.O. position where reserve T.O. torque is displayed). Notes : 1) In case of FDAU target failure associated with a pointer misfunctioning, an AFU failure may be suspected (see page 1). 2) 15 sec are necessary to obtain a valid FDAU target indication on non affected side after a rotary selector change. 4 Manual target Controlled by the knob 5, displays a manually selected torque target. 5 Knob Enables setting of target bug 4. 6 Test pb Allows to test the ind. During test, both counter and pointer will display 115 %. Note : A blue dot is provided on the ind. scale to identify 115 %. ATR 42 Model : 500
POWER PLANT
1.16.40 P9
CONTROLS
001 NOV 98
AA
ITT IND
1
Digital counter Actual ITT (T6) is displayed.
R
2
Pointer Actual ITT is displayed Green sector : 300-765°C Red point + H : 715°C (Hotel mode) Amber sector : 765-800°C Red mark : 765°C (Temperature limit during normal take-off to be checked in chapter 2.01) White/red mark : 800°C (Temperature limit in uptrim conditions) Red point : 840°C (Temperature limit for 20 sec) Red point + S : 950°C (Temperature limit for 5 sec for start)
3
Alert It Illuminates amber and the CCAS is activated when ITT > 800°C or 715°C in hotel mode.
4
Test pb Allows to test the ind. During test, both counter and pointer will displayed 1150°C. Note : A blue dot is provided on the ind. scale to identify 1150°C.
ATR 42 Model : 500
POWER PLANT
1.16.40 P 10
CONTROLS
001 NOV 97
NH/NL IND
1 2
3
4
Digital counter Actual NH is displayed. Pointer Actual NH is displayed. Green sector : 62-102.7 % Red mark : 102.7 % Pointer Actual NL is displayed. Green sector : 62-104.2 % Red mark : 104.2 % Test pb Allows to test the ind. During test, both counter and pointer will display 115 %. Note : A blue dot is provided on the ind. scale to identify 115 %.
OIL IND R
1
2
3
OIL PRESS indication Actual oil pressure is displayed. Green sector : 55-65 PSI Amber sector : 40-55 PSI Red mark : 40 PSI Dashed white/red radial at 55 PSI OIL LOW PRESS lt Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure switch activates the CCAS at 40 PSI. OIL TEMP indication Actual oil temperature is displayed. Green sector : 45-125_C Amber sector : 125-140_C and below 0_C Red mark : 140_C ATR42 Model : 500
2.01.00
LIMITATIONS P1 CONTENTS
001 OCT 08
AA
2.01.00
CONTENTS
2.01.01
GENERAL
2.01.02
WEIGHT AND LOADING
2.01.03
AIRSPEED AND OPERATIONAL PARAMETERS
2.01.04
POWER PLANT
2.01.05
SYSTEMS
R 2.01.06
TCAS (if installed)
R 2.01.07
GPS (if installed)
2.01.08
CABIN LIGHTING
R 2.01.09
TAWS (if installed)
R 2.01.10
COCKPIT DOOR SECURITY SYSTEM (if installed)
ATR 42 Model : 400/500
LIMITATIONS
2.01.01 P2
001
GENERAL
NOV 99
AA
MANEUVERING LIMIT LOAD FACTORS FLAPS RETRACTED = + 2.5 TO - 1 G FLAPS EXTENDED = + 2 TO 0 G GEAR DOWN = + 2 TO 0 G The corresponding positive accelerations limit the bank angle in turns and the severity of pull up maneuvers. CARGO DOOR OPERATION Do not operate cargo door with a cross wind component of more than 45 kt. DISPATCHIBILITY For dispatch in the event of equipment failure or missing equipment refer to MEL/CDL. MAXIMUM NUMBER OF PASSENGER SEATS R R R
60
ATR 42 Model : 400/500
LIMITATIONS
2.01.02 P1
050
WEIGHT AND LOADING
NOV 99
AA
DESIGN WEIGHT LIMITATIONS MAXIMUM WEIGHT
KG
LB
RAMP
18770
41380
TAKE-OFF
18600
41005
LANDING
18300
40344
ZERO FUEL
16700
36817
CENTER OF GRAVITY ENVELOPE The limits of the center of gravity are given in percentage of the mean aerodynamic chord (MAC), landing gear extended. The MAC is 2.285 meters long (89.961 in.). Station 0 located 2.362 meters (92.992 in.) forward of the fuselage nose. The distance from station 0 to reference chord leading edge is 11.425 meters (449.803 in.).
CARGO COMPARTMENT LOADING LIMITATIONS See W.B.M. : 1.10.04 p 1
R Mod : 5150
ATR 42 Model : 500
LIMITATIONS
2.01.03 P1
100 NOV 02
AIRSPEED AND OPERATIONAL PARAMETERS AA
AIRSPEEDS * MAXIMUM OPERATING SPEED THIS LIMIT MUST NOT BE INTENTIONALLY EXCEEDED IN ANY FLIGHT REGIME. VMO = 250 kt IAS MMO = 0.55 * MAXIMUM DESIGN MANEUVERING SPEED FULL APPLICATION OF ROLL AND YAW CONTROLS AS WELL AS MANEUVERS INVOLVING ANGLES OF ATTACK NEAR THE STALL SHOULD BE CONFINED TO SPEEDS BELOW VA. VA = 160 kt IAS CAUTION : Rapidly alternating large rudder applications in combination with large sideslip angles may result in structural failure at any speed.
R
* MAXIMUM FLAPS EXTENDED OPERATING SPEEDS VFE = VFO
FLAPS 15
180 kt
FLAPS 25
160 kt
FLAPS 35
150 kt
* MAXIMUM LANDING GEAR EXTENDED OR OPERATING SPEEDS VLE = 180 kt VLo RET = 160 kt VLo LOW = 170 kt * MAXIMUM ROUGH AIR SPEED VRA= 180 kt * MAXIMUM WIPERS OPERATING SPEED VWO = 160 kt * MAXIMUM TIRE SPEED : 165 kt (Ground speed).
MOD 4462
ATR 42 Model : 500
2.01.03
LIMITATIONS P3
001 APR 08
AIRSPEED AND OPERATIONAL PARAMETERS AA
V1 limited by VMCG (FLAPS 15) CAUTION : INCREASE BY 1.5 KT FOR TAKE-- OFF BLEED ON
104
100
96
92
88
84
80 --40
--30
--20
0
10
20
30
40
50
OUTSIDE AIR TEMPERATURE (DG.C)
R
ATR 42 Model : 500
APR 08
R
2.01.03
LIMITATIONS P5 AIRSPEED AND OPERATIONAL PARAMETERS
001 DEC 10
AA
OPERATIONAL PARAMETERS ENVIRONMENTAL ENVELOPE Altitude Zp (ft)
TAKE-- OFF AND LANDING TAIL WIND LIMIT : 15 KT R MAXIMUM MEAN RUNWAY SLOPE : ± 2 % R
CROSS WIND The maximum demonstrated cross wind is : - Take off: . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 kt - Landing Flaps 25_: . . . . . . . . . . . . . . . . . . . 45 kt Flaps 35_: . . . . . . . . . . . . . . . . . . . (*) 44 kt Braking Action
TO
LDG
GOOD
1
1
(*) 45 kt
GOOD/MEDIUM
2
2
37 kt
MEDIUM
3 -- 6
5/6
30 kt
MEDIUM/POOR
4
5
22 kt
POOR
7
7
15 kt
Maximum Crosswind (TO and LDG)
Runway status: 1: dry runway, 2:wet up to 3mm depth, 3 (TO only): slush or water from 3 to 6mm depth, 4 (TO only):slush or water from 6 to 12.7mm depth, 5: slush or water from 3 to 12.7mm depth, 6: compact snow, 7: ice ATR 42 Model : 500
2.01.04
LIMITATIONS P1
001
POWER PLANT
OCT 08
AA
ENGINES ENGINE PARAMETERS Operating limits with no unscheduled maintenance action required. Beyond these limits, refer to maintenance manual. OPERATING CONDITION
TIME LIMIT
TQ (%)
ITT (C)
NH (%)
NL (%)
NP (%)
OIL PRESS (PSI)
OIL TEMP (C) (2)
RESERVE TAKE OFF
10 mn
100 (1)
800
103.2
104.2
101
55 to 65
0 to 125
NORMAL TAKE OFF
5 mn
90 (1)
(5)
101.9
101.4
101
55 to 65
0 to 125
MAXIMUM CONTINUOUS
NONE
100 (1)
800
103.2
104.2
101
55 to 65
0 to 125
40 mini
- 40 to 125
55 to 65
125
(6)
(6)
GROUND IDLE
66 mini
HOTEL (7) MODE TRANSIENT
(4)
715 20 s
137.5
840
5s
104.3
106.5
106 (3)
40 to 100
120
20 mn STARTING
5s
140 950
- 54 mini
1) Value linked to 100 % NP. 2) Oil temperature must be maintained above 45 C to ensure protection for the engine air inlet against ice accumulation. 3) Permissible for completion of flight provided TQ does not exceed 85 % during climb and 84 % during cruise. 4) Up to 75 % NH only. 5) ITT limits depend on outside air temperature. Refer to 2.01.04 p 3. R R R
6) - RTO : Time beyond 5 mn is linked to actual single engine operations only. - MCT rating is the max power certified for continuous use. In-- flight emergencies are the only conditions for which MCT use is authorized. 7) A qualified person is required to use engine 2 in HOTEL mode. Note : Flight with an engine running and the propeller feathered is not permitted.
R
R
ATR 42 Model : 500
2.01.04
LIMITATIONS P2 POWER PLANT
001 APR 08
AA
R
ATR 42 Model : 500
APR 08
R
APR 08
R
2.01.04
LIMITATIONS P5
001
POWER PLANT
OCT 08
AA
STARTER 3 STARTS WITH A 1 MINUTE 30 SECONDS MAXIMUM COMBINED STARTER RUNNING TIME, FOLLOWED BY 4 MINUTES OFF OIL SYSTEM Approved lubricating oils - Aero Shell Turbine oil 500 - Aero Shell Turbine oil 560 - Royco Turbine oil 500 - Royco Turbine oil 560 - Mobil Jet oil II - Mobil Jet oil 254 - Castrol 4000 - Castrol 5000 - Exxon Turbo oil 2380 Mixing of different brands of oil or viscosities of oil is not recommended. FUEL SYSTEM - Use of JP 4 or JET B is prohibited. - Acceptable fuels (refer to PWC Documentation to determine equivalent approved fuels). MINIMUM FUEL TEMP (∞C)
R
FUELS
FREEZING POINT (∞C)
Starting
Operation
MAXIMUM FUEL TEMP (∞C)
JET A JET A1 RT, TS1 JP 5
- 40 - 50 - 60 - 46
- 34 - 34 - 34 - 26
- 38 - 48 - 60 - 33
+ 57 + 57 + 57 + 57
- Approved anti icing additives (maximum concentration allowed : 0.15 % per volume) : - Philips PFA 55 MB - MIL-- I-- 27 686 D - Ethylene Glycol Monomethyl Ether as defined in MIL-- I-- 27 686 E.
DEC 07
R
LIMITATIONS
2.01.05 P1
001
SYSTEMS AA
DEC 04
AIR - PRESSURIZATION MAXIMUM DIFFERENTIAL PRESSURE MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL OPEN SELECTION MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION
6.35 PSI - 0.5 PSI 0.35 PSI 1 PSI 20.000 ft
ELECTRICAL SYSTEM SOURCE DC GEN INV ACW GEN TRU
MAX LOAD 400 A 600 A 800 A 500 VA 575 VA 750 VA 20 KVA 30 KVA 40 KVA 60A 90A
TIME LIMIT NONE 2 mn 8s NONE 30 mn 5 mn NONE 5 mn 5s NONE 5 mn
SINGLE DC GEN OPERATION In flight
: if OAT exceeds ISA + 25, flight level must be limited to FL 200
HYDRAULIC SYSTEM SPECIFICATION : HYJET IV OR SKYDROL LD 4 LANDING GEAR R TOWING WITH TOWBARLESS SYSTEM IS PROHIBITED DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY MFC TAKE OFF WITH MORE THAN ONE FAILED MFC MODULE IS PROHIBITED.
ATR 42 Model : 500
2.01.05
LIMITATIONS P2 SYSTEMS
100 DEC 07
AA
OXYGEN Minimum flight crew oxygen pressure with and without observer and capacity with full pax (50 cabin occupants). HOLDING ALTITUDE
AVAILABLE TIME AFTER DECOMPRESSION
TOFA-- 02 - 01 - 05 - 002 - A100AA
MIN BOTTLE PRESS INDICATION (PSI)
MINIMUM BOTTLE PRESS (STANDARD CONDITION 21°C) (PSI)
This graph gives the minimum bottle pressure required after loss of cabin pressure to provide crew members and 100 % of passengers protection with diluted oxygen during descent from FL 250 to holding level followed by descent to FL100 (rate 3000 ft/minutes). Reference Temperature
= Cabin Temperature or OAT whichever is higher, on ground. = Cabin Temperature, in flight.
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 longest en route alternate which ever is higher. Provision is made to cover : - unusuable quantity - normal system leakage - Ref. Temp errors
R Mod. : 4292 or 5840
ATR 42 Model : 500
2.01.06
LIMITATIONS P1
050
TCAS
DEC 07
AA
R
TCAS
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. LIMITATIONS The limitations in Part 2.01 are applicable with the addition of the following: 1--
TCAS operation is approved for use in VFR meteorological conditions (VMC) and IFR meteorological conditions (IMC).
2--
The pilot must not initiate evasive maneuvers using information from the traffic display only or from a traffic advisory (TCAS TA) only. These displays and advisories are intended only for assistance in visually locating the traffic and lack the resolution necessary for use in evasive maneuvering.
3--
Compliance with TCAS resolution advisory is required unless the pilot considers it unsafe to do so. However, maneuvers which are in the opposite direction of the resolution advisory (TCAS RA) are extremely hazardous and are prohibited unless it is visually determined they are the only means to assure safe separation. CAUTION : Once a non crossing RA has been issued the vertical speed should be accurately adjusted to comply with the RA, in order to avoid negating the effectiveness of a co-- ordinated maneuvre by the intruder. WARNING : Non compliance with a crossing RA by one airplane may result in reduced vertical separation. Therefore, safe horizontal separation must also be assured by visual means.
R
4--
Evasive maneuvring should be made with the autopilot disengaged, and limited to the minimum required to comply with the RA. The pilot must promptly return to the previous ATC clearance when the TCAS “CLEAR OF CONFLICT” voice message is announced.
5--
Prior to perform RA’s climb or increase climb, the crew should select the appropriate engine power setting on the power MGT rotary selector and, if necessary, manually adjust CLs.
6--
When a climb or increase climb RA occurs with the airplane in the landing configuration or in the go-- around phase, a normal procedure of go-- around should be followed including the appropriate power increase and configuration changes.
ATR 42 Model : 400/500
2.01.06
LIMITATIONS P2 TCAS
050 DEC 07
AA
R
TCAS (CONT’D)
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. 7--
Because of the limited number of inputs to TCAS for determination of aircraft performance inhibits, there are instances where inhibiting RAs would be appropriate, however it is not possible to do so. In these cases, TCAS may command maneuvers which may significantly reduce stall margins or result in stall warning. Conditions where this may occur include operations with a bank angle (wings level is assumed), weight, altitude and temperature combinations outside those noted below, leaving aircraft in landing configuration during climb RA on approach, engine out operations, and abnormal configurations such as landing gear not retracted or stick pusher/shaker failure. The table below entitled “Flight Envelope in which climb resolution advisory can be accomplished without stick pusher/shaker activation” outlines the parameters used in the development of the performance inhibits. This table does not consider worst turboprop flight conditions especially operations using minimum operating airspeeds as are sometimes required (e.g. obstacle clearance, ATC constraints). In all cases, stall warning must be given precedence over climb RA commands. NOTE :
TCAS is viewed as a supplement to the pilot who, with the aid of the ATC system, has the primary responsibility for avoiding mid-- air collisions.
WARNING : Priority must be granted to increasing airspeed when reaching stall warning even when this requires deviation from an RA command issued by the TCAS.
R
ATR 42 Model : 400/500
2.01.06
LIMITATIONS P3
050
TCAS
DEC 07
AA
R
TCAS (CONT’D)
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION FLIGHT REGIME G
WEIGHT ALTITUDE TEMP.
POWER
FLAPS
GEAR
AIRSPEED INITIAL
MIN.
Take off
FAR25/JAR 25 Climb limit
Take off
15
Up
V2 + 20
1.13 VSR
Approach
FAR25/JAR 25 Climb limit
Spin up to go around power during maneuver from power for level flight
15
UP
1.51 VSR
1.13 VSR
Landing Transitioning to go around at RA
FAR25/JAR 25 Climb limit
Spin up to go around power during maneuver from power required for 3° Glide Slope
Transition from 35 to 15
DN to Up
VAPP +10
1.13 VSR
Enroute
Critical Wt/ Alt giving 1.3G to buffet onset
Power for level flight increase to Max Continuous
Up
Up
Long Range Cruise
Higher of 1.13 VSR if defined or buffet onset
Temperature range up to ISA + 27° - Enroute Altitude range - Take off - Approach and landing Wings Level Assumed
R
0 0 0
25000 ft 6000 ft 7000 ft
ATR 42 Model : 400/500
2.01.06
LIMITATIONS P4 TCAS
050 DEC 07
AA
R
TCAS (CONT’D)
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. 8--
Inhibition schemes 8.1-- Non icing conditions CONFIGURATION
FLAPS 0 FLAPS 15 TO FLAPS 25 TO FLAPS 15 Approach FLAPS 25 Approach FLAPS 25 Landing FLAPS 35 Landing
RA CLIMB
RA INCREASE CLIMB
AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED
AUTHORIZED INHIBITED INHIBITED INHIBITED INHIBITED INHIBITED INHIBITED
RA CLIMB
RA INCREASE CLIMB
AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED
AUTHORIZED INHIBITED INHIBITED INHIBITED INHIBITED INHIBITED INHIBITED
8.1-- Icing conditions CONFIGURATION FLAPS 0 FLAPS 15 TO FLAPS 25 TO FLAPS 15 Approach FLAPS 25 Approach FLAPS 25 Landing FLAPS 35 Landing
NOTE 1 : NOTE 2 :
R
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS resolution advisory. Maneuvers based solely on information displayed on the traffic display are not authorized.
ATR 42 Model : 400/500
2.01.06
LIMITATIONS P5 TCAS
080 DEC 07
AA
R
TCAS (CONT’D)
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. NORMAL PROCEDURES The normal procedures in Part 2.03 are applicable. EMERGENCY PROCEDURES The emergency procedures in Part 2.04 are applicable. PROCEDURES FOLLOWING FAILURES The procedures following failures in Part 2.05 are applicable with the addition of the following: The TCAS must be turned TA ONLY in the following cases: - Engine out operations - Stick pusher/shaker failure - Flight with landing gear down The TCAS must be turned STBY in the following cases: - ATC request - LOSS OF RADIO ALTIMETER INFORMATION - Errors or differences between independant air data sources PERFORMANCES The performances in Part 3 are applicable.
R Mod : 5205
ATR 42 Model : 400/500
2.01.07
LIMITATIONS GLOBAL POSITIONING SYSTEM
P1
GPS
700 APR 08
AA
GPS 1 - GENERAL The Honeywell/Trimble GNSS HT1000 : - complies with TSO C 129 and TSO C115B, - is installed in compliance with, AC 20--130A and AC 20--138 for navigation use - is installed in compliance with FAA AC 20--129 for the advisory Baro--VNAV use - hasbeendemonstrated tomeet primarymeans of navigation inoceanic/remote areasin
accordance with FAA Notice 8110-- 60 or equivalent in dual HT1000 configuration. - hasbeen demonstratedto meet the En-- routecontinental B-- RNAVrequirements of JAA TGL no2,REV1 or equivalent in single or dual HT1000 configuration. - has been demonstrated to meet the P-- RNAV requirements of JAA TGL no10. - hasbeendemonstratedtomeettheRNAV(GNSS)non-- precisionapproachrequirement of AC 20-- 138 and RNPAPCH specificationboth insingle ordual HT1000configuration. 2 - LIMITATIONS Compliance with the above regulations does not constitute an operational approval/authorization to conduct operations. Aircraft operators must apply to their Authority for such an approval/authorization. - The HT1000 pilot’s guide must be available on board. - The system must operate with HT1000-- 060 software version or any later approved
version. - The approval of thesystem isbased onthe assumptionthat thenavigation databasehas been validated for intended use. - This system is approved in dual configuration for use for oceanic and remote operations as a primary navigation means. - In single HT1000 configuration, the system is approved for use for oceanic and remote operations when only one long range navigation system is required. - This system is approved for RNAV En-- route continental (B-- RNAV) and RNAV terminal area operations like RNAV SID/STAR (P-- RNAV). NOTE : This system is approved in any of the following configurations: AP coupling, FD only or raw data (HSI information).
.../...
Mod : 5768
ATR 42 Model : 400/500
2.01.07
LIMITATIONS GLOBAL POSITIONING SYSTEM GPS
P 1A
700 APR 08
AA
GPS (CONT’D) - This system is also approved as a supplemental navigation means for conventional En-- route continental operations, conventional terminal operations (SID/STAR) and conventional non-- precision approach (e.g. NDB, VOR/DME, LOC,...) provided : SApproved navigation equipments, other than GNSS, required for the route to be flown are installed and operational. SWhen the system is used to fly non-- precision approach not promulgated as RNAV (GNSS) approach or when procedure coordinates (SID/STAR, Approach) cannot be guaranteed as WGS84, raw data (conventional navigation information) are displayed to verify the correct RNAV (GNSS) guidance. - Both single and Dual HT1000 configurations are approved for RNAV (GNSS) non-- precision approach provided: SThe crew respects the published MDA (without VNAV credit) SThe published approach procedure is referenced to WGS84 coordinates or equivalent. SBefore starting the approach, crew checks that for dual configuration at least one GNSS is operating without DGR annunciation or for single configuration GNSS is operating without DGR annunciation. SAPP annunciation must be displayed in cyan on EHSI for final approach. NOTE : Pilots intending to conduct an RNP APCH procedure must fly the full leg starting from IAF otherwise the system will not switch to APP mode (RNP and EHSI scale will remain at 1NM) SRNAV (GNSS) non-- precision approaches are performed only if a non-- GNSS approach procedure is available at destination or at alternate destination. SRNAV (GNSS) non-- precision approaches must be aborted in case of DGR annunciation on EHSI and/or UNABLE RNP message on MCDU affecting the RNAV (GNSS) used for guidance. SApproved navigation equipments, other than RNAV(GNSS), required for the approach to be flown (at destination and at any required alternate airport) are installed and operational. NOTE : ILS, LOC, LOC BC, LDA, SDF and MLS approaches are not covered. - The RNAV (GNSS) system is approved for use as advisory Baro-- VNAV system. NOTE : VDEV function must be permanently cross-- checked by conventional means (primary altimeters displays) - If GNSS must be used in oceanic/remote area, B-- RNAV (if DME are not available), P-- RNAV or for approach phases, the availability of the GPS integrity (RAIM or FDE functions) must be checked by the operator using prediction tool available in the GNSS during the pre-- flight planning phase or any other approved tool. .../... Mod : 5768
ATR 42 Model : 400/500
2.01.07
LIMITATIONS GLOBAL POSITIONING SYSTEM GPS
P 1B
700 APR 08
AA
GPS (CONT’D) 3 - PROCEDURES FOLLOWING FAILURE - DUAL GNSS :
SFor RNAV (GNSS) non-- precision approach : in the event of both DGR alarm illuminations or if “VERIFY POSITION” message occurs, perform a go around unless suitable visual reference is available. SIn case of loss of navigation or navigation degradation leading to the loss of the required navigation performance crew must inform ATC and revert to alternate navigation means. - SINGLE GNSS :
SFor RNAV (GNSS) non-- precision approach, in the event of DGR alarm illumination or if “UNABLE RNP” message occurs, perform a go around unless suitable visual reference is available. SIn case of loss of navigation or navigation degradation leading to the loss of the required navigation performance crew must inform ATC and revert to alternate navigation means.
Mod : 5768
ATR 42 Model : 400/500
LIMITATIONS
2.01.08 P1
CABIN LIGHTING
100 NOV 99
AA
CABIN LIGHTING The general cabin illumination system must be used during not less than 15 minutes before each flight.
Mod : 5067 or 5171
ATR 42 Model : 400/500
2.01.09
LIMITATIONS P 1 TAWS
110 OCT 08
AA
R TAWS 1 - Navigation is not to be predicated on the use of the terrain display. Note :The Terrain Display is intended to serve as a situational awareness tool only. It does not have the integrity, accuracy or fidelity on which to solely base decisions for terrain or obstacle avoidance. 2 - To avoid giving nuisance alerts, the predictive TAWS functions must be inhibited when landing at an airport that is not included in the airport database.
R Mod : 5313 or 5467
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.00 P1
CONTENTS
001 DEC 10
AA
2.02.00
CONTENTS
2.02.01
OPERATING SPEEDS
2.02.02
DATA CARD
2.02.03
AIR
2.02.04
AFCS
2.02.05
ELECTRICAL SYSTEM
2.02.06
FLIGHT CONTROLS
2.02.07
FUEL SYSTEM
2.02.08
ADVERSE WEATHER
2.02.09
LANDING GEAR/BRAKES
2.02.10
FLIGHT PATTERNS
2.02.11
POWER PLANT
2.02.12
FLIGHT CHARACTERISTICS
2.02.13
GPS/GNSS (*)
2.02.14
FLIGHT INSTRUMENTS
2.02.15
TCAS (*)
2.02.16
GPWS
2.02.18
Reserved
2.02.19
HIGH LATITUDE OPERATIONS
R 2.02.20
Operations below - 35°° C ground temperature (*)
2.02.21
MPC Multi Purpose Computer (*)
2.02.22
ACARS Aircraft Communication Addressing and Reporting System(*)
2.02.23
Video cabin system (In Flight Entertainement) (*)
R (*) : if installed / if applicable
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.01 P2
OPERATING SPEEDS
001 MAY 98
AA
DEFINITIONS
R
VSR
Minimum 1g stalling speed for a specified configuration. It is a function of the aircraft weight.
VMCG
Minimum control speed on the ground from which a sudden failure of the critical engine can be controlled by use of primary flight controls only, with the other engine operating at RTO power.
V1
Speed at which the pilot can make a 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 reached before 35 ft height with one engine failed and providing second segment climb gradient not less than the minimum (2.4 %).
VMCA
Minimum control speed in flight at which the aircraft can be controlled with 5° bank, in case of failure of the critical engine with the other engine at RTO power (take-off flaps setting and gear retracted).
VMCL
Minimum flight speed at which aircraft can be controlled with 5° bank in case of failure of the critical engine, the other being set at GA power (landing flaps setting, gear extended) and which provides rolling capability specified by regulations.
VFE
Maximum speed for each flap configuration.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.01 P3
001
OPERATING SPEEDS
NOV 99
AA
MINIMUM MANEUVER / OPERATING SPEEDS Minimum maneuver / operating speeds are defined in order to provide sufficient margin against stall. They will vary with : -
Normal or icing conditions, Weight, Configuration, Type of maneuver (HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in FCOM 2.01.03 or V2 when applicable. NORMAL CONDITIONS FLAPS
VmHB
0 15 25 35
VmLB 1.22 VSR
1.23 VSR and not less than VMCL during approach
V2 Not used
Note : Refer to 2.02.08 for icing conditions. UTILIZATION - VmLB is the absolute minimum maneuver speed. This speed
R
* is used for take off, and initial climb. * must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (Refer to chapter 3.09). * should be used in flaps 0 configuration to obtain the best climb gradient. In all these cases, bank angle must be restricted to 15° (low bank selected when using AFCS). - VmHB is the minimum speed used for approach. It also provides the best two engine rate of climb. In this case, bank angle must be restricted to 30° (High bank selected when using AFCS). In order to determine these speeds in a more pilot oriented manner, an operating data booklet included in check list is provided in which relevant minimum maneuver/operation speeds are directly given for all weights.
ATR 42 Model : 500
PROCEDURES AND TECHNIQUES
2.02.01 P4
OPERATING SPEEDS
001 NOV 97
AA
CONSERVATIVE MANEUVERING SPEEDS When performance consideration does not dictate use of minimum maneuver / operating speeds, the following conservative maneuvering speeds are recommended. They cover all weights, normal operational maneuver and flight conditions (normal and icing conditions). Flaps 0 : 175 kt. Flaps 15 : 145 kt Flaps 25 : 135 kt Flaps 35 : 125 kt FINAL APPROACH SPEED VAPP = VmHB + Wind FACTOR or VMCL (whichever is higher) WIND FACTOR = The highest of - 1/3 of the head wind velocity, - or the gust in full. With a maximum wind factor of 15 kt. Wind factor is added to give extra margin against turbulence, risk of wind shear etc... R GO AROUND SPEED VGA R VmHB Landing Configuration + 5 kt, or 1.1 VMCA, whichever is higher. MINIMUM SPEED FOR FLAPS RETRACTION It is Vm LB of the next flap setting. Example : - Minimum speed to retract flaps from 15_ to 0_ : VmLB0.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.04 P7
AFCS
001 MAY 98
AA
D NON PRECISION APPROACH Use of auto-pilot is recommended with : - NAV mode for VOR approach (see 2-01-05 p3), - HDG mode for ADF approach, - VS or IAS mode for descent. D GO AROUND When reaching decision height, or missed approach point after level off at MDA, if required references are not established, a go-around must be initiated. The following procedure is recommended :
R R R R R R
PF (if no contact) - Announce GO AROUND - Depress GA pbs on PLs - Advance PLs to ramp - Call FLAPS one notch" and rotate to GO AROUND pitch attitude - Follow FD bars and cancel AP Disconnect Alarm - Accelerate to or maintain VGA (2-02-01 p4) - Command gear up When climb is stabilized : - Command HDG/LO BANK/IAS - Engage AUTO PILOT on actual speed)
PNF - Announce minimum
- Retract FLAPS one notch - Check NP= 100 %, adjust if necessary When positive rate of climb is achieved : - Announce Positive climb" - Set gear up - Engage HDG, BANK and IAS on AFCS panel (IAS will synchronize
Note : GO AROUND mode gives (as a FD mode only): - on pitch axis, a target attitude compatible with single engine performance. - on roll axis, a steering command to maintain heading followed at GA engagement. As soon as climb is firmly established, use of HDG/IAS mode (which will then be accepted by AP) is recommended.
ATR 42 Model : 400/500
2.02.04
PROCEDURES AND TECHNIQUES P8 AFCS
020 DEC 10
AA
CAT 2 OPERATIONS " GENERAL CAT 2 approaches are flown with AP + FD ON. R " EQUIPEMENT REQUIRED Approach with AP Autopilot
1
FD bars
1 (PF side)
AP quick disconnect
1 (PF side)
AP OFF warning (light and aural)
1
ADU
1
ILS receiver
2
AHRS
2
Standby Horizon
1
CRT
3 (2 PF side)
SGU
2
Radio altimeter DH indicator
1 (with 2 displays) 2
GA pushbutton
1 (PF side)
Windshield wipers
1 (PF side)
Yaw damper Airspeed indicators Altimeters
1 2: -- CM2 side must be operative (*) - If CM1 is PF, CM1 side must be operative
3
Hydraulic system
Blue + Green
Electrical system
DC: BUS1 / BUS2 / EMER / STBY / ESS ; AC: BUS1 / BUS2 / STBY ; ACW: BUS1 / BUS2
MFC modules
3
(*): The standby airspeed instrument can be easily monitored only from the CM1 position (Captain position).
Mod. : 1112
ATR 42 Model : 400/500
2.02.04
PROCEDURES AND TECHNIQUES P9 AFCS
210 DEC 10
AA
R
Maximum demonstrated crosswind: AutoPilot Headwind
30 kt
Tailwind
13 kt
Crosswind
25 kt
" TASK SHARING The philosophy of the task sharing is based on the following considerations: - PF(!) task is aircraft flying during all the approach, he is in charge of speed control. Approaching DH + 100ft, he looks outside to acquire external visual references. He makes decision for landing or go-- around. - PNF(@) task is approach monitoring with permanent reference to the instruments. (!)PF, pilot flying, - Monitors the A/C position, the flight path parameters and the AP. - Controls the speed. - Requests checklist, flaps setting and gear extension. - Selects the modes and announces changes. (@)PNF, pilot non flying, - Is in charge of radio communications. - Monitors the flight path, the speed, the mode changes, the systems and the engines. - Reads the checklist. - Selects flaps setting and gear extension. "
NORMAL APPROACH AND LANDING SEQUENCE J
Prior to approach D DESCENT procedure (PF / PNF): - Last weather information reviewed (destination and alternate). - Landing data collecting and ASI and TQ bugs setting (refer to 2.03.14 p1 for bugs setting description). - Approach briefing stating runway in use, MSA, DH, missed approach procedure, radio aids setting... D APPROACH procedure (PF / PNF): - AP/FD coupled PF side. - Speed references set (VAPP, VGA, VmLB). - Markers volume set. - DH setting confirmed. ... / ...
Mod. : 1112 + 4583
ATR 42 Model : 400/500
2.02.04
PROCEDURES AND TECHNIQUES P 10
020
AFCS
DEC 10
AA
R
J
Before capture D PF has to perform the following tasks: - NAV set to ILS frequency, ADF set as required. - CRS set to final approach course. - APP armed. - IAS as required. D
PNF has to perform the following task: - NAV and ADF set as required
From capture to decision height Note: The call-- outs are written in bold with “ ...”. Tasks and call- outs CAT 2 events PF J
Localizer capture
Glide slope capture
“LOC STAR”
“GS STAR”
PNF
- Set runway HDG - Set ILS on NAV & CRS - Check CAT 2 on ADU Set GA altitude
Check GA altitude Request normal sequence for LDG configuration (!): Outer marker or equivalent position (not lower than 1000ft)
Set LDG configuration in sequence
“OUTER (!) ALTITUDE CHECKED, STABILIZED(@)” Check altitude on RA and altimeter, and if aircraft is stabilized
Check altitude on RA and altimeter and if aircraft stabilized
“WE CONTINUE” 800 ft RA (#)
“800 FT, DUAL CPL, NO STAR“ Check dual coupling and no star on LOC and G/S modes
Check dual coupling and no star on LOC and G/S modes
“CHECK” 500 ft RA
“500”
DH + 100 ft RA
“100 ABOVE” Looks outside for visual references
DH / auto call-- out
Monitors the instruments
“DECISION”
(@): Stabilized means: - On the final approach segment flight path. - Landing flaps selected, VAPP reached. - Final checklist completed. (#): Any failure that is not completely treated before 800ft AGL, or that occurs below 800ft AGL shall always lead to a missed approach. Mod. : 1112
ATR 42 Model : 400/500
2.02.04
PROCEDURES AND TECHNIQUES P 11
020
AFCS
DEC 10
AA
R
J
If visual references sufficient Tasks and call- outs
CAT 2 events Visual at DH
PF
PNF
“LANDING”
80 ft RA
“80”
Disconnect AP 50 ft RA
“50”
20 ft RA
“20” Reduce PL and flare visually
J
If visual references insufficient
CAT 2 events No visual at DH
Tasks and call- outs PF “GO AROUND, SET POWER, FLAPS ONE NOTCH” - Press GA pb - Advance PL to the ramp - Follow FD bars
Positive rate of climb
Mod. : 1112
PNF
- Request gear retraction - Request HDG, low bank, IAS, VGA - Request AP engagement
- Retract flaps one notch - Adjust power
“POSITIVE CLIMB” - Retract gear - Select HDG, low bank, IAS, VGA - Engage AP
ATR 42 Model : 400/500
12 DEC 10
R
PNF
R
PF
PNF
R R
PNF
R
R R
PF
PNF PF
PROCEDURES AND TECHNIQUES
2.02.06 P2
FLIGHT CONTROLS
001 NOV 97
AA
PITCH : Both elevators are connected through a pitch uncoupling device, in order to leave sufficient controllability in case of mechanical jamming of one control surface. Activation of this device : - Requires heavy forces (52 daN/114 Ibs) to be applied to the control columns, which minimizes the risk of untimely disconnection. - Indicated to the crew through the red warning « PITCH DISCONNECT ». - Allows the flight to be safely achieved : refer to PROCEDURES FOLLOWING FAILURES. Note 1 : WHEN PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed has to be limited to 180 kt and bank angle to 30° until flaps extension to avoid overstressing the stabilizer. Note 2 : The TWO sticks must be held once the aircraft is landed. Once disconnected both elevators can be reconnected by applying the following procedure : BOTH ELEVATORS RECONNECTION ON GROUND Conditions : R - Aircraft on ground and electrically powered. - Both elevators disconnected. - Red PITCH DISCONNECT alarm illuminated steady on CAP. Procedure : - Engage GUST LOCK and check both columns are locked. - Depress and hold ELEV CLUTCH guarded pb (see 1.09) until PITCH DISCONNECT flashes red on CAP (reconnection is audible without engine running). - Release ELEV CLUTCH pb. After a few seconds, PITCH DISCONNECT extinguishes on CAP. - Check both columns are effectively coupled.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.06 P3
FLIGHT CONTROLS
100 MAY 98
AA
ROLL
•
Aileron spring tabs Flight controls are connected to the ailerons through the spring tabs, therefore, maintaining the flight controls to neutral on the ground would not prevent the ailerons from oscillating in case of heavy tail wind (> 30 kt). Therefore, in heavy wind conditions it is recommanded : - to disengage the gust lock only when necessary before take off. - after landing, to engage the gust lock before a turn that would expose the aircraft to a tail wind component. If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
R R R R R
•
Aileron trim Ailerons forces trimming is obtained by shifting the zero position of the left aileron spring tab : this means that AILERON TRIM INDICATOR is only representative of the differential loading of the spring tab and not of the aileron position.
Mod. : 4372
ATR 42 Model : 500
PROCEDURES AND TECHNIQUES
2.02.06 P5
FLIGHT CONTROLS
001 NOV 02
AA
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following recommendations must be observed. 1) THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING CIRCUMSTANCIES: a) In normal operations, for directional control -During the takeoff roll, when on ground, especially in crosswind condition. -During landing flare with crosswind, for decrab maneuver. -During the landing roll, when on ground. -The rudder may be used as deemed necessary, for turn coordination to prevent excessive sideslip. b) To counteract thrust asymmetry Full rudder authority can be used to compensate for the yawing moment of asymmetric thrust. Note : at high speed (i.e. flaps up), thrust asymmetry (i.e. due to an engine failure) has relatively small effect on lateral control of the aircraft. The amount of rudder required to counter an engine failure and center the sideslip is small. c) In some other abnormal situations The rudder may also be used in some abnormal situations such as: -Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral. -Aileron jam. The rudder may be used to smoothly control the roll. -Landing gear unsafe indication (gear not downlocked). When a main landing gear is not downlocked, the rudder may be used to establish sideslip in an attempt to downlock the landing gear by aerodynamic side forces. -Landing with landing gear not downlocked. The rudder can be used for directional control on ground. In all these normal or abnormal circumstances, proper rudder maneuvers will not affect the aircraft's structural integrity. 2) RUDDER SHOULD NOT BE USED: -To induce roll, except in the previous case( Aileron jam) or -To counter roll, induced by any type of turbulence. Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite rudder inputs must not be applied. Such inputs can lead to loads higher than the limit, or possibly the ultimate loads and can result in structural damage or failure. Note : Rudder reversals must never be incorporated into airline policy, including so-called aircraft defensive maneuvers" to disable or incapacitate hijackers. As far as dutch roll is concerned, yaw damper action (if selected) or RCU (Releasable Centering Unit) are sufficient to adequately dampen dutch roll oscillations. The rudder should not be used to complement the yaw damper action.
ATR 42 Model : 400/500
2.02.07
PROCEDURES AND TECHNIQUES P1 FUEL SYSTEM
001 DEC 10
AA
FUEL CROSSFEED Allows feeding of 1 or 2 engines from either side tank, especially for fuel balancing. PROCEDURE : Intended tank to be used : PUMP RUN and OFF LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . extinguished X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE Opposite tank : PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF When asymmetrical feeding is completed: PUMPS both . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X LINE R Note: Each electrical pump is able to supply one engine in the whole flight R envelope. R One electrical pump and associated jet pump are able to supply both engines in R the whole flight envelope. R When X FEED is selected « in line », both electrical pumps are forced to run R (both RUN lights illuminate green) as long as associated PUMP pb is selected R ON. CAUTION : When X FEED procedure is applied, some fuel transfer from the wing tank where the pump is running to the other wing tank (where the pump is OFF) may occur. This transfer is particularly noticeable at low power settings (X FEED in Hotel mode is the worst case). FUEL QUANTITY INDICATIONS IN FLIGHT Accurate readings require aircraft levelled without side slip and pitch attitude close to zero degree. ON GROUND Accurate readings should be made with aircraft static (not taxiing) and fuel pumps running for more than 4 minutes. This procedure should be applied each time a comparative reading before and after flight is intended with correlation to fuel used. COMMENTS - Fuel quantity indications are affected by excessive longitudinal and lateral attitudes and accelerations. - Fuel quantity indications are affected by the level of fuel in the feed tank. With pumps running, the feed tanks are filled within a few minutes. This is the normal flight case.
2.02.08
PROCEDURES AND TECHNIQUES P1 ADVERSE WEATHER
001 DEC 09
AA
R This chapter is divided in four parts : - Icing, - Cold weather operations, - Operations in wind conditions R - Volcanic Ash encounter ICING I - GENERAL Icing conditions are defined as follows : " Atmospheric icing conditions. Atmospheric icing conditions exist when OAT on ground and take-- off is at or below 5°C or when TAT in flight is at or below 7°C and visible moisture in the air in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow sleet and ice cristals). " Ground icing conditions Ground icing conditions exist when the OAT is at or below 5°C when operating on ramps, taxiways and runways where surface snow, standing water or slush is present. " Regulatory requirements Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes up to 50 microns in diameter. No aircraft is certified for flight in conditions with droplets larger than this diameter. However, dedicated flight tests have linked unique ice accretion patterns to conditions of droplet sizes up to 400 microns. Procedures have been defined in case of inadvertent encounter of severe icing. " Organization of this subchapter It will address the following areas : F
Operations within the certified envelope.
F
Information about severe icing beyond the certified envelope.
F
Good operating practices.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P2
ADVERSE WEATHER
001 DEC 95
AA
II - OPERATIONS WITHIN THE CERTIFIED ICING ENVELOPE PREAMBULE Icing conditions should never be assessed with complacy. Although the aircraft is adequately protected for most of the encountered cases, any severe icing exposure should be minimized by a correct evaluation and proper avoiding actions. A) GENERAL Operations in atmospheric icing conditions require SPECIAL ATTENTION since ice accretion on airframe and propellers SIGNIFICANTLY modifies their aerodynamic characteristics. The primarily considerations are as follows : a - Even small quantities of ice accretions, which may be difficult to detect visually, may be sufficient to affect the aerodynamic efficiency of an airfoil. For this reason, ALL ANTI ICING PROCEDURES and SPEED LIMITATIONS MUST BE COMPLIED WITH as soon as and as long as ICING CONDITIONS are met and even before ice accretion actually takes place. b - Main effects of ice accretion on airfoils are : S Maximum achievable LIFT is reduced. S For a given angle of attackm LESS LIFT and MORE DRAG are generated. In order to maintain a SAFE MARGIN AGAINST STALL, which will occur at a higher speed when ice accretion spoils the airfoil : - the stall warning threshold must be reset to a lower value of angle of attack, - the stick pusher activation threshold is lowered accordingly. These lowered thresholds are effective when switching horns anti icing ON and illuminating the ICING AOA green caption. R R
THE LOWER AOA OF STALL WARNING AND STICK PUSHER ACTIVATION THRESHOLD DEFINED FOR ICING REMAIN ACTIVE AS LONG AS THE ICING AOA" CAPTION IS ILLUMINATED. - Accordingly, the minimum maneuver/operating speeds defined for normal (no icing) conditions (see FCOM 2.02.01) MUST BE INCREASED. These new minimum speeds are called MINIMUM ICING SPEEDS". They are defined further in paragraph B.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P4
AFCS
300 NOV 02
AA
R Mod : 4372 + (4450 or 4580) + 4540
ATR 42 Model : 500
PROCEDURES AND TECHNIQUES
2.02.08 P6
100
ADVERSE WEATHER
NOV 00
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS During operations with AP ON during climb and descent, vertical speed mode should not be used unless the airspeed is carefully monitored. The suggested procedure is to use IAS mode with a speed selected which is equal to or greater than the appropriate minimum speed (VmLB or VmHB in accordance with the BANK selection on the autopilot). CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM message flashing on the ADU: if this message appears, apply the AILERON MISTRIM procedure. Note : Permanent heating (Probes / windshield) is Always selected ON. ENTERING ICING CONDITIONS D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . . . ON R Note : horns anti icing selection triggers the illumination of the ICING AOA" green light, and lowers the AOA stall warning threshold. D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . confirm AUTO R
MINIMUM Maneuver/Operating ICING SPEED . . . . BUGGED and OBSERVED
D ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR Note : These procedures are applicable TO ALL FLIGHT PHASES including take off.
Mod. : 4601
ATR 42 Model : 500
PROCEDURES AND TECHNIQUES
2.02.08 P7
ADVERSE WEATHER
050 NOV 00
AA
R
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
R
D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . Confirm ON
R
D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO D ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON D AIR FRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R
MINIMUM Maneuver/Operating ICING SPEED . . . . BUGGED and OBSERVED
D BE ALERT TO SEVERE ICING DETECTION. In case of severe icing, refer to 2.04.05. Notes : 1.When ice accretion is visually observed, DE ICERS MUST BE selected and maintained ON as long as icing conditions exist. 2.Ice detector may also help the crew to determine continuous periods of ice accretion as the ICING lt remains illuminated as long as the ice detector senses ICE ACCUMULATING. The ice detector may not detect certain ice accretion form (see FCOM 1.13.20). 3.If a noticeable performance decrease and (or) significant vibrations occur due to propeller residual icing then, in order to improve the deicing of the blades, it is recommended : F To check that the MODE SEL is AUTO, or that the MAN mode is selected in accordance with SAT. F To set CLs on 100 OVRD for continuous periods of not less than 5 minutes in order to benefit from an increased centrifugal effect. 4.If ice accretion is seen by the detector with HORNS ANTI ICING and/or AIRFRAME DE ICING still OFF, the ICING light will flash until corrective actions are taken. 5.Engines de-icing must be selected ON prior to airframe de-icing to take benefit of an immediate engines de-icing. If not, engines de-icing will be effective 60 or 240 seconds later depending on MOD SEL selection.
Mod : 5008
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P8
001 NOV 00
ADVERSE WEATHER AA
WHEN LEAVING ICING CONDITIONS R
DE ICING and ANTI ICING may be switched OFF. Note : Leaving DE ICING in operation UNNECESSARILY is detrimental to boots life. The DE ICING blue light on memo panel will blink if deicers are still ON more than 5 minutes after ice detector has stopped to signal ice accretion (ICING amber light OFF).
R
WHEN THE AIRCRAFT IS VISUALLY VERIFIED CLEAR OF ICE
R
ICING AOA caption may be cancelled and normal speeds may be used.
R Note : Experience has shown that the last part to clear is the ice evidence probe. As long R as this condition is not reached, the icing speeds must be observed and the ICING R AOA caption must not be cancelled.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P9
ADVERSE WEATHER
001 MAY 98
AA
F) TAKE OFF IN GROUND ICING CONDITIONS BUT WITHOUT ATMOSPHERIC ICING CONDITIONS A GENERAL 1 - Contaminant may adhere to wheels brakes when taxiing on contaminated ramps, taxiways and runways. 2 - During take off, there is no contamination on wings or engines nacelles but contaminant might affect the propellers. B PROCEDURE For take off in ground icing conditions but without atmospheric icing conditions, the following procedure must be applied. BEFORE TAKE OFF PROPELLERS ANTI ICING ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . ON AFTER TAKE OFF LANDING GEAR (if possible) . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE PROP ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD Notes : 1. Take off may be scheduled using normal minimum V2 = 1.13 VSR. 2. Horns anti icing must not be selected ON to avoid lowering the AOA of stall warning threshold.
R
3. Landing gear cycling after take-off with a significant layer of contaminant on the runway (slush, snow) is highly recommended to avoid brakes freezing especially if the procedure described page 19 as "special case" (brakes heating before take-off) has not been followed for any reason.
ATR 42 Model : 400/500
DEC 09
R
PROCEDURES AND TECHNIQUES
2.02.08 P 12
001 NOV 99
ADVERSE WEATHER 3) Mixed icing condition
Mixed icing condition may be encountered in the range of temperatures - 10°C/0°C. It is basically an unstable condition, it is extremely temperature dependent and it may change quite rapidly. This condition may surpass the ice protection capabilities because the aggregate of impinging ice crystal/snow and water droplet can adhere rapidly to the airplane surpassing the system capabilities to shed ice, causing significant reduction in airplane performance as in case of system failure. C) CONSEQUENCES OF SEVERE ICE ACCRETION The consequences of severe ice accretions are ice location dependent. If the pollution extension occurs on the lower surface of the wing, it increases the drag and the airplane speed decreases. It may lead to stall if no action is taken to recover a correct speed. If the pollution occurs first on the upper part of the wing, the drag is not affected noticeably but controllability anomalies may be encountered. Severe roll anomalies may be encountered with flaps 15" accretions flown with flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself that is detrimental, but the low angle of attack that may result from such a setting, especially close to VFE. This low or negative AOA increases the wing upper side exposure to large droplet impingement. This is why holding with any flaps extended is prohibited in icing conditions (except for single engine operations). R
... / ...
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P 13
ADVERSE WEATHER
001 DEC 04
D) DETECTION
R
- During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following : Severe icing is characterized by ice covering all or a substantial part of the unheated portion of either side window, Note : This cue is visible after a very short exposure (about 30 seconds). and / or Unexpected decrease in speed or rate of climb, and / or The following secondary indications : . Water splashing and streaming on the windshield. . Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice. . Accumulation of ice on the lower surface of the wing aft of the protected areas. . Accumulation of ice on the propeller spinner farther aft than normally observed. - The following weather conditions may be conducive to severe in-flight icing : . Visible rain at temperatures close to 0°C ambient air temperature (SAT). . Droplets that splash or splatter on impact at temperatures close to 0°C ambient air temperature (SAT). - The occurence of rain when SAT is below freezing temperature should always trigger the alertness of the crew. EXIT THE SEVERE ICING ENVIRONMENT There are no regulatory requirements to certify an aircraft beyond JAR/FAR 25 Appendix C. However, in case of inadvertent encounter with such conditions severe icing procedure must be applied (refer to 2.04.05).
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P 15
ADVERSE WEATHER
001 NOV 99
IV - GOOD OPERATING PRACTICES Aircraft certification requirements describe the icing conditions likely to be encountered in commercial aviation. However, as demonstrated by experience, icing remains one of the major causes of incidents and accidents, and good airmanship prohibit any complacency in this area. The following basic rules should therefore be applied : " Know as much about your operating environment as you can. Carefully review weather packages for Pilot reports of icing conditions, tops reports, temperatures aloft forecasts and forecasts of icing, freezing drizzle and freezing rain. Monitor both Total Air Temperature and Static Air Temperature during climb and while en route. Use the weather radar. Areas of precipitation which will paint on the radar will be of sufficient droplet size to produce freezing rain when encountered in freezing temperatures or on a cold soaked aircraft. " Marginal freezing temperatures and icing conditions should create a heightened state of awareness. Remember, severe ice can still be incurred at temperatures down to approximately - 18° C, at high altitude. R " Be alert to severe icing cues defined pages 12/13. R " When severe icing is encountered, take appropriate steps to leave the conditions. Since these unique conditions are usually small in area and associated with very specific temperatures conditions, a change in altitude of just a couple thousand feet may place you in a totally different environment. " Make reports to ATC and Company. There is no better operational tool available today than first hand reports of these conditions. Remember that because these are localized areas and extremely temperature dependent, another aircraft passing through the same area at a different airspeed may experience different conditions. For example, a laboratory test showed for a specific, yet normal condition, rime ice up to about 150 kt, mixed ice as speed was increased to about 200 kt, glaze ice between 200 and 360 kt, and no accretion above 360 kt. Note : Reporting of icing conditions as defined in the FAA's Airman's information Manual (AIM) : Trace : Ice becomes perceptible. Rate of accumulation is slightly greater than the rate of sublimation. It is not hazardous even though deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1 hour). Light : The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of de-ice/anti-icing equipment removes/prevents accumulation. It does not present a problem if the deicing/anti-icing equipement is used. Moderate : The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment or flight diversion is necessary. Severe : The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary.
ATR 42 Model : 400/500
2.02.08
PROCEDURES AND TECHNIQUES P 17 ADVERSE WEATHER
001 DEC 10
AA
CAUTION : Wing, tailplane, vertical and horizontal stabilizers, all control surfaces and flaps should be clear of snow, frost and ice before take off. PARTICULAR CASE : limited frost accretion on lower wing surfaces due to cold fuel remaining and high ambient humidity. As stated in the operational requirements, no person may take off an aircraft when frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft. FROST : frost is a light, powdery, crystalline ice which forms on the exposed surfaces of a parked aircraft when the temperature of the exposed surfaces is below freezing (while the free air temperature may be above freezing). Frost degrades the airfoil aerodynamic characteristics. However, should the take off be conducted with frost adhering to the lower surface of the wing, check the following : - The frost is located on the lower surface of the wing only. - Frost thickness is limited to 2 mm. - A visual check of the leading edge, upper surface of the wing, control surfaces and propellers is performed to make certain that those surfaces are totally cleared of ice. - Performance decrement and procedures defined for take off in atmospheric icing conditions are applied. " DE ICING / ANTI ICING PROCEDURE R - External de-- /anti-- icing will be performed as close as possible from take-- off time in order not to exceed the hold over time. Type 1 (low viscosity) or type 2/4 (high viscosity) fluids are used for these operations. The type 2/4 fluids are used for their anti icing qualities. As airflow increases the fluid is spread through the elevator gap and over the lower surface of the elevator. Depending on the brand of the fluid and the OAT, this phenomenon may temporarily change the trim characteristics of the elevator by partially obstructing the elevator gap. This may lead to a considerable increase in control forces necessary to rotate. This effect is most pronounced when center of gravity is forward. R - To ensure the best possible tailplane de-- /anti-- icing, all along the fluid spraying, the R pitchwheel must be firmly maintained on the forward stop together with the aileron gust R lock engaged. R - De-- /anti-- icing may be performed in Hotel mode provided BLEEDS are selected OFF. If a de icing gantry is used, both engines must be shut down. For manual propeller de icing, the engines must be shut down and air intake blanked or precaution taken not to have de icing fluid in the air intake. No propeller blade should be located at 6 o’clock position during this procedure.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P 19
ADVERSE WEATHER
001 NOV 00
AA
" TAXIING - The standard single engine TAXI procedure may still be used provided the friction coefficient remains at or above 0.3 (braking action medium, snowtam code 3) and nose wheel steering is not used with too large deflections. Note : If the OAT is very low, it may be necessary any way to start up engine 1 early enough to get the necessary oil warm up time (refer to Note (3) above). - For taxiing with very low friction coefficients (icy taxiways, slush,) it is recommended to use both engines, limit nose wheel travel and use with differential power as necessary. SPECIAL CASE If contaminant layer is significant enough to possibly accumulate in the brake area during ground operation, brakes disks may join due to icing during the flight, leading to possible tyres damages at subsequent landing. The following special procedure should be applied during taxi before and as close as possible to take off. Set 18% Torque on each engine and keep taxi speed down to a "man pace" during 30 seconds using normal brakes with minimum use of nose wheel steering to ensure a symmetrical warming up of the brakes.
R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P 20
ADVERSE WEATHER
001 NOV 00
AA
" TAKE OFF - Standard take off procedure has to be used with the following additions : .S If runway is contaminated (ice, snow, slush), use the relevant performance penalties definied in the performance section 3.03. .S Use of reverse on contaminated runways has to be limited at very low speeds to avoid contaminant projections at the level of cockpit windshield which may reduce visibility to zero (snow, slush). .S In atmospheric icing conditions, refer to appropriate speeds and performance penalties and add the following : - with very cold OAT, delay start of take off roll until oil temperature is at least 45_C (this is necessary to guarantee inlet splitter de icing capability). R
R
After the ground de icing/anti icing procedure, using type II/IV fluids, higher than normal stick forces may be encountered. These control input forces may be more than twice the normal take off force. This should not be interpreted as a `pitch jam` leading to an unnecessary abort decision above V1. Although not systematic, this phenomenon should be anticipated and discussed during pre-take off briefing each time de icing/anti icing procedures are performed. These increased pitch forces are strictly limited to the rotation phase and disappear after take off.
R R R
In very exceptional circumstances, because of increased rotation forces, the pilot can consider that take off is impossible and consequently initiate an aborted take off . The consequences of this decision are catered for by a specific performance penalty (Refer to AFM SUPPLEMEMTS chapter).
R
AFTER V1, BE TAKE OFF MINDED " BEFORE LANDING If take-off has been performed on a slush contaminated runway, this slush may seize the brakes during cruise. To prevent tire damage at touch down : in final approach, after the selection of GEAR DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then reselect the ANTISKID to ON. " LANDING Same restrictions on reverse than for accelerate stop. Apply relevant performance restrictions. " PARKING When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the aircraft with parking brake engaged and use chocks instead whenever possible. ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P 21
ADVERSE WEATHER
001 NOV 98
AA
R R R R R R
OPERATIONS IN WIND CONDITIONS Landing The recommended landing flap configuration is the same as the standard landing flap setting, even with strong crosswind. Large flaps extension does not impair the controllability in any manner. Moreover it minimizes the flare duration and allows a quicker speed decrease down to the taxi speed.
R General R Precautions or special instructions may be necessary depending on the force and R direction of the wind. The following FCOM pages deal with this subject : R Tail wind limit and demonstrated cross wind
2 01 03 p5
R Final approach speed and wind factor
2 02 01 p4
R Cat II maximum demonstrated wind
2 02 04 p8
R Parking aircraft orientation
2 02 03 p2 and 2 03 20 p1
R Aileron spring tabs (when equipped)
2 02 06 p3
R Taxiing with strong wind
2 02 06 p4
R Take off run
2 02 12 p1
R Rejected take off
2 02 12 p2
R Hotel mode limitation
2 03 06 p3 and 2 05 02 p4
R Taxiing with tail wind component
2 03 09 p1
R Ditching
2 04 05 p3
R NAC OVHT
2 05 02 p4
R ELEVATOR JAM
2 05 06 p5
R PITCH DISCONNECT
2 05 06 p6
R AILERON JAM
2 05 06 p10
R SPOILER JAM
2 05 06 p12
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.08 P 22
ADVERSE WEATHER
001 NOV 98
AA
Windshear This phenomenon may be defined as a notable change in wind direction and/or speed over a short distance. Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even without thunderstorms), during a frontal passage or on airports situated near large areas of water (sea breeze fronts). Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be negociated safely. However if it is encountered below 500 feet on take off or approach/landing it is potentially dangerous. As far as possible this phenomenon must be avoided. Procedure at take off : • Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum take off weight available for the day. • When clear of obstacles accelerate as much as possible and clean up the aircraft. • Climb at the normal climb speed. Procedure during an approach : If a windshear is encountered, • Initiate a normal go around procedure with 10° pitch . • When positively climbing at a safe altitude, retract the gear and complete the normal go around procedure. CAUTION :
The positive rate of climb must be verified on at least two instruments.
COMMENTS :
1. Leaving the gear down until the climb is established will allow to absorb some energy on impact, should the microburst exceed the aircraft capability to climb. 2. Ten degrees pitch attitude is the best compromise to ensure a climbing path together with an acceptable maximum AOA.
ATR 42 Model : 400/500
2.02.08
PROCEDURES AND TECHNIQUES P 23 ADVERSE WEATHER
001 DEC 09
AA
VOLCANIC ASH ENCOUNTER 1- VOLCANIC ASH DESCRIPTION Volcanic ash is, essentially, extremely fine particles of glass shards and pulverized rock, the composition of which reflects the composition of the magma inside the volcano. It is composed predominantly of siliceous materials (> 50%) that are both very hard and very abrasive. The melting point of glassy silicates is around 1100_C that is close to the operating temperature of the engine at cruise thrust. The ash is accompanied by gaseous solutions of sulphur dioxide (sulphuric acid) and chlorine (hydrochloric acid). 2- AVOIDANCE Flight operations in volcanic ash are extremely hazardous and must be avoided. Flights in areas of known volcanic activity must be avoided. When a flight is planned into an area with known potential for volcanic activity: - All NOTAMS and air traffic advisories have to be checked for current status of volcanic activity. - The planned route has to well avoid the area of volcanic activity. - If possible, stay upwind of volcanic ash. The first two or three days following an explosive eruption are especially critical because high concentration of gas with hazardous concentration could be encountered at cruise levels some considerable distance from the volcano. Beyond three days, it is assume that if the ash is still visible by eye or from a satellite data, it still presents a hazard to aircraft. 3- DETECTION Volcanic ash cloud does not produce ”return” or ”echoes” on the airborne weather radar. Volcanic ash may be difficult to detect visually, especially at night or on instrumental meteorological conditions. However, the following have been reported by flight crew: - Acrid odor, similar to electrical smell, burned dust or sulfur. - Smoke or dust appearing in the cabin and cockpit, leaving a coating on cabin and cockpit surfaces. - Multiple engine malfunctions, such as stall, increase ITT, flameout. - Airspeed fluctuating erratically. - At night, static electric discharges (St. Elmo’s fire) visible around the cockpit windshields. - At night, landing lights cast sharp, distinct shadows on the volcanic ash clouds as opposed to the normally fuzzy, indistinct shadows cast on water / ice clouds. 4- EFFECTS ON POWERPLANT The melting point of volcanic ash is close to the operating temperature of the engine at cruise power. This can cause serious damage in hot section of the engine that could result in engine thrust loss and possible flame out. (.../...) ATR 42 Model : 400/500
2.02.08
PROCEDURES AND TECHNIQUES P 24 ADVERSE WEATHER
001 DEC 09
AA
4- EFFECTS ON POWERPLANT (CONT’D) Pilots are therefore asked to reduce engine power settings to flight idle when possible to lower the engine operating temperature below the melting point of volcanic ash. The volcanic ash, being abrasive, also damage engine components causing loss of engine thrust. The erosion also results in a decrease in the engine stall margin. Although this abrasion effect takes longer than the melting fusion of volcanic ash to shut down the engine, the abrasion damage is permanent and irreversible. Reduction of engine thrust to idle slows the rate of erosion by the compressor blades but can not eliminate it entirely while the engine is still ingesting air contaminated by volcanic ash. Propeller blades may also be degraded by erosion inducing loss of traction efficiency. Oil cooler efficiency may also be decreased either due to excessive erosion of the cooler or due to blockage of the air intake by ashes. 5 - EFFECTS ON THE AIRFRAME AND EQUIPMENT Volcanic ash abrades cockpit windows, airframe and flight surfaces. Any parts protruding from airframe such as antennas, probes, ice detectors can be damaged and may be rendered inoperable. - The abrasion of the cockpit window reduces the pilot’s forward visibility. This can lead to serious problems during landing phase. - The abrasion damage of the wing or horizontal stabilizer leading edges can either prevent the correct operation of the de-- icing boots or even detached parts of the boots with subsequent drag increase. - The abrasion damage of the landing lights can significantly reduce landing light effectiveness. - Damage to the antennas can lead to a complete loss of HF communications and a degradation of VHF communications. - Damage to the various sensors can seriously degrade the information available to the pilot through the instrument. Volcanic ash can obstruct probes and penetrate into air conditioning and equipment cooling system. It can contaminates electrical and avionic units, fuel and hydraulic system and smoke detection system. - Pitot probe can be blocked by volcanic ash resulting in unreliable airspeed indications or complete loss of airspeed indication in the cockpit. Volcanic ash columns are highly charged electrically. The static charge on the aircraft creates a ”cocoon” effect which may cause a temporary defection, or even complete loss of VHF or HF communication with ground stations. (.../...)
ATR 42 Model : 400/500
2.02.08
PROCEDURES AND TECHNIQUES P 25 ADVERSE WEATHER
001 DEC 09
AA
6 - PROCEDURE
VOLCANIC ASH ENCOUNTER FOLLOWING ITEMS HAVE TO BE APPLIED WHILE MAKING A 180 DEGREES TURN AND STARTING DESCENT (IF MSA PERMITS) ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY PL 1 + 2 (if conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD SPEED BUG TO VmHB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET HDG MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH BANK CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100% CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR AIRPEED INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and lowers engine turbine temperature. Monitor particularly ITT; it may become necessary to set PL to Flight Idle, if conditions permit. Note: In extreme case, it may be necessary to consider precautionary engine shut down and engine restart in flight. If both engines flame out, refer to BOTH ENGINE FLAME OUT procedure (2.04.02) Note: Volcanic ash may clog the pitot probes resulting in unreliable speed indications.If airspeed is unreliable orlost, adjust airplane attitude and torque.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.09 P1
LANDING GEAR/BRAKES
001 NOV 97
AA
This chapter deals with the following points : -
RUNWAY STATUS NORMAL TAXI TAXI WITH FAILURES EMERGENCY BRAKING
RUNWAY STATUS The following table gives for take-off and landing the equivalent runway status corresponding to the braking action or the friction coefficient. This runway status may be used for the computation of the performances.
R
EQUIVALENT RUNWAY STATUS TAKE-OFF LANDING
BRAKING ACTION GOOD
FRICTION COEFFICIENT 0,40 and above
1
1
GOOD/MEDIUM
0,39 to 0,36
2
2
MEDIUM
0,35 to 0,30
3/6
5/6
MEDIUM/POOR
0,29 to 0,26
4
5
POOR
0,25 and below
7
7
UNRELIABLE
UNRELIABLE
8
8
EQUIVALENT RUNWAY STATUS : 1 : Dry runway 2 : Wet up to 3 mm depth 3 : Slush or water for depths between 3 and 6 mm 4 : Slush or water for depths between 6 and 13 mm 5 : Slush or water for depths between 3 and 13 mm 6 : Compact snow 7 : Ice 8 : Runway with high risk of hydroplaning
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P1
FLIGHT PATTERNS
001 MAY 98
AA
R
R R R R R R R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P2
FLIGHT PATTERNS
001 MAY 98
AA
R R R R R R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P3
FLIGHT PATTERNS
001 MAY 98
AA
R R R R R
R R R R R R R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P4
FLIGHT PATTERNS
001 MAY 98
AA
R R R R R R R R R R R R R R R R R R R R R R R R R R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P5
FLIGHT PATTERNS
001 MAY 98
AA
R R R R R R R R R R R R R R R R R R R R R R R R R R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P6
FLIGHT PATTERNS
001 MAY 98
AA
R R R R R R R R R R R R R R R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.10 P8
FLIGHT PATTERNS
001 NOV 97
AA
R R R R R R R R R R R
ATR 42 Model : 400/500
2.02.11
PROCEDURES AND TECHNIQUES P1 POWER PLANT
001 DEC 10
AA
START UP PROCEDURE ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC FAULT is lit try to reset ; if unsuccessful, deselect EEC. During engine start or relighting, the following items must be monitored. - Correct NH increase when starting the sequence. - Starter disconnection at 45 % NH. - Maximum ITT : during a battery start one or two ITT peaks not exceeding 800°C may usually be observed. ITT peaks are of lower value if a suitable GPU is used. This example shows the start sequence of engine N° 1 on ground (engine 2 running) :
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR R during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour. R Note : This alert is inhibited when affected CL is in FUEL SO position. ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.11 P2
POWER PLANT AA
001 NOV 02
TAKE OFF : USE OF BLEED VALVES The aircraft is fitted with an automatic bleed valve closing in case of engine failure at take off. The closing signal is given by MFC's when uptrim is triggered. BLEED FAULT light also illuminates on the operative engine. Engine bleed valves may be routinely selected ON (NORM FLOW) for take off. However, performance decrement has to be considered for the ground phase. This decrement is given in chapter 3.03 and may be computed by the FOS. POWER SETTING AT TAKE OFF Engine control normally uses temperature, altitude and speed data from the selected ADC but reverts to its own sensors in case of detected failure or significant offset. TAT/SAT information are valid only whne the engine (propeller unfeathered) corresponding to the selected ADC is running. RTO torques must be computing using altitude and temperature information independent from aircraft sources and compared to values displayed by torque bugs. Take off power is routinely obtained by setting the power levers and the condition levers into the notches. If need be, in order to match target torque bugs set according to dependable data, it may be necessary to adjust the PL's out of the notches. UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT Unfeathering the propeller induces a limited lateral disturbance. ENGINE PARAMETERS FLUCTUATIONS
R The variation tolerances of engine parameters are shown in Figure. These tolerances R must be taken into account only in stabilized flight phases.
R
PARAMETERS
TQ
NH
ITT
NP
FLUCTUATION AMPLITUDE
+/- 2 %
+/- 0.25 %
+/- 10_C
+/- 2.5 %
R In case of engine parameters fluctuation it can be helpful to select the corresponding EEC OFF before shutting the engine OFF. R If this action cures the problem, the flight can be continued accordingly. CONTINUOUS IGNITION If one or both EEC (s) has (have) been deselected, the use of MAN IGN is required when the aircraft enters precpitation or severe turbulence areas, when ice accretion develops or when using contaminated runways for take off landing
ATR 42 Model : 400/500
2.02.11
PROCEDURES AND TECHNIQUES P 2A POWER PLANT
001 DEC 10
AA
PUSH BACK AND POWER BACK OPERATIONS Push- back (with towbar) Note: NAC OVHT and ENG FIRE can be triggered during push-- back in hotel mode, with a tail wind greater than 10kts, including aircraft direction changes throughout the procedure. If the tail wind is above this limit, the push-- - back has to be done, with the propeller(s) running and unfeathered, and respecting ground safety rules and airport local rules. - Push-- back is done after ATC clearance. - Specific phraseology is used. - Ground staff remains connected with the aircraft by using conventional signs and/or headphones with several persons according to airline policy - Parking brake released and steering OFF. - Each crew member keeps his feet on the floor. NEVER USE BRAKES during push back (to avoid tail strike and/or strain on towing system). Wait for disconnection of the tow bar by the ground staff before switching the steering ON. - Set nose wheel steering to ON. Caution: neverset the hydraulicof thesteering beforethe disconnection of the tow bar. Power back Note: NAC OVHT and ENG FIRE can be triggered, if a prolonged power-- back is maintained with a tail wind greater than 10kts, including aircraft direction changes throughout the procedure Note: In Ground Idle, after parking brake release, the aircraft moves forward. The power lever has to be retarded slightly to power back just before releasing the brake. Note: Safety glasses have to be used by the ground staff, because of the possibility of projection during power back operation. - Before power back, both propellers are running and are unfeathered. - Power back is done after ATC clearance. - Ground staff area checked cleared before and during power back, by using conventional signs and/or headphones with several people, as per prevailing airlines policy. - Nose wheel steering remains ON. - To avoid moving forward, apply slight power back just before releasing brake. - Each crew member keeps his feet on the floor. NEVER USE BRAKES during power back (to avoid tail strike). - Power back is performed at low speed. - Use Ground Idle or positive power to decrease speed or stop.
ATR 42 Model : 400/500
APR 08
R
APR 08
R
2.02.11
PROCEDURES AND TECHNIQUES P8 POWER PLANT
001 DEC 09
AA
REVERSE PHASES NP is the parameter to be monitored during reverse phases. (NP is the only regulated parameter in these phases) OPERATIONS OUT OF THE NOTCH When PL are retarded, during descent and approach, trim efficiency is reduced (reference point being notch), and cannot correct built-- in discrepencies between engines and their associated controls. Tolerances due to PL rigging cannot be compensated in that area. TQ split up to 8% (8 counts) can be evidenced between engines in stabilised conditions. This is built-- in and results from requirement of TQ accuracy in notch, which is the power setting used for about 90% of flight time. TQ differences are allowable and can be eventually compensated manually by crew with PL adjustment.
ATR 42 Model : 400/500
2.02.12
PROCEDURES AND TECHNIQUES P1 FLIGHT CHARACTERISTICS
001 DEC 07
AA
TAKE OFF AND LANDING RUNS - Proper crew coordination is required in order to hold the control column at all times and prevent excessive elevator or aileron deflections due to wind and/or reversed air flow from propellers. The control column is initially held : F F
in pitch : fully nose down, then slowly relaxed as speed increases. in roll : neutral or deflected TOWARD the wind in case of crosswind component, as appropriate to maintain wings essentially level. Note : Excessive aileron deflections should be avoided as they affect directional control.
- For take-- off, use of nose wheel steering guidance is only recommended for the very first portion of the take-- off run as rudder becomes very rapidly efficient when airspeed increases (~ 40 Kts) and aircraft exhibits a natural tendency to go straight. - Action on NWS should be smooth and progressive, particularly as ground speed increases. - Rudder must not be cycled during take-- off, particularly the first portion where NWS is used : combination of unnecessary rudder cycling (with an increasingly efficient rudder) and NWS control would then lead to uncomfortable oscillations. - Rolling take-- off technique. In order not to increase the take-- off distances, power must be set quickly during the last phase of the line up turn. - For landing or aborted take off, control column holding must be transfered to the co-- pilot when the captain takes the NWS. If reverse is used, at low speeds and with high power, the reversed air flow may shake violently the flight controls, particularly with no crosswind : the control column must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged. R
Narrow Runways : When the aircraft is operated on a narrow runway (width < 30 m (98 ft)), whoever is the PF (CM1 or CM2), the CM1 should be ready to use Nose Wheel Steering as soon as the nose wheel is on the ground. If reverse is used, at low speeds and with high power, the reversed air flow may shake violently the flight controls, particularly with no crosswind : the control column must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged. Refer to 3.11.10 ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.12 P3
001 NOV 99
FLIGHT CHARACTERISTICS STALLS STALL WITHOUT ICE ACCRETION
In all configurations, when approaching the stall, the aircraft does not exhibit any noticeable change in characteristics of flight : control effectiveness and stability remains good and there is no significant buffet down to CL max ; this is the reason why both the stall alert (audio cricket" and shaker) and stall identification (stick pusher) are artificial" devices based on angle of attack measurement. Recovery of stall approaches should normally be started as soon as stall alert is perceived : a gentle pilot push (together with power increase if applicable) will then allow instant recovery. If the stall penetration attempt is maintained after stall alert has been activated, the STICK PUSHER may be activated : this is clearly unmistakable as the control column is suddenly and abruptly pushed forward, which in itself initiates recovery. Note : The pushing action" is equivalent to 40daN/88 lbs applied in 0.1 second and it lasts as long as angle of attack exceeds the critical value. CAUTION : Stall training excercices without stick pusher are prohibited. STALL WITH ICE ACCRETION Even with airframe de-icers used according to procedure (i.e. as soon as and as long as ice accretion develops on airframe), the leading edges cannot be completely cleared of ice accretion because of existence of unprotected" elements on the leading edges and continued accretion between two consecutive boots cycles. This residual ice on leading edges changes noticeably the characteristics of flight BELOW the minimum operating speeds defined for ice accretion, as follows : - Control effectiveness remains good, but forces to manoeuver in roll and to a lesser degree in pitch, may increase somewhat. - Above the reduced angle of attack : . An aerodynamic buffeting may be felt which will increase with the amount of ice accumulated and angle of attack increase. . Stability may be slightly affected in roll, but stick pusher should prevent angle of attack increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for stall alarm threshold definition).
R R
Recovery of stall in such conditions must be started as soon as stall warning is activated or buffeting and/or beginning of lateral instability and/or sudden roll off is perceived. Recovery will be best accomplished by : - A pilot push on the wheel as necessary to regain control. - Selection of flaps 15. - Increase in power, up to MCT if needed.
ATR 42 Model : 400/500
2.02.12
PROCEDURES AND TECHNIQUES P4 FLIGHT CHARACTERISTICS
001 DEC 07
AA
APPROACH - The deceleration capabilities of the aircraft provide a good operational advantage which should be used extensively : decelerated approaches reduce noise, minimize time and fuel burn and allow better integration in big airports. This is why they have been described as the “standard approaches” in section 2.02.10 (flight patterns). - Initial approach speed will vary with ATC constraints and turbulence, but may be up to 240 Kts. - Initial approach speed may be maintained on a typical 3° glide slope to the following height above runway : NP
DECLARATION HEIGHT
82 %
(IAS x 10) ft
Configuration changes should be made at VLE VFE when decelerating. This procedure allows to reach VAPP speed at 500 ft above runway. Note : If deceleration rate on approach appears unsufficient, it is always possible to increase it by setting NPs on 100 OVRD, but at the expense of an increased interior noise. R STEEP SLOPE APPROACH R Refer to 3.11.17
R
ATR 42 Model : 500/400
PROCEDURES AND TECHNIQUES
2.02.12 P5
001
FLIGHT CHARACTERISTICS
NOV 01
AA
LANDING In order to minimize landing distance variations the following procedure is recommended : Maintain standard final approach slope (3°) and final VAPP until 20 ft is called on radioaltimeter. F
F
At « 20 ft » call by PNF, reduce to FI and flare visually as required. Note : 20 ft leaves ample time for flare control from a standard 3° final slope. - During this flare the airspeed will necessary decrease, leading to a touch down speed of 5 to 10 kt lower than the stabilized approach speed.
F
As soon as main landing gear is on ground : - Control nose wheel impact. - Both PL : GI - Both LO PITCH lights : check illuminated. CAUTION : If a thrust dissymetry occurs or if one LO PITCH light is not illuminated, the use of any reverser is not allowed. In this case the propeller pitch change mechanism is probably locked at a positive blade angle, leading to a positive thrust for any PL position.
- Use foot brakes as required. - As speed reduces, and not later than about 40 Kt (estimated) Capt takes NWS control, co-pilot hold control column fully forward. Note : 1. Max reverse is usable down to full stop if required, but to minimize flight control shaking due to reverse operation at high power, it is helpful to release slowly PL back to GI when reaching low ground speeds (below 40 Kts estimated). 2. Max braking is usable without restriction down to full stop, whatever the runway conditions may be, provided ANTISKID is operative. R
3. In case of a significant bounce, a go around should be considered.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.13 P1
GPS
110 NOV 00
AA
1. POWER UP The HT 1000 is directly powered by the DC BUS 1 or STBY BUS if TRU is installed. 2. FLIGHT PLANNING Two different routes can be prepared before each flight: RTE 1 may be used for the route from origin to destination and will be activated before take-off, RTE 2 may be used for the route from destination to alternate and will then be activated only in case of diversion. Before creating a route, make sure that the RTE 1 or RTE 2 pages have been completely erased. Selecting or re-selecting the origin airport will automatically erase the associated route. Details of the procedure to create a route are given in the Pilot's Guide. After activation of the route, the pilot initializes entrees via multifunction control system (MCDU). 3. NAVIGATION 3.1 General The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed, deselected, or if the satellite coverage is insufficient, the navigation automatically reverts to the DME/DME mode or DR mode (based on the navigation solution hierarchy). Note : this DME/DME mode is available only if aircraft is equipped with two DME receivers. 3.2 Displays GNSS mode is selected by pressing the RNV pushbutton on the EFIS control panel. GNSS may be presented either in OBS mode or MAP mode. The selection is done by repetitive action on the MAP pushbutton of the EFIS control panel. OBS mode presents conventional lateral guidance on the active leg. In this mode the desired track selection is made by the HT 1000 (course selectors on glareshield panel are not operative). In MAP mode multiple Wpt and/or additional symbols as holding pattern, DME arcs and procedure turns will be presented. Note : Symbols do not reflect the exact path but indicate the type of path to fly. The to wpt" is displayed in magenta, all other wpt are white, a white track line connects the wpts.. The symbol for a holding pattern is an oval associated with a H letter. The symbol for a DME arc is a 90º arc with an arrowhead associated with a A letter. The procedure turns is displayed with 2 lines indicating inbound and outbound leg. Mod. : 5176
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.13 P2
GPS
110 NOV 00
AA
3.3 Guidance Coupling of GNSS navigation to AP/FD in lateral mode -
select RNAV source on the EFIS control panel select MAP mode on the EFIS control panel adjust range using the WX radar range selector check aircraft position related to flight plan if necessary, come back on track or perform a Direct to the active waypoint select NAV mode on AFCS (LNAV will illuminate green)
Note : GNSS is not coupled to the AP/FD in vertical mode. The vertical deviation is advisory only on the EFIS. Navigation monitoring - maintain HDG bug on actual aircraft heading - monitor the sequencing of the waypoints on the MCDU (ACT RTE 1/2 LEGS page) and make sure that there is no discontinuity. CAUTION : when flying over a WPT followed by a discontinuity, the AP will revert to the basic lateral mode, maintaining the wings levelled. The message CPL DATA INVALID" will then illuminate on the AFCS. CAUTION : when in LNAV mode, switching of AP/FD between Pilot and Copilot will disengage the LNAV mode even if both sides are in GNSS mode. LNAV mode can be reengaged. Navigation with OFFSET When a parallel offset has been activated OFS will be permanently displayed in cyan above the aircraft symbol when in MAP mode or in the left upper part of the EHSI when in ROSE/ARC mode. The leg presented on the MAP display is not the offset leg but the XTK value presented below the aircraft symbol is related to the offset. Therefore it is normal, in such a situation, to see the aircraft symbol aside the active leg with a XTK value showing 00.0 L/R. ETOPS operation Before ETOPS operation, a Fault Detection and Exclusion (FDE) check must be performed on the ground. Refer to Pilot's Guide for this procedure. Return to standard display: -
check HDG bug on aircraft present heading select HDG mode on AFCS select V/L source on EFIS control panel select bearings f and G as required
Mod. : 5176
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES FLIGHT INSTRUMENTS
2.02.14 P1
AHRS
001 DEC 06
AA
AHRS AHRS alignment sequence takes place as soon as the battery is switched ON, and it takes nominally 3 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED. To know the remaining time for AHRS alignment, depress AHRS FAST ERECT pushbutton. The heading which can be read on the associated EHSI indicate the time remaining (in seconds) for AHRS alignment (example : heading 090 = 1 minute and 30 seconds). Then release AHRS FAST ERECT pushbutton. AHRS normally survive to electrical transients asociated with engine start. R ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/B OFF-- ON. Note : the beginning of the 3 minutes alignment period may be observed as it is associated with a brief display of horizon tilted 30_ to the right without flag. CAUTION : resetting AHRS C/B in flight is not recommended as in flight reailgnment requires 3 minutes of very stable flight (which may be impossible to get in turbulence) and possibility of pulling the wrong C/B could lead to complete AHRS failure unrecoverable for the rest of the flight. Note : some of the AHRS failures observed in flight may be “self recoverable” when they are associated to a temporary failure of the SPERRY DIGITAL BUS. R CAUTION : Pilots must be aware of possible induced attitudes and heading errors in case of continuous turns, specially in high latitudes countries; therefore racetrack R holding patterns are to be flown rather than circles. R R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES FLIGHT INSTRUMENTS WEATHER RADAR
2.02.14 P2
001 DEC 06
AA
WEATHER RADAR The weather radar radiates power when operating in any mode other than STBY. Use of weather radar on ground in a mode other than STBY requires special care : - make certain that no personnel is working in front of aircraft within a sector of 3 meters radius and 130_ left or right of the aircraft axis. - direct aircraft nose so that no large size metal object (hangar, aircraft ...) is located within a 30 meters radius. - avoid operating radar during refueling operation of radiating aircraft or any other aircraft within a 30 meters radius.
ATR 42 Model : 400/500
2.02.15
PROCEDURES AND TECHNIQUES P1 TCAS
060 DEC 07
AA
R
TCAS
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. GENERAL TCAS is an airborne Traffic alert and Collision Avoidance System that interrogates ATC transponders in nearby aircraft and generates appropriate aural and visual advisories to the flight crew to provide adequate separation. Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is provided by mode S ATC transponder. Note 1 : TCAS system can only generate resolution advisories for intruders equipped with operative mode S or mode C transponders (providing valid intruders altitude information). Note 2 : Traffic advisories can only be generated for intruders equipped with operative mode S, C or A transponders (TCAS system provides no indication of aircraft without operative transponders). CAUTION The TCAS equipment q p is viewed as a supplement pp to the pilot p who,, with the aid of the Air Traffic Control, has the primary responsability for avoiding mid-- air collisions. START UP AND TEST - TURN rotary selector of the relevant ATC Control box to the STBY position. - TURN rotary selector of TCAS control box to the STBY position. - PRESS button on the TCAS Control box and check proper aural message and visual display. GROUND OPERATION TCAS test should be carried out during cockpit preparation. Unless otherwise instructed by ATC: - KEEP selecting STBY mode on the TCAS Control box while taxiing for take off. - Just prior to take off, select ”ALT” mode and check ATC1 selected on ATC transponder control box; then select “AUTO” Mode on TCAS Control box. - Select STBY mode on TCAS Control box immediately after clearing the runway following landing.
R
ATR 42 Model : 400/500
2.02.15
PROCEDURES AND TECHNIQUES P2 TCAS
060 DEC 07
AA
R
TCAS (CONT’D)
R R R
Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. FLIGHT PROCEDURES Procedure is initiated by a TCAS Traffic Advisory : TA. “TRAFFIC - TRAFFIC” CPT
- Decide task sharing and announce : “TCAS, I (you) have the controls.”.
PF
- Be minded for maneuver. Follow traffic evolution on the TCAS indicator.
PNF
- Recall minimum safety altitude. Try to visually acquire the intruding aircraft.
Then may occur a Resolution Advisory : RA. Some RA will only advise to monitor vertical speed (preventive RA). Others will advise to maneuver the aircraft. The following procedures should then apply : Sense of Resolution Advisory asking to maneuver DESCEND
CLIMB
CPT
- Confirm “We descend.”.
PF
- Disconnect Auto Pilot PNF - Select proper rating on PWR MGT - Descent at a rate in the green rotary selector (MCT en route or TO in (fly to) arc on TCAS VSI. other phases e.g. take off, approach - Ask for eventual configuration and landing) and adjust CL if required changes. PF - Disconnect Auto Pilot - Advise ATC - Apply roughly the bugged power - Monitor IAS compared to VLE, - Climb at a rate in the green (fly to) VFE, VMO pointer arc on TCAS VSI. - Monitor Aircraft altitude - Ask for eventual configuration compared to minimum changes. safety altitude. PNF - Adjust power to TQ objectives - Advise ATC - Monitor IAS compared VS.
PNF
CPT - Confirm “We climb.”.
Note : When a climb or increase climb RA occurs with the airplane in the landing configuration or in the go- around phase, a normal procedure of go- around should be followed including the appropriate power increase configuration changes. After separation has become adequate (range increasing), TCAS will issue following RA. “CLEAR OF CONFLICT” Return promptly to last assigned ATC clearance. R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES
2.02.16 P1
001 DEC 03
GPWS AA
GPWS WARNING Note : When flying under daylight VMC conditions, should a warning threshold be deliberately exceeded or encountered due to known specific terrain at certain locations, the warning may be regarded as cautionary and the approach may be continued. A go around shall be initiated in any case if cause of warning cannot be identified immediately. R H WHOOP WHOOP PULL UP (OR PULL UP"*) - TERRAIN TERRAIN" TOO LOW TERRAIN" Ć POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO AROUND Ć AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF D When flight path is safe and GPWS warning ceases : Decrease pitch attitude and accelerate. D When speed above minimum required and V/S positive : Clean up aircraft as necessary. H SINK RATE" Adjust pitch attitude and power to silence the warning. H DON'T SINK" Adjust pitch attitude and power to maintain level or climbing flight. H TOO LOW GEAR" - TOO LOW FLAPS" : Correct the configuration or perform a go around. H GLIDE SLOPE" - Establish the airplane on the glide slope, or - Depress one GPWS/GS pb if flight below glide slope is intentional (non precision approach).
R
* When Enhanced GPWS is installed.
ATR 42 Model 400/500
PROCEDURES AND TECHNIQUES
2.02.19 P1
HIGH LATITUDE OPERATIONS
001 DEC 06
AA
CONDITIONS Anomalous heading errors may occur on aircraft equipped with the Honeywell AH-- 600 AHRS during high latitude operations, where the earth’s magnetic lines of force have inclinations of greater than 75 degrees. PROCEDURES - Take special care to keep the slip indicator centered in order to minimize heading errors. - Crosscheck AHRS heading information with that of standby compass and/or GPS/GNSS. - Continous turn of more than 360_ must be avoided; for holding, it is recommended to fly racetrack patterns with straight flight legs of at least one minute between the U turns.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P1
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 CONTENT 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2 - AFDAU PART DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2.1 - FDAU FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2.2 - APM FUNCTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 2.2.1 - APIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 2.2.2 - APM LIGHTS ON 13 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 2.2.3 - APM FAULT/OFF LIGHT ON 5 VU . . . . . . . . . . . . . . . . . . . . . . . 6 2.2.4 - APM TEST PUSHBUTTON ON 5 VU . . . . . . . . . . . . . . . . . . . . . 7 2.2.5 - APM WEIGHT ROTARY SELECTOR ON 5 VU . . . . . . . . . . . . . . 7 2.2.6 - CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2.2.7 - ASSOCIATED CAUTION ALARMS . . . . . . . . . . . . . . . . . . . . . . . 7 2.2.8 - APM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 2.2.9 - COCKPIT APM INTEGRATION . . . . . . . . . . . . . . . . . . . . . . . . . 9 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES . . . . . . . . . . . . . . . . 10 2.3.1 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.3.2 - OPERATIONS AND TECHNIQUES . . . . . . . . . . . . . . . . . . . . . 10 2.3.2.1 - APM PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.3.2.2 - APM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.3.2.3 - APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.3.3 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.3.3.1 - WEIGHT SELECTION AND COMPUTATION . . . . . . . . . . . . 11 2.3.3.2 - CRUISE SPEED LOW PROCEDURE . . . . . . . . . . . . . . . . . 12 2.3.4 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 12 2.3.5 - ABNORMAL AND FOLLOWING FAILURES PROCEDURES . . . 12 2.3.5.1 - APM FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 12 2.3.5.2 - DEGRADED PERF PROCEDURE . . . . . . . . . . . . . . . . . . . . 13 2.3.5.3 - INCREASE SPEED PROCEDURE . . . . . . . . . . . . . . . . . . . 13 2.4 - EHS FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-- 15-- 16 3 - DMU PART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 4 - ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P2
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
LEFT INTENTIONALY BLANK
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P3
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
1- GENERAL The scope of this section is to describe the MPC (Multi Purpose Computer) functions. The MPC is composed of two independent parts, which are AFDAU part and DMU part. - AFDAU part performs the following functions (developed in software level ”C” regarding DO178B requirements) : - FDAU to transmit data to the FDR - APM to monitor aircraft drag in icing conditions, - EHS to transmit to the Ground via ATC, aircraft data. - DMU part performs the following functions (developed in software level ”D” regarding DO178B requirements) : - Record on PCMCIA a copy of the FDR data frame for QAR function, - Drive the 2 APM level discrete outputs, - Manage a G-- Meter report, - Manage the maintenance of AFCS, MFC, TCAS*, PEC/EEC*, Radio COM-- NAV, - Replacement of FDEP, - Provide ACMS capacity, for customisation through a GSE For more information, in particular regarding DMU part, please consult DO AMM. You will find a list of abbreviations at the end of this section.
* : depending on version
ATR 4 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P4
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
2 - AFDAU (AUXILIARY FLIGHT DATA ACQUISITION UNIT) PART DESCRIPTION 2- 1 FDAU FUNCTION Its main functions are : - Aircraft configuration identification through a dedicated pin-- programming, - Acquisition of an Arinc 573 data stream from another data acquisition unit at different input speed rate (64w/s, 128w/s), - Acquisition of a second Arinc 573 data stream from aircraft SSFDR, for playback and SSFDR monitoring function, - Acquisition of new data and parameters through analog ports, discrete ports, Arinc 429 ports, CSDB & ASCB ports, - Generation and transmission of a new data stream) to the aircraft FDR and QAR if installed. - Transmission of data to the DMU via two internal lines, - Transmission of a GMT signal on the Synchro CVR output..
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P5
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
2- 2 APM (AIRCRAFT PERFORMANCE MONITORING) FUNCTION DESCRIPTION The APM function is to monitor the aircraft drag in icing conditions in order to alert the crew of a risk of severe icing conditions. The speed in cruise will be also monitored to alert the crew of an abnormal speed decrease in icing conditions. The APM will check also that the MSIS (Minimum Severe Icing Speed) is respected.
TR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P6
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.2 APM FUNCTION DESCRIPTION (cont’d) 2.2.1 - APIU (AIRCRAFT PERFORMANCE INTERFACE UNIT) The APIU is an electronic equipment installed in the cockpit, on the floor left side near flight control Captain pedals. The function of this equipment is to realize interface between MPC and cockpit indicator lights and caution. It receives 2 information from MPC (APM level 1 and APM level 2) and following dedicated logic manages cockpit signalisation by illuminating the corresponding indicator lights and cockpit caution signalisation (Caution light and Single Chime). 2.2.2 - APM LIGHTS ON FRONT INSTRUMENT PANEL (13 VU) - CRUISE SPEED LOW blue light - DEGRADED PERF amber light - INCREASE SPEED amber flashing light There are 2 groups of these 3 indicator lights, one on Captain side and one on First Officer side. 2.2.3 - APM FAULT/OFF LIGHT ON CM2 INSTRUMENT PANEL (5 VU) This indicator light installed on the 5 VU panel is used to inform crew of a failure in the APM function computation. In case of a FAULT indication, the APM shall be selected OFF through this pushbutton, and in this case the OFF indication shall be illuminated. In normal utilization, without FAULT indication, the APM function shall always be in ON position.
ATR 42 Model : 400/500
2.02.21
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
P7
100 DEC 07
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.2 APM FUNCTION DESCRIPTION (Cont’d) 2.2.4 - APM TEST PUSHBUTTON ON CM2 INSTRUMENT PANEL (5 VU) This test pushbutton, shall be used to test the APM function. This test shall be performed daily by the crew, to determine whether the APM components are operational. 2.2.5 - APM WEIGHT ROTARY SELECTOR ON CM2 INSTRUMENT PANEL (5 VU)
R R
The WEIGHT rotary selector is installed on the 5 VU panel, and is used by the crew to select the aircraft weight. This weight information is used in the MPC for the APM performance computation. This rotary switch has 12 positions to select the TO weight (depending on weight unit): - In Tons : 12/13/14/14.5/15/15.5/16/16.5/17/17.5/18/18.5 - In pounds : 26.5/28.7/30.9/32/33.1/34.2/35.3/36.4/37.5/38.6/39.7/40.8 Note :To take into account the new value, position has to be changed (even if actual weight is the same as precedent flight one). 2.2.6 - CIRCUIT BREAKERS The MPC and the APIU are powered in parallel through circuit breakers 4 TU and 159 TU installed on 21 VU. The APM FAULT light is powered through a dedicated circuit breaker 214 TU, in order to have APM FAULT signalisation in case of MPC and/or APIU power supply loss. 2.2.7 - ASSOCIATED CAUTION ALARMS CRUISE SPEED LOW : blue light DEGRADED PERF : amber light with CAUTION light + SC IINCREASE SPEED : amber flashing light with CAUTION light + SC FAULT : amber light with CAUTION light + SC + ANTI-- ICING on CAP OFF : white light (SC = Single Chime) Note : The WEIGHT rotary selector position, the status of CRUISE SPEED LOW / DEGRADED PERF / INCREASE SPEED indicator lights, and the OFF position of the APM pushbutton are recorded in the SSFDR.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P8
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.2 APM FUNCTION DESCRIPTION (cont’d) 2.2.8 - APM ARCHITECTURE
ATR 42 Model : 400/500
2.02.21
PROCEDURES AND TECHNIQUES MPC
P9
100
MULTI PURPOSE COMPUTER
DEC 07
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5667 2.2 APM FUNCTION DESCRIPTION (cont’d) 2.2.9 - COCKPIT APM INTEGRATION
R
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
2.02.21 P 10
100 DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES 2.3.1 - LIMITATIONS APM does not induce any specific limitation. 2.3.2 - OPERATIONS AND TECHNIQUES 2.3.2.1 - APM principle The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the ICING AOA is illuminated and/or if the airframe de-- icing is selected ON and/or if ice accretion has been detected at least once during the flight. The APM analysis principle is to compare the aircraft theoretical drag with an ”in-- flight drag” computed with measured parameters available. Measured parameters used by the APM are acquired each second and are smoothed over a rolling average of 30 seconds to limit noise and error measurements. Then, the drag is calculated over a rolling average of 60 seconds. This means that the drag analysis alert would start after at least 90 seconds of parameter acquisition. The drag analysis starts as soon as the aircraft entered in icing conditions with landing gears and flaps retracted. The APM analysis will only be done with both engines operating. A cruise speed monitoring will also be conducted by comparing the measured IAS to the theoretical maximum cruise IASth. Different alarm messages will be delivered to the crew depending on the drag difference between computed drag and theoretical drag, and the speed difference between measured IAS and theoretical IASth. The alarm messages will not be delivered if the static air temperature is above 10 Celsius degree. 2.3.2.2. - APM Interfaces The APM electrical input / output interface is made of : - one ASCB bus input - one PCM FDAU input - four discrete inputs for weight rotary selector positions - one discrete output for alarm message : level 1 - one discrete output for alarm message : level 2 - one discrete input to monitor discrete output level 1 - one discrete input to monitor discrete output level 2 - one discrete output for APM FAULT - one discrete input for APM TEST
ATR 42 Model 400/500
2.02.21
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER
P 11
100 DEC 09
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d) 2.3.2.3 - APM test The APM test is activated by the crew daily, to check if all the APM components work properly. When the crew activated APM test, 2 discrete signals are sent, one to the MPC and one to the APIU, to test the APM functions and its interfaces. The APM test shall be performed by pushing and maintaining, for all test duration (maximum 5 seconds), the APM PTT TEST pushbutton on the 5 VU and the test result shall be as follows : - CRUISE SPEED LOW lights on 13 VU (both sides) illuminate - over 1 second later, DEGRADED PERF lights on 13 VU (both sides) illuminate, with CAUTION light and SC, with CRUISE SPEED LOW lights still illuminated - over 1 second later, INCREASE SPEED lights on 13 VU (both sides) illuminate flashing, with CAUTION light and SC, with CRUISE SPEED LOW and DEGRADED PERF lights still illuminated - over 1 second later, FAULT light on the 5VU illuminates, with CAUTION light, SC and ANTI-- ICING (on CAP), with CRUISE SPEED LOW, DEGRADED PERF and INCREASE SPEED lights still illuminated - end of test, the crew stop action on APM PTT TEST pushbutton, all lights shall extinguish.
R R
2.3.3 - NORMAL PROCEDURES 2.3.3.1 - Weight Selection and Computation Selection To determine the aircraft theoretical and ”in-- flight” performances the aircraft weight must be known. As the weight is not available, the crew must enter the take off weight value in the system with a twelve-- position rotary selector. This rotary selector can be moved after MPC is powered on, and after starting up of the two engines. On ground just before flight and as soon as the crew has computed the take off weight on the load sheet, the crew must select the corresponding weight by moving the rotary selector. It should be set to minimum weight then to take off weight nearest position.The take off weight will be taken into account by the system only if rotary selector has been changed. Note : Any change of rotary selector in flight will have no effect. Computation If the crew doesn’t select the take off weight before take off with the rotator, then the APM will perform a take off weight computation.This computation is performed during the first minutes of the flight and before the APM starts the drag analysis. The actual weight is then updated in flight by internal computation. ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA
2.02.21 P 12
100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d) 2.3.3.2 - CRUISE SPEED LOW PROCEDURE CRUISE SPEED LOW light illuminated - Appears in cruise only, to inform the crew that an abnormal drag increase induces a speed decrease of more than 10kt compared with the expected speed. ICING CONDITIONS and SPEED . . . . . . . . . . . . . . . . . . . . . MONITOR 2.3.4 - EMERGENCY PROCEDURES No specific Emergency Procedures when APM installed. 2.3.5 - ABNORMAL AND FOLLOWING FAILURE PROCEDURES 2.3.5.1 - APM FAULT PROCEDURE The APM FAULT light function (5 VU) is to inform the crew that there is a problem in the APM computation, either in the MPC or in the APIU or in the aircraft wiring. The FAULT can be triggered by : - MPC in the following conditions : - loss of ASCB acquisition - loss of PCM acquisition - MPC internal failure - disagree between outputs level 1 and level 2 status and control - APIU in the following conditions : - fault coming from MPC - APIU internal failure - disagree between outputs status and control For trouble shooting aid associated to the APM FAULT light, it is necessary to monitor the ”system” light on FDAU : - if FDAU light is extinguished, the problem is on APIU side - if FDAU light is illuminated flashing, the problem is on MPC side In case of APM FAULT light illumination, the crew has to select the APM OFF by pushing on the FAULT light button on the 5 VU.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA
2.02.21 P 13
100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d) 2.3.5.2 - DEGRADED PERF PROCEDURE DEGRADED PERF light illuminated with CAUTION light and Single Chime - Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform the crew that an abnormal drag increase induces a speed decrease or a loss of rate of climb. - The most probable reason is an abnormal ice accretion AIRFRAME DE-- ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IAS > RED BUG + 10 KT . . . . . . . . . . . . . . . . . . . . . . . . MONITOR AP (if engaged) . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE H SEVERE ICING Conditions confirmed (unexpected decrease in speed or rate of climb, visual cues) Or H Impossibility to maintain IAS > RED BUG + 10 KT in level flight Or H Abnormal aircraft handling feeling SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY H If not SCHEDULED FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE ICING CONDITIONS and SPEED. . . . . . . . . . . . . . . . . . . . MONITOR 2.3.5.3 - INCREASE SPEED PROCEDURE INCREASE SPEED light illuminated flashing with CAUTION and Single chime - Appears after DEGRADED PERF to inform the crew that the drag is abnormally high and IAS is lower than RED BUG + 10 KT H If abnormal conditions confirmed IMMEDIATELY PUSH THE STICK TO INCREASE SPEED TO RECOVER MINIMUM IAS = RED BUG + 10 KT SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES P 14
MPC MULTI PURPOSE COMPUTER AA
2.02.21 100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.4 - EHS (ENHANCED SURVEILLANCE) FUNCTION In accordance with the European Air Traffic Management Plan, the implementation of EHS requires aircraft to have capability to downlink aircraft derived data via a mode S transponder. This function allows to answer European regulation : NPA 20-- 12a. The EHS function of MPC, allows acquiring flight parameters from aircraft computers, to downlink these data to Air Traffic Control through aircraft Transponder Mode S. The flight parameters are acquired from different aircraft computers (ADC1/2, AHRS1/2, GNSS), in different acquisition format (ASCB, ARINC 429). They are computed in MPC and send to aircraft transponders through a dedicated ARINC 429 output.
Parameter
Aircraft computer
Acquisition format
Magnetic heading
AHRS 1 or 2
ASCB
Indicated airspeed
ADC 1 or 2
ASCB
True airspeed
ADC 1 or 2
ASCB
Mach number
ADC 1 or 2
ASCB
Vertical rate
ADC 1 or 2
ASCB
Selected altitude
AFCS
ASCB
Roll angle
AHRS 1 or 2
ASCB
True track angle
GNSS
ARINC 429
Ground speed
GNSS
ARINC 429
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA
2.02.21 P 15
100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 2.4 - EHS FUNCTION (cond’t) The EHS aircraft architecture is as follows :
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES P 16
MPC MULTI PURPOSE COMPUTER AA
2.02.21 100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
2.4 - EHS FUNCTION (cond’t) In addition to the EHS, the MPC has capability provision to acquire, compute and transmit to aircraft transponders, following the same above architecture, parameters for ADS-- B (Automatic Dependent Surveillance - Broadcast) purpose. The flight parameters acquired from aircraft computers are : Parameter
Aircraft computer
Acquisition format
Latitude
GNSS
ARINC 429
Longitude
GNSS
ARINC 429
Baro-- altitude
GNSS
ARINC 429
HIL
GNSS
ARINC 429
HFOM
GNSS
ARINC 429
HIL : Horizontal Integrity Limit HFOM : Horizontal Figure Of Merit
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA
2.02.21 P 17
100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
3 - DMU (DATA MANAGEMENT UNIT) PART The DMU system is dedicated to the aircraft maintenance. The DMU has been designed to allow the user to customize the system according to his specific application, requirements, operating environment and logistics. Programming capabilities are provided, to allow modification of monitoring functions or implementation of additional monitoring functions. Most of the functions are configurable or programmable by an ”on-- ground” equipment called Ground Support Equipment (GSE), based on a Laptop. The GSE generates a customized DMU database, which determines the detailed functions of the DMU and is supplied to the DMU system via a PCMCIA interface. The DMU definition will be able to include two different ”customizations”: 1 - the customization basically performed by the supplier for answering ATR specification. 2 - the customization developped by the user through the GSE. The customization that are basically performed for ATR aircraft, activates the following functions: - ARINC 429 aircraft parameters acquisition. - Operational software and database upload from the PCMCIA interface. - Management of two APM discrete. - Management of PCMCIA QAR/DAR recording on a PCMCIA card. - Dialogue with a MCDU. - Management of a G-- Meter report. - Management of maintenance functions for various aircraft equipment.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA
2.02.21 P 18
100 DEC 05
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 3 - DMU PART(cond’t) MPC MAIN MENU After an MPC selection on the MCDU, the following initial menu is displayed.
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA
2.02.21 P 18A
100
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) : AFDAU APIU APM ARINC ASCB CSDB DAR DMU EHS GSE MPC MSIS PCMCIA QAR (SS)FDR
Auxiliary Flight Data Acquisition Unit Aircraft Performance Interface Unit :Aircraft Performance Monitoring Aeronautical Radio Inc Avionics Standard Communication Bus Commercial Standard Digital Bus Digital ACMS Recorder Data Management Unit Enhanced Surveillance Ground Support Equipment Multi Purpose Computer Minimum Severe Icing Speed Personal Computer Memory Card International Association Quick Access Recorder (Solid State) Flight Data Recorder
DEC 05
PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System
2.02.22 P1
100 DEC 05
AA
CONTENT 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3 - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3.1 - SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3.2 - FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 4 - OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 - COMMON FEATURES FOR USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 - DEPARTURE CLEARANCE DCL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 - DIGITAL ATIS D-- ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6 6 6 7
5 - ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System
2.02.22 P2
100 DEC 05
AA
LEFT INTENTIONALY BLANK
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS
2.02.22 P3
100 DEC 05
Aircraft Communication Addressing and Reporting System AA
1- GENERAL The ACARS system is optional. It may be customized by the operator to meet their requirements. This chapter provides a generic description of system. Refer to Collins Operator’s Guide for detailed description of all features. The ACARS (Aircraft Communication Addressing and Reporting System) is a data link system which enables exchange of data between an aircraft and a ground based station over an ARINC or SITA network. 2- LIMITATIONS ACARS is approved as a ”non essential” system for the transmission of Departure Clearance (DCL) and Digital Automatic Terminal Information Service (D-- ATIS) in accordance with ED-- 85 and ED-- 89A. This approval does not constitute an operational approval. DCL and D-- ATIS messages can be transmitted and received over ACARS if they are verified per approved operational procedures. Terminal Weather Information for Pilots (TWIP) and Oceanic Clearance (OCL) functions are not certified and must not be used for flight management.
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System AA
2.02.22 P4
100 DEC 05
3- DESCRIPTION The ACARS system is optional. It may be customized by the operator to meet their requirements. This chapter provides a generic description of system. Refer to Collins Operator’s Guide for detailed description of all features. 3- 1 SYSTEM DESCRIPTION The airborn ACARS system consists of : - a CMU (Communication Management Unit) installed in one 80VU avionics shelf, - a MCDU (Multifunction Control Display Unit) installed on the pedestal ; the MCDU is the main interface for preparing, sending downlink messages and reading uplink messages; MCDUs are shared between GNSS and ACARS Note : - in case of single GNSS, GNSS and ACARS can be accessed from each MCDU - in case of dual GNSS: - MCDU1 gives access to GNSS1 and ACARS - MCDU2 gives access to GNSS2 and ACARS - a printer for printing out, if necessary, messages received and displayed on MCDU, - a VHF (VHF3) is dedicated to ACARS and cannot be used for voice communications, - two ACARS MSG attention getter lights which illuminates upon reception of ATS messages, - aircraft discretes for OOOI (Out of gate, take Off, a/c On ground, a/c In gate) information. The system is interfaced with: - FDAU for engine parameters and Fuel On Board, - GNSS for position and time, - ATC control panel for Flight Identification.
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System
2.02.22 P5
100 DEC 05
AA
3- DESCRIPTION (cont’d) 3- 2 SYSTEM FUNCTIONS The ACARS system main pages are the following: - AOC STD (Airline Operation Control Standard) pages : these pages are identified by DL in page header; they give access to predefined report pages and free text page. - ATS (Air Traffic Services) pages : these pages are identified by ATS in page header; ATS Departure Clearances and D-- ATIS are available in ATS MENU page. - TECHNICAL pages : these pages are used for system initialisation and identified by ACARS in header. All functions are detailled in Collins Operator’s Guide.
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS
2.02.22 P6
100 DEC 05
Aircraft Communication Addressing and Reporting System AA
4- OPERATIONS 4- 1 COMMON FEATURES FOR USE The Departure Clearance and D-- ATIS requests are to be prepared on MCDU in relevant ATS pages. In case of loss of data link capability, usual voice procedures will be used. When the crew is notified that there is no link with the ground station, ”NOCOMM” message, or in case of system failure, he must revert to voice procedures. Upon illumination of ”ACARS MSG” attention getter lights, the crew should check messages on MCDUs. The crew may have to send a new request or revert to voice procedures as required by ATS. 4- 2 DEPARTURE CLEARANCE DCL This service provides pilot with a data link departure clearance (DCL) within the scope of preset operational procedures. The DCL service should be initiated by the aircrew between 10 min and 3 min (or otherwise specified) before the clearance is needed. If DCL is not completed 3 min (or otherwise specified) before departure, the crew must revert to voice procedure. The Reclearance capability must not be performed by the DCL service. In the event of datalink reclearance being received, the Aircrew must ignore it and must revert to voice procedures. If the Aircrew is not able to accept the operational contents of the DCL message, he must revert to voice procedures otherwise he must send the Clearance Echoback message. A negative message may be sent back; in that case, the crew has to revert to voice procedure. Message content consistency The aircrew before take-- off must check the consistency of the SID delivered in the DCL message with departure runway and flight plan information. He must revert to voice procedures in case of inconsistency. Departure Clearance frequency has to be monitored in case a voice DCL back-- up procedure is necessary. All Departure Clearance delivered by voice supersede any datalink Departure Clearance message.
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS
2.02.22 P7
100 DEC 05
Aircraft Communication Addressing and Reporting System AA
4- OPERATIONS (cont’d) 4- 3 DIGITAL ATIS D- ATIS Where a D-- ATIS is available, it supplements the existing Voice-- ATIS, the information are identical in both content and format and are updated simultaneously. The crew, after sending an ATIS request, must complete the ATIS service (reception) within 4 minutes or otherwise indicated. Otherwise, the crew must resubmit his ATIS request or revert to voice procedures. The crew must acknowledge receipt of the D-- ATIS answer at contact with ATC. For the crew, the voice procedures will be the back up of the D-- ATIS service. Message content consistency The crew must cross check the global consistency between D-- ATIS information parameters. In particular, the crew must check the name of the ATC airfield in the D-- ATIS request and in the ATIS message received The crew must check that radio communication and radio navigation means frequencies required by D-- ATIS are operational. The following data must be cross-- checked with Voice-- ATIS: - bird presence and presence of artificial obstacle on selected runway, - meteorological and wind data for landing, - type of approach, - active runway, - dew point temperature, - altimeter setting.
Mod : 5506
ATR 42 Model : 400/500
PROCEDURES AND TECHNIQUES ACARS
2.02.22 P8
100 DEC 05
Aircraft Communication Addressing and Reporting System AA
LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) : ACARS AOC STD ARINC (D-- )ATIS ATC ATS CMU DCL MCDU OCL OOOI SID TWIP
Mod : 5506
Aircraft Communication Addressing and Reporting System Airline Operation Control Standard Aeronautical Radio Inc (Digital-- ) Automatic Terminal Information Service Air Traffic Control Air Traffic Services Communication Management Unit Departure Clearance Multifunction Control Display Unit Oceanic Clearance Out of gate, Take Off, A/C O Ground, A/C In Gate Standard Instrument Departure Terminal Weather Information for Pilots
ATR 42 Model : 400/500
2.03.00
NORMAL PROCEDURES P1 CONTENT
001 APR 08
AA
2.03.00
CONTENT
2.03.01
FOREWORD
2.03.02
PRELIMINARY
2.03.03
PANEL SCAN SEQUENCE
2.03.04
FLIGHT PREPARATION
2.03.05
EXTERIOR INSPECTION
2.03.06
PRELIMINARY COCKPIT PREPARATION
2.03.07
COCKPIT PREPARATION
2.03.08
BEFORE PROPELLER ROTATION / BEFORE TAXI
2.03.09
TAXI
2.03.10
BEFORE TAKE OFF
2.03.11
TAKE OFF / TAKE OFF 100%
2.03.12
AFTER TAKE OFF
2.03.13
CRUISE
2.03.14
DESCENT
2.03.15
APPROACH
2.03.16
BEFORE LANDING
2.03.17
GO AROUND
2.03.18
LANDING
2.03.19
AFTER LANDING
2.03.20
PARKING
2.03.21
LEAVING THE AIRCRAFT
ATR 42 Model : 400/500
2.03.01
NORMAL PROCEDURES P1 FOREWORD AA
001 APR 08
FOREWORD Procedures contained in this chapter are recommended by the manufacturer. They are consistent with the other chapters of this manual, in particular 2.02 PROCEDURES AND TECHNIQUE. Normal procedures are not certified by the Authorities, and in the judgment of the Manufacturers, are presented here in, as the best way to proceed from a technical and operational stand point. They are continuously updated, taking into account inputs from all operators and lessons of the Manufacturer’s own experience. In the same manner, they may be amended as needed by the Operator. However if the FCOM is used as the on board Operational Manual, the Manufacturer recommends channeling any suggested amendment through him for early publication so as to maintain the consistency of the Manual. The Operator should be aware that a complete rewriting of this chapter may be done under his own responsability but could lead to difficulties in updaing and maintaining the necessary homogeneity with the other chapters of this manual.
ATR 42 Model : 400/500
2.03.02
NORMAL PROCEDURES P1
001
PRELIMINARY AA
APR 08
PRELIMINARY The following sections provide expanded information related to normal procedures. Normal procedures consist of inspections, preparations and normal check lists. All items are listed in a sequence following a standardized scan of the cockpit panels (see section 2.03.03) except when required by the logic of actions priority, to ensure that all actions are performed the most efficient way. Normal procedures are divided into phases of flight and accomplish by recall. In the following assignation : - CM1 refers to the Crew Member in the left hand seat - CM2 refers to the Crew Member in the right hand seat - PF refers to the Pilot Flying - PNF refers to the Pilot Non Flying After completion of a given procedure, the related normal check list is used. The normal check list developed by the manufacturers includes only the items that may have a direct impact on safety and efficiency if not correctly accomplished. All normal check lists are initiated at the Pilot’s flying command. Some normal procedures which are non routine will be found in chapter 2.02 PROCEDURES AND TECHNIQUE and in chapter 3.11 SPECIAL OPERATIONS. All steps have to be performed before the first flight of the day or following a crew change or maintenance action. Transit steps are the only ones to be completed after a transit stop. They are grouped inthe COCKPIT FINAL PREPARATION. If there is any doubt as to whether the application of transit procedures covers all safety aspects, the complete preparation must be accomplished.
ATR 42 Model : 400/500
2.03.03
NORMAL PROCEDURES P1 PANEL SCAN SEQUENCE AA
001 APR 08
OVERHEAD PANEL SCAN SEQUENCE
ATR 42 Model : 400/500
2.03.03
NORMAL PROCEDURES P2 PANEL SCAN SEQUENCE AA
001 APR 08
INSTRUMENTS PANELS SCAN SEQUENCE
ATR 42 Model : 400/500
2.03.03
NORMAL PROCEDURES P3 PANEL SCAN SEQUENCE AA
001 APR 08
PEDESTAL SCAN SEQUENCE
ATR 42 Model : 400/500
2.03.04
NORMAL PROCEDURES P1 FLIGHT PREPARATION AA
001 APR 08
FLIGHT PREPARATION TECHNICAL CONDITION OF THE AIRCRAFT The crew will verify the technical status of the aircraft in respect to airworthiness acceptability of malfunction and influence in the flight plan, using all necessary operator’s documents, in particular MEL (Minimum Equipment List). WEATHER BRIEFING The crew will receive a weather briefing which should include : - actual and expected weather conditions for take off and climb out including runway conditions, - en route significant weather : winds and temperatures, - terminal forecasts for destination and alternate airports, - actual weather for destination and aletrnates for short range flights and recent past weather if available, - survey of the meteorological conditions at airports along the planned route. NAV / COM FACILITIES EN ROUTE The crew will study the latest relevant NOTAMs (NOtice To AirMen) and will check that all required facilities at departure, destination and alternate airports are operational and that they fulfill the appropriate requirements. FLIGHT PLANS / OPERATIONAL REQUIREMENTS The crew will check the company flight plan, in respect to routing, altitudes and flight time. The crew will check theestimated load figures and will calculate maximum allowed take off and landing weights. The captain will decide the amount of fuel necessary for a safe conduct of the flight, taking into consideration possible economic fuel transportation. The captain will check ATC flight plan and ensure it is filed according to the prescribed procedures.
ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P1 EXTERIOR INSPECTION AA
001 APR 08
INTRODUCTION The exterior inspection is primarily a visuel check to ensure that the overall condition of the aircraft, the visible components and equipments are safe for the flight. It is normally performed by maintenance or in the absence of maintenance by the first officer before each originating flight. During exterior walk around, observe that the FLIGHT CONTROL SURFACES and FLAPS are clear and memorize surfaces position. Section content : EXTERIOR WALK AROUND DRAWING . . . . . . . . . . . . . . . . . . . . . . . . MAIN LEFT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . . LEFT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN RIGHT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . RIGHT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE 2 PAGE 3 PAGE 4 PAGE 4 PAGE 4 PAGE 4 PAGE 5 PAGE 5 PAGE 5 PAGE 6 PAGE 6 PAGE 6 PAGE 7 PAGE 7 PAGE 7
... / ...
ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P2 EXTERIOR INSPECTION
001 APR 08
EXTERIOR INSPECTION DRAWING
... / ... ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P3 EXTERIOR INSPECTION AA
001 APR 08
EXTERIOR INSPECTION ACTIONS MAIN LEFT LANDING GEAR AND FAIRING PARKING BRAKE ACCU PRESSURE . . . . . . . . . . . . CHECK 1500 PSI MINIMUM MAINTENANCE DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Note : On ground, the landing gear uplock box in closed position leads to red local UNLK alarm in the cockpit. The uplock box can be open by pulling the landing gear emergency extension handle. Then, replace it in its initial position. FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED BEACON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
... / ... ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P4 EXTERIOR INSPECTION
001 OCT 08
AA
EXTERIOR INSPECTION ACTIONS (CONT’D) LEFT WING TRAILING EDGE BANANA SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION LEFT WING LEADING EDGE R
NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN ICE DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LEFT ENGINE LEFT COWLINGS . . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION RIGHT COWLINGS . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION LEFT FORWARD FUSELAGE
R
WING AND EMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AVIONICS VENT OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN CARGO DOOR OPERATING PANEL DOOR . . . . . . . . . . . . . . . . . . . . CLOSED CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LATCHED O2 BOTTLE OVERLOAD DISCHARGE INDICATION . . . . . . . . . . . . . . . . GREEN ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION COCKPIT COMMUNICATION HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ICE EVIDENCE PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR PITOT PROBES AND COVERS . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED ... / ... ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P5 EXTERIOR INSPECTION AA
001 APR 08
EXTERIOR INSPECTION ACTIONS (CONT’D) NOSE WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION RADOME AND LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NOSE GEAR WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . CONDITION NOSE GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION TAXI LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED NOSE WHEEL STERRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION NOSE GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION, 2 CLOSED RIGHT FORWARD FUSELAGE PITOT PROBE AND COVER . . . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR ICE EVIDENCE PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION EXTERNAL DC AND AC ELECTRICAL POWER ACCESS DOORS . . . . . . CHECK EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EMERGENCY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION ANTENNAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION RIGHT ENGINE INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION LEFT COWLINGS . . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION Note : If propeller brake not set or not installed. RIGHT COWLINGS . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ... ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P6 EXTERIOR INSPECTION
001 OCT 08
AA
EXTERIOR INSPECTION ACTIONS (CONT’D) RIGHT WING LEADING EDGE R R R R R
NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN ICE DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK RIGHT WING TRAILING EDGE
R R R R R R R
BANANA SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION MAIN RIGHT LANDING GEAR AND FAIRING MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION AIR CONDITIONING GROUND CONNECTION . . . . . . . . . . . . . . . . . . . LOCKED PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED REFUELING CONTROL PANEL ACCESS DOOR . . . . . . CLOSED AND LATCHED GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK REFUELING POINT ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ...
ATR 42 Model : 400/500
2.03.05
NORMAL PROCEDURES P7 EXTERIOR INSPECTION AA
001 APR 08
EXTERIOR INSPECTION ACTIONS (CONT’D) RIGHT AFT FUSELAGE VHF ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAIL PROP AND TAIL SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTFLOW VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHECK CHECK CHECK CHECK
TAIL FLIGHT CONTROLS ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED VOR ANTENNAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABILIZER DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION LOGO LIGHTS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION STABILIZER, ELEVATORS AND TABS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FIN, RUDDER AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TAIL CONE, NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . CHECK VORTEX GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LEFT AFT FUSELAGE WATER SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED TOILET SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENTRY EMER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P1 PRELIMINARY COCKPIT PREPARATION
001 DEC 10
AA
PRELIMINARY COCKPIT PREPARATION The following procedures will be performed prior to the powering of the aircraft either by maintenance staff or the first officer, as appropriate. Completion ensures there will be no danger to aircraft and staff when powering the systems. PROCEDURES WHEN USING A GPU . . . . . . . . . . . . . . . . . . . . . . pages 2 and 3 PROCEDURES WHEN USING ENG 2 IN HOTEL MODE . . . . . . . . . pages 4 and 5 ENGINE FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6 OXYGEN MASK TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 TRIMS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7 ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8 including HOT ENVIRONMENT START page 8 Note : APM has to be tested daily; refer to APM test, 2.02.21 page 11. R RECORDERS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 9
... / ...
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P2 PRELIMINARY COCKPIT PREPARATION
001 DEC 10
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D) PROCEDURES TO BE USED WHEN USING A GPU FOR HOTEL MODE SEE 2.03.06 PAGES 4 and 5. CM2 CARGO DOOR CTL panel cover (if installed) . . . . . . . . . . . . . . . . . . . . . CLOSED EMERGENCY EQUIPMENT . . . . . . . . . . . CHECK FOLLOWING LIST : page 6 GEAR PINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD LATERAL AND OVERHEAD PANELS C/B . . CHECK SET, RESET AS APPLICABLE BAT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON MFC FAULT LIGHTS . . . . . . . . . . . . . . . . . . . CHECK FOLLOWING SEQUENCE MFC 1A AND MFC 2A FAULT LIGHTS . . . . . . . . . . . . . . . . . CHECK FLASH MFC 1A AND MFC 2A FAULT LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISH MFC 1B AND MFC 2B FAULT LIGHTS . . . . . . . . . . . . . . . . . CHECK FLASH MFC 1B AND MFC 2B FAULT LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISH EMER AND ESS BUS SUPPLY IND . . . . . . . . . . CHECK ARROWS ILLUMINATED UNDV LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUUISHED PARKING BRAKE ACCU . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURE AUX HYD PUMP PB . . . . . . . . . . . . . . . . . . . . . . . . . USE AS NECESSARY PARKING BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . SET TO PARKING R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AT G.I. GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON FLAPS CONTROL LEVER . . CHECK ACCORDING TO ACTUAL FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS NECESSARY LDG GEAR CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN BOTH WIPERS ROTARY SELECTORS . . . . . . . . . . . CHECK ON OFF POSITION DC EXT PWR PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN ANY WHITE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH ANN LT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ALL ILLUMINATED ANN LT SW . . . . . . . . . . . . . . . . . . . . . . RETURN TO BRT OR DIM AS RQD ENG 1 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6 PROP BRK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED CVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM EMER LOCK XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
... / ...
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P3 PRELIMINARY COCKPIT PREPARATION
001 DEC 10
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D) PROCEDURES TO BE USED WHEN USING A GPU FOR HOTEL MODE SEE 2.03.06 PAGES 4 AND 5. CM2 COMPT SMK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENG 2 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6 PEDESTAL FDEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7 R ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6 TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST VHF / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AIL LOCK LIGHT (if installed) . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY CENTRAL PANEL PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO PEC 1 + 2 (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON HYD PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM LEFT LATERAL CONSOLE CM1 N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7 MKR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM RIGHT LATERAL CONSOLE CM2 OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7 LEFT AND RIGHT INSTRUMENT PANELS ALL NO FLAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TIME RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING CM1 ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADEQUATE ADC ... / ...
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P4 PRELIMINARY COCKPIT PREPARATION
001 DEC 09
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D) PROCEDURES FOR HOTEL MODE FOR GPU USE SEE 2.03.06 PAGES 2 AND 3. CM2 CARGO DOOR CTL panel cover (if installed) . . . . . . . . . . . . . . . . . . . . . CLOSED EMERGENCY EQUIPMENT . . . . . . . . . . . CHECK FOLLOWING LIST : page 6 GEAR PINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD LATERAL AND OVERHEAD PANELS C/B . . CHECK SET, RESET AS APPLICABLE BAT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON MFC FAULT LIGHTS . . . . . . . . . . . . . . . . . . . CHECK FOLLOWING SEQUENCE MFC 1A AND MFC 2A FAULT LIGHTS . . . . . . . . . . . . . . . . . CHECK FLASH MFC 1A AND MFC 2A FAULT LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISH MFC 1B AND MFC 2B FAULT LIGHTS . . . . . . . . . . . . . . . . . CHECK FLASH MFC 1B AND MFC 2B FAULT LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISH EMER AND ESS BUS SUPPLY IND . . . . . . . . . . CHECK ARROWS ILLUMINATED UNDV LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUUISHED PARKING BRAKE ACCU . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURE AUX HYD PUMP PB . . . . . . . . . . . . . . . . . . . . . . . . . USE AS NECESSARY PARKING BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . SET TO PARKING R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AT G.I. GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON FLAPS CONTROL LEVER . . CHECK ACCORDING TO ACTUAL FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS NECESSARY LDG GEAR CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN BOTH WIPERS ROTARY SELECTORS . . . . . . . . . . . CHECK ON OFF POSITION ENG 2 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6 PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN ANY WHITE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH ANN LT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ALL ILLUMINATED ANN LT SW . . . . . . . . . . . . . . . . . . . . . . RETURN TO BRT OR DIM AS RQD PROP BRAKE LIGHT ON MEMO PANEL . . . . . . . . . . . . . CHECK ILLUMINATED ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE : page 8 ENG 1 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6 PROP BRK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED CVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM EMER LOCK XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO ... / ... ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P5 PRELIMINARY COCKPIT PREPARATION AA
001 APR 08
PRELIMINARY COCKPIT PREPARATION (CONT’D) PROCEDURES FOR HOTEL MODE FOR GPU USE SEE 2.03.06 PAGES 2 AND 3. CM2 ENG 1 BLEED FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED AIR BLEED X VALVE OPEN LIGHT . . . . . . . . . . . . . . . . . CHECK ILLUMINATED COMPT SMK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PEDESTAL FDEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7 TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST VHF / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AIL LOCK LIGHT (if installed) . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY CENTRAL PANEL PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO PEC 1 + 2 (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON HYD PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM LEFT LATERAL CONSOLE CM1 N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7 MKR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM RIGHT LATERAL CONSOLE CM2 OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7 LEFT AND RIGHT INSTRUMENT PANELS ALL NO FLAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TIME RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING CM1 ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADEQUATE ADC ... / ...
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P6 PRELIMINARY COCKPIT PREPARATION
001 DEC 10
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D) EMERGENCY EQUIPMENT LIST -
exit hatch closed, handle locked and safetied, escape rope stowed life jackets (if applicable) stowed axe, flash lights, smoke goggles and oxygen masks stowed portable fire extinguisher safetied and pressure within the green area landing gear emergency extension handle stowed, cover closed protective glove
ENGINE FIRE TEST ENG 1(2) FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . CHECK IN AND LATCHED ANY WHITE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH SQUIB TEST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS BOTH AGENT SQUIB LIGHT . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATE TEST SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ON FIRE ENG FIRE RED LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTO ASSOCIATED FIRE HANDLE CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ACTIVATES Note : CRC + MW light flashing red + ENG 2 FIRE red light on CAP. FUEL SO RED LIGHT . . . . . . . . . . . . . . . . . CHECK ILLUMINATES IN CL 1(2) . . . . . . . . . . . . . . . . . . . . IF TEMPORARILY SELECTED OUT OF FUEL SO TEST SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ON FAULT LOOP A AND LOOP B LIGHTS . . . . . . . . . . . . . . . . . . CHECK ILLUMINATE ATPCS TEST R Static Test: has to be performed before each flight. The PL must be set at G.I. whenever a test R is performed in hotel mode. ATPCS . . . . . . . . . . . . . . . . . . . . . . . . TURN TO THE LEFT AND SELECT ARM ATPCS ARM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES ATPCS SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ENG 1 ENG 2 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES ARM LIGHT . . . . . . . . . . . . . . . CHECK EXTINGUISHES AFTER 2 SECONDS ATPCS SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ENG 2 ENG 1 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES ARM LIGHT . . . . . . . . . . . . . . . CHECK EXTINGUISHES AFTER 2 SECONDS R R R R
Dynamic test: has to be done once a day, after landing of the last flight of the day. Refer to page 2.03.19 for developped procedure and informations. Note: a time delay of 10 minutes has to be observed after a test in order to not damage the feathering pump, before take off. ... / ...
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P7 PRELIMINARY COCKPIT PREPARATION AA
001 APR 08
PRELIMINARY COCKPIT PREPARATION (CONT’D) OXYGEN MASK TEST without removing the mask (once a day) On AUDIO CONTROL PANEL : INT / RAD SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO INT PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . DEPRESS AND HOLD Note : Hose and mask charged with oxygen. Observe blinker momentarily turns yellow and must turn dark if there is no leak. PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD RED GRIPS ON EACH SIDE OF THE HOSE . . . . . . . . . . . . . . . . . . . PRESS Note : Oxygen pressure inflates the harness. Observe blinker momentarily turns yellow and must turn dark if there is no leak. PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD EMERGENCY KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT Note : Emergency flow is tested. Observe blinker momentarily turns yellow during the oxygen flow and must turn dark when the knob is released. Note : In this 3 cases, check that oxygen flow sounds through loudspeakers. OXY LO PR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED N/100% ROCKER LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 100%S TRIMS TEST TRIMS DAILY CHECK FOR FIRST FLIGHT OF THE DAY PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . CHECK - Check the normal trim activation in both directions by depressing simultaneously both control rocker switches - For few seconds depress independantly each single control rocker switch and check the non-- activation of the corresponding TRIM in both possible directions - Reset TRIMS as required for take off TRIMS CHECK BEFORE EACH FLIGHT PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . CHECK STBY PITCH TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STBY PITCH TRIM SW . . . . . . CHECK GUARDED IN OFF POSITION
... / ... ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P8 PRELIMINARY COCKPIT PREPARATION
001 DEC 09
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D) ENGINE START EEC FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED PEC FAULT LIGHT (if installed) . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . SET TO START ENGINE AND PROPELLER AREA . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR START 1(2) PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES Note : Starter electrically supplied. ENG ROTATION, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F When passing 10% NH CL 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO FTR TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START Note : Passing from FUEL SO to FTR is possible between 10% and 19% NH if ITT > 200_C. LIGHT UP . . . . . . . . . . . . . . . . . . . . . MONITOR WITHIN 10 SECONDS J If 840_ _C < ITT < 950_ _C EXCESSIVE ITT . . . . . . . . . . . . . . . . . . . . RECORD IN LOG BOOK J If ITT > 840_ _C more then 20 seconds, or if ITT > 950_ _C CL 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO F When passing about 45% NH START 1(2) PB ON LIGHT . . . . . . . . . . . . . . . MONITOR EXTINGUISHES F When passing about 61.5% NH DC GEN 1(2) FAULT LIGHT . . . . . . . . . . . . . . MONITOR EXTINGUISHES ENGINE PARAMETERS . . . . . . . . . . . CHECK STABILIZED AT IDLE VALUES Note : NH 67% ± 2%, ITT 580_C ± 50_C, FF 110 kg/h (243 lb/h). Note : TQ indications are unreliable when CL in FTR position. ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . OFF & START ABORT PL 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQD Note : If Z ≥ 5000 ft and SAT ≥ ISA + 25_C, advance PL 1(2) up to GUST LOCK stop. R HOT ENVIRONMENT START In hot environments to prevent an engine starting from a “hot start” : High OAT or High residual ITT, it is recommended to delay the fuel opening up to 20% NH. For residual ITT below 100°C, open fuel up to 10% NH. From 100°C to 200°C delay fuel opening by 1% NH per 10°C of residual ITT, up to 200°C (20% NH) Do not exceed 20% NH for fuel opening.
ATR 42 Model : 400/500
2.03.06
NORMAL PROCEDURES P9 PRELIMINARY COCKPIT PREPARATION
001 DEC 10
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D) RECORDERS TEST - On BATTERY MODE or HOTEL MODE: CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green arc. DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished. Note: it can take over 1 minute to be extinguished after aircraft power up. - On GPU: Press on the RCDR PB (on the RCDR panel) and check ON light is illuminated. CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green arc. DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished. Note: it can take over 1 minute to be extinguished after aircraft power up. Press on the RESET PB (on the RCDR panel) and check ON light is extinguished. The status SYST light (on the FDEP or RCDR panel) has to be illuminated. Note: it can take over 1 minute to be illuminated after RESET PB action.
ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P1 COCKPIT PREPARATION AA
001 APR 08
INTRODUCTION Cockpit preparation is plit between : - system preparation : performed by first officer CM2 only - cockpit final preparation : performed by captain CM1 and CM2 at their stations All steps have to be performed before each flight except when specifically indicated. Section content : SYSTEM PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 2 TO 6 OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 2 TO 3 PEDESTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4 CENTER INSTRUMENT PANEL - CAPTAIN . . . . . . . . . . . . . . . . . . . PAGE 5 CAPTAIN LATERAL CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5 CAPTAIN INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5 CENTER INSTRUMENT PANEL - FIRST OFFICER . . . . . . . . . . . . . . PAGE 6 FIRST OFFICER LATERAL CONSOLE . . . . . . . . . . . . . . . . . . . . . . PAGE 6 FIRST OFFICER INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . PAGE 6 FINAL COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P2 COCKPIT PREPARATION AA
001 APR 08
SYSTEM PREPARATION INTERNAL LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS RQD OVERHEAD PANEL CALLS / SELCAL (if installed) . . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET AS RQD ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON RUN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED FEED LO PR LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHES LP VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN LINE X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK X LINE J If GPU is used (no HOTEL mode) ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY SAME PROCEDURE DOORS SW TEST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS CAB OK / SVCE OK LIGHTS . . . . . . . . . . . . . . . . CHECK ILLUMINATED . . . . . . . . . . . . . . . . . . . PROVIDED ASSOCIATED DOORS ARE OPEN For all models DOORS LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD SPLR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH ILLUMINATED LDG GEAR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LDG GEAR INDICATION . . . . . . . . CROSSCHECK with center instrument panel MFC PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN Note : no amber light may be illuminated.
... / ...
ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P3 COCKPIT PREPARATION AA
001 APR 08
SYSTEM PREPARATION (CONT’D) OVERHEAD PANEL (CONT’D) EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD COCKPIT VOICE RECORDER TEST PB . . . . . . . . . . . . . . . . . . . DEPRESS POINTER MOVES BETWEEN GRADUATION 8 AND 10 . . . . . . . . CHECK FEED LO PR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHES J If GPU is not used EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM ANTI-- / DE--ICING LIGHTS . . . . . . . . . . . . . . . CHECK ALL EXTINGUISHED PROBES / WINDSHIELD HTG . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT AC WILD ELEC POWER . . . . . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT HYD PWR . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT BLUE / GREEN PUMPS LO PR LIGHTS . . . . . . CHECK BOTH ILLUMINATED Note : any other HYD PWR lights has to be extinguished. EMER LOC XMTR (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TO AUTO, GUARDED AND LOCKWIRED SELCAL CODE SELECTION PANEL (if installed) . . . . . . . . . . . . . . . . AS RQD J If GPU is used AIR BLEED / COMPT TEMP PANEL . . . EXTINGUISH ANY WHITE LIGHT COMPT TEMP SELECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD J If GPU is not used COMPT AND DUCT INDICATIONS . . . . . . . . . . . . . . . . . . . . . . CHECK Note : Check that indications show realistic values with COMPT selectors on flight COMPT and CABIN. OXYGEN HIGH PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . CHECK OXYGEN DURATION CHART (FCOM 2.01.05) . . . . . . . . . . . . . . . . . CHECK Note : To determine that quantity is sufficient for the scheduled flight. OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ON PB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF COMPT SMK TEST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS SMOKE DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Note : When test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan.
... / ... ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P4 COCKPIT PREPARATION AA
001 APR 08
SYSTEM PREPARATION (CONT’D) PEDESTAL FDEP OR MCDU - FDAU TIME BASE . . . . CHECK, ADJUST IF NECESSARY FDEP OR MCDU - FLIGHT NUMBER . . . . . CHECK, ADJUST IF NECESSARY Note : numbers between 0000 and 7999 only. RADIOS . . . . . . . . . . . . . . . . . . CHECK TRANSMISSION AND RECEPTION ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT XPDR - FID (if applicable) . . . . . . . . . . . . . . . . . SELECT, INSERT FLIGHT ID STBY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT RADIOS . . . . . . . . . . . . . . . . . . CHECK TRANSMISSION AND RECEPTION IDLE GATE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED . . . . . . . . . . . . . . . . . . . . . . . AND AMBER BAND VISIBLE ON THE LEVER EMER AUDIO CANCEL SW . . . . . . . . CHECK GUARDED AND LOCKWIRED RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT STBY EFIS CTL PANELS - EADI . . . . . . . . ON THEN CHECK COMPOSITE MODE EFIS CTL PANELS - EHSI . . . . . . . . . ON THEN CHECK NORMAL DISPLAY EADI AND EHSI BRIGHTNESS . . . . . . . . . . . . . . . . . . . . . . . . AS RQD BRGs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD IF TCAS installed ATC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST
... / ...
ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P5 COCKPIT PREPARATION AA
001 APR 08
SYSTEM PREPARATION (CONT’D) CENTER INTRUMENT PANEL - CAPTAIN ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT Note : Odd days : ADC 1 - Even days : ADC 2. TAT . . . . . . . . . . . CROSSCHECK WITH CONTROL TOWER INFORMATION STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG STBY HORIZON . . . . . . . . . . . . . . PULL KNOB TO ERECT IF NECESSARY PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . CHECK TO ENG 1 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OIL PRESS, FF, FU, NH, NP, TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 OIL / FUEL TEMP, ITT . . . . . . . . . . . . . . . . . . REALISTIC INFORMATION TQ TARGET BUG . . . . . . . . . . . . . . . . . . . . . REALISTIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK WITH ENG 2 ENGINE CONTROLS . . . . . . . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT CAPTAIN LATERAL CONSOLE N/W STEERING SW . . . . . . CHECK GUARDED IN N/W STEERING POSITION J With NAV receivers ON MKR SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST Check 3 white boxes appear on bottom right of EADIs displaying O, M and I markers side by side. MKR SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO ??? except with 0043 ??? AHRS 1 LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED ATT / HDG, VOR / ILS, EFIS SG LIGHTS . . . . . . . . . CHECK EXTINGUISHED AUDIO SEL 1 LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED GPWS SW . . . . . . . . . . . . . . . . . . CHECK GUARDED IN NORM POSITION GPWS FAULT LIGHT . . . . . . . . . . . . . . CHECK NOT ILLUMINATED ON CAP CAPTAIN INTRUMENT PANEL RMI / EHSI . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING INFORMATION VSI . . . . . . . . . . . . . . . . CHECK NO FLAG AND POINTER INDICATES ZERO CLOCK . . . . . . . . . . . . . . . . . . . . . . CHECK TIME, ADJUST IF NECESSARY ASI . . . . . . . . . . . CHECK NO FLAG, AIRSPEED POINTER INDICATES ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . AND VMO POINTER INDICATES 250 kt EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG GPWS . . . . . . . . . . . . . . . . . . . . . . . . . TEST AS RQD (see FCOM 1.15.40) ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
... / ...
ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P6 COCKPIT PREPARATION AA
001 APR 08
SYSTEM PREPARATION (CONT’D) CENTER INTRUMENT PANEL - FIRST OFFICER PRESSURIZATION LIGHTS . . . . . . . . . . . . . . . CHECK ALL EXTINGUISHED MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AT NORM CABIN PRESS IND . . . . . . . . . . . . . . CHECK DIFF AT ZERO, RATE AT ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AND ALT AT PRESSURE ALTITUDE STICK PUSHER / SHAKER FAULT LIGHT . . . . . . . . . CHECK EXTINGUISHED ANTI--SKID LIGHTS . . . . . . . . . . . . . . . . . . . . CHECK ALL EXTINGUISHED FIRST OFFICER LATERAL CONSOLE AHRS 2 LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED ATT / HDG, VOR / ILS, EFIS SG LIGHTS . . . . . . . . . CHECK EXTINGUISHED AUDIO 2 SEL LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED FIRST OFFICER INTRUMENT PANEL RMI / EHSI . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING INFORMATION VSI . . . . . . . . . . . . . . . . CHECK NO FLAG AND POINTER INDICATES ZERO CLOCK . . . . . . . . . . . . . . . . . . . . . . CHECK TIME, ADJUST IF NECESSARY ASI . . . . . . . . . . . CHECK NO FLAG, AIRSPEED POINTER INDICATES ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . AND VMO POINTER INDICATES 250 kt EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
... / ... ATR 42 Model : 400/500
2.03.07
NORMAL PROCEDURES P7 COCKPIT PREPARATION AA
001 APR 08
FINAL COCKPIT PREPARATION CM1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / PRESS CHECK
ALL
ALTIMETERS . . . . . . . . SET BARO REFERENCE AND CHECK INDICATIONS
CM2
ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN ATIS INFORMATION LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Note : Landing field elevation if QNH is used, ZERO if QFE is used.
ALL
COM / NAV / GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CM1
FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LO LVL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH TANKS . . . . . . . . . . . . . . . . . . . . . CHECK LOADED SYMETRICALLY TOTAL FUEL QTY . . . . . . . CHECK CORRESPONDS TO FLIGHT PLAN FUEL MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
CM2
ENG F/U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET TAKE OFF DATA CARD (SEE xxx) . . . . . . . . . . . . . . . . . . 1ST PART FILLED
CM1
LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TAKE OFF WEIGHT .... - TRIM SETTING ... . . . . . . . . . . . . . . . ANNOUNCE
ALL
SPEED BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET - External bugs S Lower value : V1 S Intermediate value FINAL TAKE OFF SPEED VmLB0 normal conditiond or VmLB15 icing conditions and not less than V2 S Higher value : Minimum ICING SPEED VmLB 0 icing conditions - Set internal bug to V2
CM1
ALL ALL
TQ MANUAL BUGS . . . . . . . . . . . . . . . . . . . . SET TO TAKE OFF TORQUE Note : As a cross check procedure, TO torques should be computed by using power setting torque tables with a tmperature not measured through aircraft systems. SEATS, SEATS BELTS, HARNESSES AND RUDDER PEDALS . . . . . . ADJUST Note : Should be performed when rudder is in neutral position. FINAL COCKPIT PREPARATION CHECK LIST . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.08
NORMAL PROCEDURES BEFORE PROPELLER ROTATION / BEFORE TAXI
P1
001 DEC 09
AA
BEFORE PROPELLER ROTATION CM1
LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 CM2
START UP CLEARANCE GROUND CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN ATC START UP CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
R CM1 ALL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED R ALL
TAKE OFF BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
CM2
ROLL AND YAW TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . RESET TO ZERO PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKE OFF TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE CDLS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1
SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEAT BELTS BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
ALL
BEFORE PROPELLER ROTATION . . . . . . . . . . . . . . . . . . . . . COMPLETED
BEFORE TAXI If propeller brake installed and if applicable : CM1
PROP BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM2
PROP BRK BLUE LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED Note : On PROP BRAKE control panel and on MEMO panel. UNLK LIGHT . . . . . . . . . . . . . . . . . CHECK FLASHES THEN EXTINGUISHES Then : COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO ANTI--ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD ANTI--SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CM1 CM2
ALL
BEFORE TAXI CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.09
NORMAL PROCEDURES P1 TAXI AA
001 APR 08
TAXI Note : when taxiing with tail wind component, use of reverse requires special care as wind created by propeller reversion combined with tail wind will induce an exhaust gaz return flow which may damage the nacelle. It is consequently recommended not to leave PL in reverse position for any period of time exceeding 10 seconds. CM1
TAXI CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED TAXI AND TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ALL
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL AND EMER
CM2
AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Note : Select assigned altitude, HDG LO BANK with runway heading, IAS with V2+5kt and CPL on PF side.
CM1
RUDDER RELEASABLE CENTERING UNIT . . . . . . . . . . . CHECK CENTERED Note : Pedals centered, brief action on rudder trim switches. SPEED BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK SETTINGS
ALL CM2
TO CONFIG . . . . . . . . . . . . . . . . . . . . . . . . TEST AND CHECK NO ALERT ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
ALL
INSTRUMENTS PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Note : Check no unnecessary flag on instruments. HORIZONS, HEADING / BEARING, BALL . . . . . . . . . . . . . . CHECK IN TURN
CM2
BLEED . . . . . . . . . . . . . . . . . . . . . . . CHECK ALL LIGHTS EXTINGUISHED COMPT TEMP SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD ACW POWER . . . . . . . . . . . . . . . . . . CHECK ALL LIGHTS EXTINGUISHED
ALL
AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Note : Select assigned altitude, HDG LO BANK with runway heading, IAS with V2+5kt and CPL on PF side.
CM1
TAKE OFF BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE - Standard calls - For significant failure before V1, CAPTAIN will call “STOP” and will take any necessary stop actions - Above V1 take off will continue and no action will be taken except on CAPTAIN command - Single engine procedure is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - Acceleration altitude is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - Departure clearance is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CM2
CABIN REPORT . . . . . . . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL
TAXI CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.10
NORMAL PROCEDURES P1 BEFORE TAKE OFF
001 DEC 09
AA
BEFORE TAKE OFF CM2
TAKE OFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
ALL
FLIGHT CONTROLS . . . . . . . . . . CHECK FULL TRAVEL AND FREEDOM OF . . . . . . . . . . . . . . . . . . . . . . . . . . MOVEMENT IN PITCH, ROLL AND YAW Note : For ROLL check SPOILER light. Note : If BLEED ON, select both bleed valves on NORM FLOW. Note : for aircraft fitted with CONT RELIGHT, set ENG START ROTARY SELECTOR to CONT RELIGHT in case of icing conditions, heavy precipitations or contaminated runway.
CM1
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO INHI EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM2
XPDR / TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT / AUTO RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R ALL
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
ALL
F When lined up FD BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER
ALL
BEFORE TAKE OFF CHECK LIST . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.11
NORMAL PROCEDURES P1 TAKE OFF AA
001 APR 08
TAKE OFF PF
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
ALL
TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
PF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . ADVANCE TO POWER LEVER NOTCH
PNF
Note : Check actual torque matches take off torque (manual bug). Adjust if necessary by moving PL out of the notch as required. F When reaching 60 kt NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK 100% Note : NP 100% - 0.6% / +0.8%. ATPCS ARM LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED FDAU BUG . . . . . . . . . . . . . . . . . . . . . CHECK DISPLAYS RTO VALUE POWER SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL AIRSPEED / ENGINE INSTRUMENTS . . . . SCAN THROUGHOUT TAKE OFF SEVENTY KNOTS . . . . . . . . . . . . . ANNOUNCE WHEN READ ON PNF ASI STBY ASI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
PF
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK ON PF ASI I HAVE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE F At VR ROTATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF PNF PF
PNF PF PNF
AIRCRAFT HANDLING . . . . . . . . . . . . . . . . . . . ROTATE SMOOTHLY Note : Rotate smoothly to average single engine climb pitch attitude. SPEED . . . . . . . . . . . . . . . ACCELERATE PROGRESSIVELY TO VmLB0 F After lift off POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED AFCS YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
ATR 42 Model : 400/500
2.03.12
NORMAL PROCEDURES P1 AFTER TAKE OFF AA
001 APR 08
AFTER TAKE OFF F When passing acceleration altitude PF
CLIMB SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER AFCS SELECTED SPEED . . . . . . . . . . . . . . . . . . INCREASE WITH PTW Note : In case of manual flight, this action will be performed by PNF.
PNF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN THE NOTCH PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BLEED VALVES (if not already selected) . . . . . . . . . . . . . . . . . . . . . . ON Note : Pack 2 valve FAULT will illuminate during 10 seconds. A 10 seconds delay is used for pack 2 valve to avoid pressure shocks. TAXI AND TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF NO SMOKING SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Note : Check actual torque matches climb torque. Adjust if necessary. Note : If the airline has chosen to reduce power in climb, set PLs according to the airline derated tables.
PF PNF
F When passing VmLB0 FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT FLAPS 0 . . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
PF
AFCS ADU TARGET IAS . . . . . . . . . . . . . . SET DESIRED CLIMB SPEED
ALL
F When passing transition altitude ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK Note : Set standard pressure, 1013.2hPa / 29.92 in Hg.
ALL
AFTER TAKE OFF CHECK LIST . . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.13
NORMAL PROCEDURES P1 CRUISE
001 DEC 09
AA
CRUISE PF
F After acceleration to cruise speed PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ Note : when installed select CRZ1 or CRZ2. Note : Check that the actual engine torque indication matches the cruise objective torque. Adjust if necessary.
PNF
SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R
CRUISE SPEED LOW ALERT CONDITION Cruise speed decrease
VISUAL - CRUISE SPEED LOW blue light on front panel
AURAL NIL
PROCEDURE
CRUISE SPEED LOW Appears in cruise only, to inform the crew that an abnormal drag increase induces a speed decrease of more than 10 kt compared with the expected speed ICING CONDITIONS AND SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R REDUCED POWER SETTING IN CRUISE The airline, according to its cost policy, can choose to cruise at reduced power, e.g. at long-- range power or given IAS. The associated cruise derated tables need to be available on board for the flight crew. Those tables can be published with the FOS Module 2, In-- flight performance, as shown in example in Figure 1. The PLs are set according to the torque given in the tables. This requires a PL adjustment out of the notch. Limitations: The reduced power cruise is not allowed in case of icing conditions, as the IAS may already be decreased due to ice accretion on the airframe. In case of an engine failure, the PLs need to be immediately moved back into the notch, power management to MCT. From a maintenance point of view, reduced power operations may achieve lower engine overhaul costs as a result of the reduced power settings.
ATR 42 Model : 400/500
2.03.13
NORMAL PROCEDURES P2 CRUISE
001 DEC 09
AA
REDUCED POWER SETTING IN CRUISE (CONT’D) Example: Figure1: Long Range cruise performance table ATR 42-- 500 (PW127E) This is an example of a long-- range cruise performance table generated with the FOS Module 2. In the case the cruise weight is 16t, the cruise FL 190, the torque is set to 50.5% and the cruise IAS will be 174kts.
ATR 42 Model : 400/500
2.03.14
NORMAL PROCEDURES P1 DESCENT AA
001 APR 08
DESCENT PF
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL AIRCRAFT STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF
WEATHER AND LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . OBTAIN LANDING WEIGHT, CONFIGURATION AND SPEEDS . . . . . . . . . DETERMINE DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL IN LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Note : Landing field elevation if QNH is used, 0 if QFE is used.
ALL
ASI BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK - External bugs SLower value : VGA S Intermediate value SINGLE ENGINE : VmLB0 normal condiotions or CLIMB SPEED : VmLB15 icing conditions, and not less than V2 S Higher value : VmLB0 icing conditions - Set internal bug to VAPP
PNF
TQ MANUAL BUGS . . . . . . . . . . . . . . . . . . . . . . . . . SET TO GA TORQUE
ALL
ARRIVAL BRIEFING COMPLETE Main points are : - minimum safe altitude - weather at destination - approach procedures - decision height - go around procedures - alternate and extra fuel
PNF
DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
PF
AFCS ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT IAS OR VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE AS RQD PTW AND PL . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD FOR DESCENT
ALL
DESCENT CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.15
NORMAL PROCEDURES P1 APPROACH AA
001 APR 08
APPROACH PNF
SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEAT BELTS NO SMKG SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO SMOKING
ALL
ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
PNF
CABIN ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CAUTION : Max ∆P authorized at landing : 0.35 PSI. CABIN REPORT FROM CABIN ATTEDANT . . . . . . . . . . . . . . . . . . . OBTAIN
ALL
APPROACH CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.16
NORMAL PROCEDURES P1 BEFORE LANDING AA
001 APR 08
BEFORE LANDING - FLAPS 35 LANDING F When passing deceleration altitude ALL
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
PF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD DOWN TO FI SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE F When passing 170 kt FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF PF
FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT F When passing 160 kt GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF
FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO Note : NP remains unchanged. F When the three green lights are illuminated FLAPS 15 - LANDING GEAR DOWN . . . . . . . . . . . . ANNOUNCE TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
PF
F When passing 150 kt FLAPS 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF
FLAPS 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT FLAPS 35 . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
PF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO MAINTAIN VAPP AND NOT LESS THAN VMCL
ALL
SPEED VERSUS ICING AOA . . . . . . . . . . . . . . . . CHECK AND SET
PF
TAXI, TO and LAND EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . ON
ALL
BEFORE LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 500
2.03.16
NORMAL PROCEDURES P2 BEFORE LANDING AA
110 APR 08
BEFORE LANDING - FLAPS 25 LANDING F When passing deceleration altitude ALL
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
PF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD DOWN TO FI SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE F When passing 170 kt FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF
FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF
GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO Note : NP remains unchanged. F When the three green lights are illuminated FLAPS 15 - LANDING GEAR DOWN . . . . . . . . . . . . ANNOUNCE TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
CM1
LDG FLAP 25 PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ON
PF
F When passing 160 kt FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF
FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT FLAPS 25 . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
PF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO MAINTAIN VAPP AND NOT LESS THAN VMCL
ALL
SPEED VERSUS ICING AOA . . . . . . . . . . . . . . . . CHECK AND SET
PF
TAXI, TO and LAND EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . ON
ALL
BEFORE LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . COMPLETED
Mod : 4450 or 4580
ATR 42 Model : 500
2.03.17
NORMAL PROCEDURES P1 GO AROUND AA
001 APR 08
GO AROUND PF
Simultaneously : GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE GO AROUND PB ON PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RAMP FLAPS ONE NOTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL PITCH ATTITUDE . . . . . . . . . . . ROTATE TO GO AROUND PITCH ATTITUDE
PNF
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT ONE NOTCH NP . . . . . . . . . . . . . . . . . . . . CHECK NP = 100%, ADJUST AS NECESSARY
PF
FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOLLOW AP DISCONNECT ALARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CANCEL SPEED . . . . . . . ACCELERATE TO OR MAINTAIN VGA (FCOM 2.02.01 page 4)
PNF
F When positive rate of climb is achieved POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF
GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMMAND
PNF
F When climb is established LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP HDG/IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT FLAPS X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE Note : FLAPS X is one notch less than final approach FLAPS setting. GEAR UP . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED PITCH / BANK ATTITUDES . . . . . . . . . . . . . . . . . . . . . . . MONITOR SPEED / FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ATR 42 Model : 400/500
2.03.18
NORMAL PROCEDURES P1 LANDING AA
001 APR 08
LANDING PNF
500 FEET ABOVE MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE 100 FEET ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE MINIMUM, DECIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF
LAND or GO AROUND . . . . . . . . . . . . . . . . ANNOUNCE AS APPROPRIATE AP DISCONNECT PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TWICE
PNF
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK F After touch down IDLE GATE AUTOMATIC RETRACTION . . . . . . . . . . . . . . . CHECK
PF
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
PNF
BOTH LOW PITCH LIGHTS ILLUMINATED . . . . CHECK AND ANNOUNCE
PF
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD
CM1
NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . CONTROL
CM2
CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD AS RQD
ATR 42 Model : 400/500
2.03.19
NORMAL PROCEDURES P1 AFTER LANDING
001 DEC 10
AA
AFTER LANDING CM1
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CM2
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED XPDR / TCAS / RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY LAND LIGHTS / STROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- /DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . OFF ENG TEST : last flight of the day (Dynamic ATPCS Test)
R
CAUTION : Do not perform ENG TEST while taxiing as ACW is temporarily lost and, consequently, both main HYD pumps are temporarily lost as well. Conditions : - CL 1 + 2 on AUTO - PL 1 + 2 at GI - ATPCS pushbutton depressed; OFF extinguished - PWR MGT on TO position ARM positions : - ARM light illuminates green - Torque indications increase, NP and NH indications decrease ENG position : - PW121A : selected engine torque decreases below 18% - PW127E/PW127M : selected engine torque decreases below 21% - Opposite engine : - UPTRIM light illuminates - Torque does not change, NP and NH increase slightly - 2.15 seconds later : - concerned propeller is automatically feathered - ARM green light extinguishes Note : If ENG TEST must be repeated, wait 10 minutes before setting ATPCS selector in ENG position in order not to damage feathering pump (winding heating). CM1
F After at least one minute CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTE THEN RESET Note : Keep engine running at least one minute at Gl power before shut down to assist in reducing residual heat build up in the engine and nacelle. Note : Maintain feather position for 20 seconds before selecting FUEL SO (required for oil capacity check by maintenance and for proper feathering).
ALL
AFTER LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . . COMPLETED
R R
ATR 42 Model : 400/500
2.03.20
NORMAL PROCEDURES P1 PARKING AA
001 APR 08
PARKING Note : as often as possible, park the aircraft with wind relative to the nose at 10 o’clock to minimize noise and exhaust gaz interference when in hotel mode. CM1 PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON TAXI & TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Note : If propeller brake is used, be sure propeller brake area is clear and protected. Last flight of the day GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE CONTROL COLUMN . . . . . . . . . . . PUSH IN NOSE DOWN POSITION STICK PUSHER/SHAKER YES TEST procedure (FCOM 1.02.10)APPLY GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE PITCH AN ROLL CONTROLS . . . . . . . . . . . . . . . . . CHECK LOCKED CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR Note : If propeller brake is not available and provided propeller brake is removed, activate PROP BRK switch and check AIR BLEED X VALVE OPEN light illuminates. J If PROP BRAKE is used for MODE HOTEL READY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE UNLK LIGHT . . . . . . . CHECK ILLUMINATED THEN EXTINGUISHED PROP BRK LIGHTS . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED FU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTE THEN RESET SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CM2
GROUND CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM1
TAIL PROP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ALL
PARKING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
ATR 42 Model : 400/500
2.03.21
NORMAL PROCEDURES P1 LEAVING THE AIRCRAFT AA
001 APR 08
LEAVING THE AIRCRAFT OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM EFIS / RADAR / COM / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CDLS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500
2.04.00
EMERGENCY PROCEDURES P1 CONTENTS
001 DEC 09
AA
R
2.04.00
CONTENTS
2.04.01
INTRODUCTION
2.04.02
POWER PLANT IN FLT ENG FIRE OR SEVERE MECHANICAL DAMAGE ON GND ENG FIRE OR SEVERE MECHANICAL DAMAGE BOTH ENGINES FLAME OUT ENG FLAME OUT AT TAKE OFF
2.04.03
SMOKE SMOKE ELECTRICAL SMOKE AIR COND SMOKE FWD SMOKE AFT SMOKE AUX AFT COMPT SMOKE
2.04.04
ELECTRICAL SYSTEM DUAL DC GEN LOSS
2.04.05
MISCELLANEOUS EMERGENCY DESCENT DITCHING FORCED LANDING ON GROUND EMERGENCY EVACUATION BOMB ON BOARD SEVERE ICING RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL
ATR 42 Model : 400/500
2.04.01
EMERGENCY PROCEDURES P2 INTRODUCTION
001 DEC 09
AA
PROCEDURES INITIATION - No action will be taken (apart from depressing MW pb): . Until flight path is stabilized. . Under 400 ft above runway (except for propeller feathering after engine failure during approach at reduced power if go around is considered). - Before performing a procedure, the crew must assess the situation as a whole, taking into consideration the failures, when fully identified, and the constraints imposed. ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT Basic airmanship calls for a management review of the remaining aircraft capabilities under the responsability of CM1. CCAS When TO INHI has been selected, until the first leg of landing gear unlocks, all alerts are inhibited except: R WARNING - ENG 1 FIRE - ENG 2 FIRE - CONFIG - FLAPS UNLK - LDG GEAR NOT DN - EXCESS ALT - EXCESS CAB ∆P - PITCH DISCONNECT - PROP BRK (if applicable) CAUTION - EFIS COMP ADVISORY - PRKG BRK - GPWS - MAINT PANEL
ATR 42 Model: 400/500
2.04.02
EMERGENCY PROCEDURES P1 POWER PLANT
001 DEC 07
AA
R IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE ALERT CONDITION
VISUAL
AURAL
Fire signal
-- MW light flashing red -- Associated ENG FIRE red light on CAP -- red light in associated FIRE handle
CRC
-- FUEL SO red light in associated CL
PROCEDURE
IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE
R R R R R R R R
FIRST AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH J If fire after further 30 seconds SECOND AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R R
LAND ASAP SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL F After 10 seconds
COMMENTS - Fire handle remains illuminated as long as a fire is detected. - The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent effect. - CRC stops when depressing MW. May be cancelled by use of EMER AUDIO CANCEL SW. - Do not attempt to restart engine. - Refer to SINGLE ENG OPERATION procedure.
ATR 42 Model : 400/500
2.04.02
EMERGENCY PROCEDURES P2 POWER PLANT
001 DEC 07
AA
R ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE R PROCEDURE R
ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE
R R R R R R R R
PL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI / REVERSE AS RQD F When aircraft stopped PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FIRST AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH J If fire after further 30 seconds SECOND AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R R
J If evacuation required ON GROUND EMER EVACUATION procedure . . . . . . . . . . . . . . . APPLY COMMENTS - Same comments as in flight - The aircraft may be stopped using full reverse Notify ATC the nature of the emergency and state intentions. Only VHF 1 is available on battery - Battery is left ON until leaving the aircraft to ensure cabin communication. Only PA is available on battery.
ATR 42 Model : 400/500
2.04.02
EMERGENCY PROCEDURES P3 POWER PLANT
001 DEC 10
AA
BOTH ENGINES FLAME OUT ALERT An engine flame out may be recognized by a rapid decrease in ITT and in NH. PROCEDURE
BOTH ENGINES FLAME OUT PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI J If NH drops below 30 % (no automatic relight) CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vm HB CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF 1 ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . START A & B ENG 2 RELIGHT ENG 2 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON F When NH above 10%
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR ENG 2 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD ENG 1 RELIGHT ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON R
R R
F When NH above 10%
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR ENG 1 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR CL 1 then PL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD J If neither engine starts CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FORCED LANDING or DITCHING PROCEDURE . . . . . . . . . . . . . . . APPLY CAUTION : Do not select AVIONICS VENT EXHAUST MODE to OVBD. J If engine(s) recovered CL / PL engine(s) recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD J If one engine not recovered CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . APPLY SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
ATR 42 Model : 400/500
2.04.02
EMERGENCY PROCEDURES P5 POWER PLANT
001 DEC 09
AA
ENG FLAME OUT AT TAKE OFF ALERT An engine flame out may be recognized by: - Sudden dissymmetry - TQ decrease - Rapid ITT decrease PROCEDURE
ENG FLAME OUT AT TAKE OFF R
UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK J If no uptrim PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO THE RAMP
R BLEEDS and PACKS FAULT lights . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LIT F Above 400ft AGL PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary J If damage suspected FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . . . . APPLY J If no damage suspected ENG RESTART IN FLIGHT PROCEDURE . . . . . . . . . . . . . . . . . . . . . APPLY J If unsuccessful : SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500
2.04.03
EMERGENCY PROCEDURES P1 SMOKE
001 DEC 07
AA
R SMOKE PROCEDURE
SMOKE CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100% GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH RECIRC FANS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON SMOKE SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY J If source not identified or electrical smoke suspected Note : ELEC light may be activated by an air conditioning smoke source ELECTRICAL SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY J If air conditioning smoke identified AIR COND SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY J If FWD SMK illuminated or smoke in FWD zone of aircraft FWD SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY J If AFT SMK illuminated or smoke in AFT zone of aircraft AFT SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500
2.04.03
EMERGENCY PROCEDURES P2 SMOKE
001 DEC 09
AA
ELECTRICAL SMOKE ALERT CONDITION
VISUAL
AURAL
Smoke detected in the avionics ventilation circuit
-- MW light flashing red -- ELEC SMK red light on CAP
CRC
PROCEDURE
ELECTRICAL SMOKE R
SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF SUSPECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF J If smoke origin not identified LAND ASAP ACW TOTAL LOSS procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY J If smoke origin identified NOT AFFECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE F When nP < 1 PSI OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . NORM COMMENTS - Avionics compartment ventilation without cabin contamination is ensured by : - selecting AVIONICS VENT EXHAUST mode OVBD - shuting off the recirculation fans - selecting the PACKS AIR FLOW HIGH. - Auto isolation is prepared on the main electrical system by opening the BTC. - Suspected equipment may be shut off contingently by pulling out associated circuit breaker. - When nP < 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT EXHAUST mode NORM in order to recover air evacuation capability through the EXTRACT FAN without any pressurization problem.
ATR 42 Model 400/500
2.04.03
EMERGENCY PROCEDURES P3 SMOKE
001 DEC 10
AA
AIR COND SMOKE PROCEDURE
AIR COND SMOKE SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA J If smoke persists PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PACK VALVE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION : Evacuation of air conditioning smoke may trigger electrical smoke warning. Disregard it. ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . CAREFULLY MONITOR R
J If any anomaly occurs such as : - amber engine caution illumination associated to local ITT alert - total loss of NL indication - engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...) CAUTION : Confirm which engine is showing signs of abnormal operation in order to avoid shutting down the safe engine. PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . APPLY COMMENTS - Ensure crew communication is established. Avoid the use of interphone position to minimize interference from oxygene mask breathing noise. Check oxygen mask at 100%. - Recirculation fans are switched off to limit cabin contamination.
ATR 42 Model : 400/500
2.04.03
EMERGENCY PROCEDURES P4 SMOKE
001 DEC 10
AA
FWD SMOKE ALERT CONDITION Smoke detected in the forward cargo compartment
VISUAL
AURAL
- MW lt flashing red - FWD SMK red lt on CAP
CRC
Smoke detected in the cargo bay - MW It flashing red (CARGO VERSION ONLY) - FWD SMK red It on CAP, or AFT SMK red It on CAP, or FWD SMK red lt on CAP and at least 1 CNTNR SMK redlt illuminated on overhead panel, or AFT SMK red lt on CAP and at least 1 CNTNR SMK red lt illuminated on overhead panel. PROCEDURE
FWD SMK R
R
1) PASSENGERS VERSION SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE and KILL SOURCE OF SMOKE D When ∆P < 1 PSI OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM 2) CARGO VERSION SMOKE porcedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE ENG 2 BLEED (except when in single bleed operation) . . . . . . . . . . . . . . . . . . . OFF PACK VALVE 2 (except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum FL160, FL 200 is recommended. Note : Smoke alert may be generated during smoke evacuation process.
ATR 42 Model : 400/500
2.04.03
EMERGENCY PROCEDURES P5 SMOKE
001 APR 08
AA
COMMENTS - Ensure crew communication is established. Avoid the use of interphone position to minimize interference from oxygen mask breathing noise. Check oxygen mask at 100 %. - Cargo ventilation without cabin or cockpit contamination is ensured by : . selecting AVIONICS VENT EXHAUST mode OVBD . shuting off the recirculation fans . selecting HIGH the PACKS AIR FLOW . isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to CLOSED. - Cabin crew is in charge to locate and kill source of smoke with his extinguisher. - Cabin crew uses the portable oxygen bottle with the full face mask on 100 % position with full pressure. A fire extinguisher (3 kg - 7 Lbs) is available at the left front Locker). - When ∆P < 1 PSI, OVBD VALVE is selected full open and avionics VENT NORM in order to recover air evacuation capability through the extract fan without any pressurization problem.
R
ATR 42 Model : 400/500
2.04.03
EMERGENCY PROCEDURES P6 SMOKE
001 DEC 09
AA
AFT SMOKE ALERT CONDITION
VISUAL
AURAL
Smoke detected in the aft cargo compartment or in the lavatory
- MW lt flashing red - AFT SMK red lt on CAP
CRC
Smoke detected in the cargo bay (CARGO VERSION ONLY)
- MW It flashing red - FWD SMK red It on CAP, or AFT SMK red It on CAP, or FWD or AFT SMK red lt on CAP and at least 1 CNTNR SMK red lt illuminated on overhead panel.
PROCEDURE
AFT SMK R
R
1) PASSENGERS VERSION SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE FOR ACTION AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH 2) CARGO VERSION SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE ENG 2 BLEED (Except when in single bleed operation) . . . . . . . . . . . . . . . . . . OFF PACK VALVE 2 (Except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain mini mum FL 160, FL 200 is recommended. Note : Smoke alert may be generated during smoke evacuation process. COMMENTS (PASSENGERS VERSION ONLY) - The cabin crew is in charge to locate and kill the source of smoke, if possible, using the portable fire extinguisher located in the cabin. Before entering the aft cargo area, the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may induce some cabin contamination therefore it must be avoided.
ATR 42 Model : 400/500
2.04.04
EMERGENCY PROCEDURES P1 ELECTRICAL SYSTEM
001 DEC 07
AA
DUAL DC GEN LOSS PROCEDURE
DUAL DC GEN LOSS R DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON J If no generator recovered HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Make sure that TRU arrow illuminates, BAT arrows extinguish. MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Note : NAV lights switch set to ON position is necessary to provide IEP illumination. STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF STICK PUSHER/SHAKER FAULT PROCEDURE . . . . . . . . . . . . . . . . APPLY SIDE WINDOWS ANTI-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ADC 1 ATC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ATC 1 TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE LO SPD F When TLU LO SPD illuminates TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO CAUTION : Avoid large rudder input if IAS above 180 kt. BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK F Before descent PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Note : Selecting HYD X FEED to open position allows to recover green hydraulic system. F At touch down IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ATR 42 Model : 400/500
EMERGENCY PROCEDURES
2.04.04 P2
ELECTRICAL SYSTEM
001 NOV 99
AA
COMMENTS - Safety analysis leads us to consider the case when the DUAL DC GEN LOSS is subsequent to : . Single engine operation, and . DC GEN inoperative on the live engine. In that case HYD GREEN PUMP has to be set to OFF position in order to overload the live ACW generator. - Selecting TRU ON allows to recover EMER, ESS and STBY (AC and DC) busses supply from ACW generators. - Minimum cabin light must be switched OFF to limit the electrical load of the TRU. - As DC BUS 1 is lost, automatic pressurization is lost. - Both stick pusher and stick shaker are lost without FAULT alarm. - STBY BUS undervoltage may occur due to a failure of the STBY BUS system circuit. In this event, the OVRD function may be used to transfer the STBY BUS supply from the MAIN BAT BUS to the EMER BAT BUS. R - TLU AUTO mode is lost and MAN mode must be used. MAN mode acts on TLU standby actuator which remains povered even if TLU is in LO SPD established position. When R TLU SW is set to AUTO position, TLU standby actuator electrical power is off. R R - PA must be used for pax instructions because cabin signs are not supplied in emergency. R
ATR 42 Model : 400/500
2.04.05
EMERGENCY PROCEDURES P1 MISCELLANEOUS
001 DEC 07
AA
EMERGENCY DESCENT PROCEDURE
EMERGENCY DESCENT R R R R R R
OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD GOOGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD SPEED . . . . . . . . . . . . . . MMO / VMO (or less if structural damage is suspected) SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK COMMENTS - Oxygen may be used with N/100 % rocker in N position if air in the cabin is not contaminated. - Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight controls with care and reduce speed as appropriate. Landing gear may be extended in order to increase rate of descent. - Notify ATC of the nature of the emergency encountered and state intentions. In the event ATC cannot be contacted, select code A77 or transmit the distress message on one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is available on battery. - CL are selected 100% OVRD to increase drag and consequently to increase the rate of descent.
ATR 42 Model : 400/500
2.04.05
EMERGENCY PROCEDURES P2 MISCELLANEOUS
001 DEC 09
DITCHING PROCEDURE
DITCHING
R
S Preparation (time permitting) ATC (VHF1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE . Loose equipment secured . Survival equipment prepared . Belts and shoulder harness locked. AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Approach J If nP≠0 AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP PACKS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP S 30 secondes before impact or 1250 ft above sea level DITCH pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED S Before ditching (200 ft) MINIMIZE IMPACT SLOPE OPTIMUM PITCH ATTITUDE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . 9_ BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Note : in case of night ditching, shutting down both engines may be performed, at captain discretion, immediately after the impact (to avoid loss of landing lights during flare out). S After ditching Note : After ditching, one aft door will be under the water line. CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE S Before leaving aircraft BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500
2.04.05
EMERGENCY PROCEDURES P5 MISCELLANEOUS
001 DEC 09
FORCED LANDING PROCEDURE
FORCED LANDING
R
S Preparation (time permitting) ATC (VHF1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE . Loose equipment secured . Survival equipment prepared . Belts and shoulder harness locked. AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET S Approach FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED S Before impact (200 ft) BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Note : in case of night forced landing, shutting down both engines may be performed, at captain discretinh, immediately after the impact (to avoid loss of landing lights during flare out). S After impact, when A/C stopped CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE S Before leaving aircraft BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500
2.04.05
EMERGENCY PROCEDURES P7 MISCELLANEOUS
001 DEC 09
ON GROUND EMER EVACUATION PROCEDURE
ON GROUND EMER EVACUATION R
AIRCRAFT / PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . STOP / ENGAGE AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF EVACUATION (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE S Before leaving aircraft BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS - Careful analysis is required to decide passenger evacuation, however useful time should not be wasted. - Notify ATC on the nature of the emergency and state intentions. Only VHF 1 is available on battery. On battery, only PA is available to communicate with cabin crew.
ATR 42 Model : 400/500
EMERGENCY PROCEDURES
2.04.05 P8
MISCELLANEOUS
001 NOV 98
AA
BOMB ON BOARD PROCEDURE
BOMB ON BOARD LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABINE ALTITUDE FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT TO CABIN ALTITUDE AVOID LOAD FACTORS HANDLE BOMB CAREFULLY - AVOID SHOCKS
D When Z aircraft = Z cabin APPROACH CONFIG (FLAPS 15 GEAR DOWN) . . . . . . . . . . . . . . SELECTED AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO THE DOOR HANDLE. SURROUND IT WITH DAMPING MATERIAL CABIN ATTENDANT OXYGEN AND FIRE EXTINGUISHER . MOVE FORWARD PAX . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD/CRASH POSITION LAND ASAP
ATR 42 Model : 400/500
EMERGENCY PROCEDURES
2.04.05 P9
MISCELLANEOUS
001 DEC 03
AA
SEVERE ICING R
MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . INCREASE RED BUG by 10 kt PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY H If an unusual roll response or uncommanded roll control movement is
observed : Push firmly on the control wheel FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
H If the flaps are extended, do not retract them until the airframe is clear of
ice.
H If the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . PROHIBITED APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15 with REDUCED FLAPS APP/LDG icing speeds" + 5 kt Multiply landing distance FLAPS 35 by 1.22
DETECTION Visual cue identifying severe icing is characterized by ice covering all or a substantial part of the unheated portion of either side window and / or Unexpected decrease in speed or rate of climb and / or The following secondary indications : . Water splashing and streaming on the windshield . Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice . Accumulation of ice on the lower surface of the wing aft of the protected areas . Accumulation of ice on propeller spinner farther aft than normally observed The following weather conditions may be conducive to severe in-flight icing : . Visible rain at temperatures close to 0_C ambient air temperature (SAT) . Droplets that splash or splatter on impact at temperatures close to 0_C ambient air temperature (SAT)
EMERGENCY PROCEDURES
2.04.05 P 10
MISCELLANEOUS
001 NOV 99
COMMENTS R
- Since the autopilot may mask tactile cues that indicate adverse changes in handling characteristics, use of the autopilot is prohibited when the severe icing defined above exists, or when unusual lateral trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. - Due to the limited volume of atmosphere where icing conditions usually exists, it is possible to exit those conditions either : . by climbing 2000 or 3000 ft, or . if terrain clearance allows, by descending into a layer of air temperature above freezing, or . by changing course based on information provided by ATC.
ATR 42 Model : 400/500
2.04.05
EMERGENCY PROCEDURES P 11 MISCELLANEOUS
001 DEC 10
RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL R CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH FIRMLY H If flaps 0_ configuration FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15_ PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY H If flaps are extended PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY Note: This procedure is applicable whatever the LDG GEAR position is ( DOWN or UP).
2.05.00
PROCEDURES FOLLOWING FAILURE P1 CONTENTS
001 DEC 10
2.05.00
CONTENTS
2.05.01
INTRODUCTION
2.05.02
POWER PLANT SINGLE ENG OPERATION START FAULT X START FAIL ABNORMAL PARAMETERS DURING START EXCESSIVE ITT DURING START NO ITT IND DURING START NO NH DURING START ENG NAC OVHT ABNORMAL ENG PARAMETERS IN FLIGHT FIRE LOOP FAULT ABNORMAL PROP BRK (If applicable) ENG RESTART IN FLIGHT ENG STALL ONE EEC FAULT BOTH EEC FAULT ENGINE FLAME OUT IDLE GATE FAIL UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS (if applicable) PEC SGL CH PEC FAULT LO PITCH IN FLIGHT ENG OVER LIMIT PROP OVER LIMIT ENG OIL TEMP BELOW 45_C ENG OIL TEMP HIGH ENG OIL LO PR
2.05.03
FUEL FUEL ABNORMAL TEMP FUEL CLOG FEED LO PR FUEL LO LVL FUEL LEAK
R
R
ATR 42 Model : 400/500
2.05.00
PROCEDURES FOLLOWING FAILURE P2 CONTENTS 2.05.04
2.05.05
2.05.06
R
2.05.07
001 DEC 09
ELECTRICAL SYSTEM DC BUS 1 OFF DC BUS 2 OFF AC BUS 1 OFF / AC BUS 2 OFF ACW BUS 1 OFF / ACW BUS 2 OFF ACW TOTAL LOSS DC ESS BUS OFF DC EMER BUS OFF DC GEN FAULT INV FAULT ACW GEN FAULT DC SVCE/UTLY BUS SHED BAT CHG FAULT DUAL BAT CHG LOSS BAT DISCHARGE IN FLIGHT STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS HYDRAULIC HYD LO LVL BOTH MAIN HYD PUMPS LOSS BOTH HYD SYS LOSS HYD LO PR / HYD OVHT FLIGHT CONTROLS FLAPS UNLK FLAPS JAM / UNCOUPLED / ASYM REDUCED FLAPS LANDING STICK PUSHER / SHAKER FAULT PITCH TRIM ASYM (LOCAL LIGHT) PITCH TRIM INOPERATIVE DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING UNIT FAIL PITCH DISCONNECT PITCH RECONNECTION ON GROUND TLU FAULT AIL LOCK LIT (if applicable) ELEVATOR JAM AILERON JAM / SPOILER JAM RUDDER JAM LANDING GEAR LDG GEAR GRAVITY EXTENSION LANDING WITH ABNORMAL LDG GEAR LDG GEAR UNSAFE INDICATION LDG GEAR RETRACTION IMPOSSIBLE ANTI-- SKID FAULT BRK TEMP HOT
ATR 42 Model : 400/500
2.05.00
PROCEDURES FOLLOWING FAILURE P3 CONTENTS 2.05.08
R 2.05.09
R
2.05.10
R 2.05.11
001 OCT 08
AIR BLEED VALVE FAULT BLEED OVHT BLEED LEAK X VALVE OPEN PACK VALVE FAULT BOTH PACK VALVES FAULT RECIRC FAN FAULT DUCT OVHT EXCESS CAB ALT AUTO PRESS FAULT EXCESS CAB nP AVIONICS VENT EXHAUST MODE FAULT OVBD VALVE FAULT DE/ANTI ICE AFR AIR BLEED FAULT DE-- ICING AIR FRAME FAULT DE-- ICING MODE SEL FAULT MODE SEL AUTO FAULT ICE DETECT FAULT DE-- / ANTI-- ICING ENG FAULT ANTI-- ICING PROP FAULT ANTI-- ICING HORNS FAULT SIDE WINDOW / WINDSHIELD HTG FAULT PROBES HTG FAULT AUTOPILOT AILERON MISTRIM (ADU MESSAGE) or EXCESSIVE LATERAL TRIM REQUIRED or ABNORMAL FLIGHT CHARACTERISTICS PITCH MISTRIM (ADU MESSAGE) PITCH TRIM FAIL (ADU MESSAGE) (If applicable) DADC DATA INVALID (ADU message) AIRCRAFT PERFORMANCE MONITORING Refer to 2.02.21
ATR 42 Model : 400/500
2.05.00
PROCEDURES FOLLOWING FAILURE P4 CONTENTS
DEC 10
2.05.12
AVIONICS AUDIO SEL FAULT AHRS A/ERECT FAIL EFIS COMP ADC SW FAULT ADU FAILURE ADC FAULT AHRS FAIL SGU FAIL CRT FAIL
2.05.13
MISCELLANEOUS COCKPIT DOOR CONTROL PANEL FAULT (if installed) LOSS OF RADIO ALTIMETER INFORMATION SMK DET FANS FAULT DOORS UNLK IN FLIGHT COCKPIT WINDOW CRACKED OXYGEN LO PR
2.05.14
MFC MFC 1A FAULT MFC 1B FAULT MFC 2A FAULT MFC 2B FAULT MFC 1A+1B FAULT MFC 1A+2A FAULT MFC 1A+2B FAULT MFC 1B+2A FAULT MFC 2A+2B FAULT MFC 1B+2B FAULT
R
001
ATR 42 Model : 400/500
2.05.01
PROCEDURES FOLLOWING FAILURE P1 INTRODUCTION
001 APR 08
GENERAL The procedures following failures represent the actions applicable after a failure to ensure adequate dafety and to ease the further conduct of the flight. They are applied according to the “Read and Do” principle except for the memory items. PRESENTATION The procedures are presented in the basic check list format with an adjacent expanded section which provides: - indication of the particular failure, alert condition - explanation for actions where the reason is not self evident - additional background information The abbreviations used are identical with the nomenclature on the cockpit panels. All actions are printed in CAPITAL letters. R Q : a preceding black square is used to identify a pre-- condition (in bold) for given action(s). R O : a preceding black dot is used to indicate the moment (in bold) when given action(s) have to be applied. TASK SHARING For all procedures, the general task sharing stated below is applicable. The pilot flying remains pilot flying throughout the procedure. PF, Pilot Flying, responsible for: - PL - flight path and airspeed control - aircraft configuration - navigation PNF, Pilot Non Flying, responsible for: - check list reading - execution of required actions - actions on overhead panel - CL - communications The AFCS is always coupled to the PF side (CPL selection).
ATR 42 Model : 400/500
2.05.01
PROCEDURES FOLLOWING FAILURE P2 INTRODUCTION
001 DEC 09
PROCEDURE INITIATION - No action will be taken apart from depressing MC / MW pushbuttons: . until flight path is stabilized . under 400 ft above runway except propeller feathering after engine failure during approach at reduced power if go around is considered - At flight crew discretion, one RESET of a system failure associated to an amber caution may be performed by selecting OFF then ON related pushbutton. If the failure alert disappears, continue normal operation and RECORD the event in the maintenance log. If not, APPLY the associated following failure procedure. - Before performing a procedure, the crew must assess the situations as a whole, taking into consideration the failures, when fully identified, and the constraints imposed. ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT Basic airmanship calls for a management review of the remaining aircraft capabilities under the responsability of CM1. CCAS When TO INHI has been selected, until the first leg of landing gear unlocks, all alerts are inhibited except: R WARNING - ENG 1 FIRE - ENG 2 FIRE - CONFIG - FLAPS UNLK - LDG GEAR NOT DN - EXCESS ALT - EXCESS CAB ∆P - PITCH DISCONNECT - PROP BRK (if applicable) CAUTION - EFIS COMP ADVISORY - PRKG BRK - GPWS - MAINT PANEL
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P1 POWER PLANT
001 DEC 09
AA
SINGLE ENG OPERATION PROCEDURE
SINGLE ENG OPERATION R
R
LAND ASAP PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ACW GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF APM (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TCAS (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances and single engine ceiling. Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling. Note: If during the flight, a positive oil pressure has been noted on the failed engine for a noticeable period of time, maintenance must be informed. Note: monitor fuel balance. Recommended operational maximum fuel unbalance is 200 kg (440 lb). ● When FUEL CROSS FEED is required FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ● For approach MAX APPROACH SLOPE for Steep Slope Approach 5.5_ BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CL live engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1VMCA Note: Refer to QRH page 4.64 to determine 1.1VMCA. Note: At touch down, do not reduce below FI before nose wheel is on the ground. COMMENTS - Refer to section Procedures and Techniques for fuel unbalance. - For approach and landing, comply with Procedures and Techniques, Flight Patterns sub-- section 2.02.10.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P2
001
POWER PLANT AA
APR 08
START FAULT ALERT VISUAL
AURAL
MC light flashing amber ENG amber light on CAP associated START FAULT amber light on overhead panel
SC
CONDITION Start sequence incident
-
START FAULT ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . OFF / START ABORT Q If above 45 % NH START ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO BE CONTINUED X START FAIL ALERT VISUAL
AURAL
MC light flashing amber ELEC amber light on CAP X START FAIL amber light on overhead panel
SC
CONDITION On ground, during second engine start, operative DC GEN does not come on line to supply the START BUS between 10 % and 45 % NH
-
PROCEDURE
X START FAIL CONTINUE NORMAL ENGINE START INFORM MAINTENANCE
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P3 POWER PLANT AA
001 APR 08
ABNORMAL PARAMETERS DURING START PROCEDURE
ABNORMAL PARAMETERS DURING START Q If ITT tends to exceed 900_C, or no ITT, or no NH CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT Then refer to the relevant procedure: Q EXCESSIVE ITT DURING START procedure (2.05.02 page 3) Q NO ITT DURING START procedure (2.05.02 page 4) Q NO NH DURING START procedure (2.05.02 page 4) EXCESSIVE ITT DURING START ALERT A hot start may be recognized by : - Rapid ITT increase, - NH slow increase, - Exhaust flames may be reported by ground crew. The maximum authorized temperature during engine start is 950_C (refer to 2.01.04 page 2 for detailed limitation). PROCEDURE
EXCESSIVE ITT DURING START O When NH below 30 % ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON O After 15 seconds ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT CAUTION: If ITT exceeds 950_C, maintenance action is due. Note: BLEED VALVE may be selected OFF in order to reduce ITT.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P4 POWER PLANT
001 OCT 08
AA
NO ITT DURING START PROCEDURE
NO ITT DURING START ● After 30 seconds, to allow fuel draining ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ● After 15 seconds ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT NO NH DURING START PROCEDURE
NO NH DURING START R
Note : On BAT only, OIL PRESS IND is not available. ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . START A or START B START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ● After 10 seconds ■ If OIL pressure increases CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR Continue START procedure, being informed NH indicator is inoperative. ■ If OIL pressure does not increase ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT Suspect starter motor failure. Maintenance action is due.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P5 POWER PLANT
001 DEC 10
AA
NAC OVHT ALERT CONDITION
VISUAL
AURAL
Nacelle temperature exceeds 170°C (338°F) when aircraft is on ground
- MW flashing red - NAC OVHT red light on CAP
CRC
PROCEDURE R
ENG NAC OVHT ■ If during hotel mode operation (when applicable)
R R
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO ■ If during taxi
R
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP PL affected side . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY INCREASE POWER ■ If unsuccessful within 30 seconds
R R
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO COMMENTS - In case of tailwind component greater than 10 kt and just after engine start, propeller must be unfeathered rapidly to take advantage of the wind created by propeller rotation and consequently to avoid exhaust gas return flow in the nacelle. - When taxiing with tail wind component, use of reverse requires special care as air flow created by propeller reversing combined with tail wind will induce an exhaust gas return flow which may damage the nacelle. It is consequently recommended not leave PL in reverse position for any period of time exceeding 10 seconds. - NAC OVHT alert is inhibited when both wow systems detect aircraft airborne.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P6 POWER PLANT
001 DEC 10
AA
ABNORMAL ENG PARAMETERS IN FLIGHT PROCEDURE
ABNORMAL ENG PARAMETERS IN FLIGHT J If Intermittent fluctuations or unrealistic steady indication
R
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F When adequate flight situation PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF J If successful ONE EEC FAULT procedure (2.05.02 page10) . . . . . . . . . . . . . . . APPLY J If unsuccessful - or - J If TQ = 0% and NP < 77% PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO SINGLE ENG OPERATIONS procedure (2.05.02 page1) . . . . . . . APPLY J If “---” indication on the torque digital counter (only for PW127E - PW127M) AVOID SUDDEN PL MOVEMENTS COMMENTS - AFU provides TQ indication to the cockpit intruments. (needle). - Untimely TQ indication drop lasting more than 2.15 seconds will induce an ATPCS sequence if ATPCS was already armed. - With engine at high power, a spurious ATPCS sequence would provoke an automatic feathering and a very significant overtorque deselecting ATPCS will avoid such a possibility. - With no reliable TQ indication, engine power monitoring is assured on the affected engine through NH / NP indications. - Refer to 2.02.11 page 2. FIRE LOOP FAULT PROCEDURE
FIRE LOOP FAULT LOOP AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P7 POWER PLANT AA
001 APR 08
ABNORMAL PROP BRK (If applicable) ALERT CONDITION
VISUAL
AURAL
Propeller brake not locked in full locked or in full released pposition - or-P Propeller ll brake b k engagedd andd GUST LOCK released (depending on models)
- UNLK red light on overhead panel - MW + PROP BRK red light on CAP - or-- with action on PROP BRK SW : - UNLK red light on overhead panel then after 30 seconds - MW + PROP BRK red light on CAP
CRC
PROCEDURE
ABNORMAL PROP BRK (If applicable) J If on ground J If unexpected propeller rotation - or - J If local UNLK and CCAS PROP BRK alert CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO MAINTENANCE ACTION REQUIRED J If CCAS PROP BRK alert only J If GUST LOCK ON CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO J If DC and AC GPU are not available ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO F When READY light illuminates PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF UNLK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED PROP BRK PWR SPLY C/B . . . . . . . . . . . . . . . . . . . . . . . . . PULL J If GUST LOCK OFF GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON F According to operational situation PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ALL PROP BRK LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISHED J If in flight CONTINUE NORMAL OPERATION ENG 2 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO MAINTENANCE ACTION REQUIRED ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P8 POWER PLANT AA
001 APR 08
ENG RESTART IN FLIGHT PROCEDURE
ENG RESTART IN FLIGHT
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CAUTION: After ATPCS sequence PWR MGT rotary selector must be set to MCTposition before engine restart in order to cancel propeller feathering. ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . START A & B EEC PB . . . . . . . . . . . . . . . . RESET if necessary or DESELECT if FAULT persists START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON F At 10 % NH CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD SYSTEMS AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE COMMENTS - Engine relighting in flight is only guaranteed within the envelope and always necessitate starter assistance. - The power may be restored immediately after relighting provided OIL TEMP > 0°C. - Should the engine fail to light up within 10 seconds, select fuel to shut off, the ignition OFF and allow engine to be ventilated for 30 seconds minimum prior to making another attempt. ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P9 POWER PLANT AA
001 APR 08
ENG STALL ALERT An engine stall may be recognized by : - varying degrees of abnormal engine noise (rumbling bangs) - fluctuating engine parameters - abnormal PL response - rapid ITT increase PROCEDURE
ENG STALL PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK J If abnormal engine parameters CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY J If normal engine parameters DE-- / ANTI-- ICING ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLOWLY ADVANCE J If stall recurs Reduce thrust and operate below the stall threshold J If stall does not recur Continue engine operation
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 10 POWER PLANT
001 DEC 10
AA
ONE EEC FAULT ALERT CONDITION EEC failure
VISUAL - MC light flashing amber - ENG amber light on CAP - associated EEC FAULT amber light on central panel
AURAL SC
PROCEDURE
ONE EEC FAULT
R
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION: DO NOT DESELECT EEC FLASHING. F When adequate flight situation PL affected side . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET J If successful ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER J If unsuccessful EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING THROTTLE WITH CARE F In the following cases : icing conditions, engine(s) flame out, emergency descent, severe turbulence, heavy rain MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON F In final approach CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD F After landing TAXI WITH THE AFFECTED ENGINE FEATHERED Note: ACW BTC must be check closed in order to avoid the loss of ACW bus on ground COMMENTS Refer to 2.05.02 page 12.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 11 POWER PLANT
001 APR 08
BOTH EEC FAULT ALERT VISUAL
CONDITION Both EEC failure
- MC light flashing amber - ENG amber light on CAP - EEC FAULT amber light(s) on central panel
AURAL SC
PROCEDURE
BOTH EEC FAULT ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION: DO NOT DESELECT EEC FLASHING. F When adequate flight situation PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON J If EEC 1 + 2 recovered ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE J If only one EEC recovered ONE EEC FAULT procedure (2.05.02 page 10) . . . . . . . . . . . . . . . . . APPLY J If no EEC recovered EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER, HANDLING THROTTLES WITH CARE TQ IND ENG 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5 F In the following cases : icing conditions, engine(s) flame out, emergency descent, severe turbulence, heavy rain MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON F In final approach CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD F After landing BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD CAUTION: Reverse power is reduced. Both main HYD pumps will be at low speed. TAXI ON BOTH ENGINES, HANDLE THROTTLES WITH CARE COMMENTS Refer to 2.05.02 page 12. ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 12 POWER PLANT
001 APR 08
ONE EEC FAULT / BOTH EEC FAULT (CONT’D) COMMENTS in common for both procedures - With EEC OFF, the automatic relight is not available on affected engine(s). - For PW121A only : EEC OFF operation, combined with BLEED OFF operation, may lead to engine stall which may be prevented through slow power movements, especially when advancing PLs. - For PW121A only : an engine stall is indicated by mild surge(s). This will normally stops without crew action, however a slight power reduction may be considered to restore normal operation. ONE EEC FAULT (CONT’D) COMMENTS specific for ONE EEC FAULT - When EEC fails, two cases must be considered : High Power Low Power PL set forward 52_ PL set aft of 52_ in green sector EEC FAULT light flashes, NH is EEC FAULT comes on steady, EEC is automatically frozen to its prior value (FAIL automatically deselected (Automatic FIX) reversion) - Feathering the engine with EEC failed for taxi and static operation will avoid prolonged time in NP restricted band (propeller limitation). BOTH EEC FAULT (CONT’D) COMMENTS specific for BOTH EEC FAULT - During reduction at touch down, both ACW GEN may be lost and therefore both main HYD pumps. - Both digital torque indications are lost when TQ are below 20%. - To avoid operating propellers in the NP restricted band, it is recommended to taxi with one engine with NP > 63%.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 13 POWER PLANT
001 DEC 09
AA
ENG FLAME OUT ALERT An engine flame out may be recognized by : - sudden dissymmetry - TQ decrease - rapid ITT decrease PROCEDURE
ENG FLAME OUT R
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI J If NH drops below 30% (no immediate relight) CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO J If damage suspected FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY J If no damage suspected ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . APPLY J If unsuccessful SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . APPLY COMMENTS - Shut down the engine if no immediate relight. - The causes of engine flame out can generally be divided into two categories : . External causes such as icing, very heavy turbulence, fuel mismanagement. These causes, which may affect both engines can generally be easily determined and an immediate relight can be attempted. . Internal causes which as engine stalls or failures usually affect a single engine and are not so easily determined. In these cases, the engine is shut down then the cause of the flame out investigated. If it cannot be positively determined what caused the flame out, the need for engine restart should be evaluated against the risk or further engine damage or fire that may result from a restart attempt. - If damage is suspected, as precautionary measure, the FIRE handle is pulled.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 14 POWER PLANT AA
001 APR 08
IDLE GATE FAIL ALERT CONDITION Automatic idle gate system failure
VISUAL
AURAL
- MC light flashing red - IDLE GATE amber light on CAP - IDLE GATE FAIL amber light on pedestal
SC
PROCEDURE
IDLE GATE FAIL F In flight IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH F At touch down IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL COMMENTS - In flight, pushing idle gate lever sets the stop at FI. - On ground, pulling the lever removes the stop and allows reduction below FI (GI and reverse). - One reason for IDLE GATE FAIL alert may be a problem in the WOW (Weight On Wheel) system. Other systems may be affected. Report to maintenance.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 15 POWER PLANT
001 APR 08
AA
LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 16 POWER PLANT
001 DEC 10
AA
R UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS PROCEDURE
UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS
R
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD R PEC SGL CH ALERT CONDITION Anomaly detection on either PEC channel
VISUAL
AURAL
- SGL amber light on central panel
NIL
PROCEDURE
PEC SGL CH DO NOT RESET PEC IN FLIGHT - NO SPECIAL CREW ACTION ANTICIPATE A PEC FAULT AT LANDING MAINTENANCE IS REQUIRED COMMENTS - In case of PEC FAULT at landing : . do not set PLs below FI before nose wheel is on the ground . do not use reverse on affected engine
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 17 POWER PLANT
001 DEC 09
AA
PEC FAULT ALERT CONDITION Anomaly detection on both PEC channels
VISUAL - MC light flashing amber - ENG amber light on CAP - Associated FAULT light on central panel
AURAL SC
PROCEDURE
PEC FAULT J If in short final approach (below 400 ft RA) GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY R
R
F Above 400 ft or when adequate CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET J If successful CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO J If unsuccessful PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AVOID sudden PL movements F Before landing CL NON AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD Reverse is not available on affected side. TAXI ON BOTH ENGINES Note: ACW BTC may be check closed in order to avoid the loss of ACW bus on ground. COMMENTS - Expect NP blocked at 102.5% (overspeed stop) - Do not set PLs below FI before nose wheel is on ground. - Reverse is not available because the secondary low pitch stop retraction solenoïd is disabled that forbids the blades to go below the low pitch protection. - When the PEC is deenergized a NP cancel signal is sent to the EEC to cancel the EEC NP governing mode (that controls the NP speed at 850 rpm) on ground. - ACW may be lost if NP drops below 65.5% on the affected engine. - CL is set to OVRD to minimize NP transient when PEC is switched OFF/RESET.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 18 POWER PLANT AA
001 APR 08
LO PITCH IN FLIGHT ALERT CONDITION Low pitch detection in flight
VISUAL - MC light flashing amber - ENG amber light on CAP - Associated LO PITCH amber light on central panel
AURAL SC
PROCEDURE
LO PITCH IN FLIGHT PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . APPLY COMMENTS - If a low pitch is detected, pitch increases and returns to values which do not generate alert. If failure still persists, pitch will decrease again which causes a cycling situation.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 19 POWER PLANT
001 DEC 09
AA
ENG OVER LIMIT ALERT CONDITION ITT above limit in flight or on ground except at start
VISUAL - MC light flashing amber - ENG amber light on CAP - associated ITT caution light on engine panel
AURAL SC
PROCEDURE
ENG OVER LIMIT R
PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES Note: BLEED VALVE may be selected OFF in order to reduce ITT J If TQ, NH, and/or ITT still over limit and if conditions permit PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY COMMENTS - Red limits must not be deliberately exceeded. - Check pointer and counter to determine limit exceedance and proceed accordingly. - Over limit conditions and primary engine(s) parameters must be recorded for maintenance purposes. - If conditions do not permit engine shut down, land as soon as possible using the minimum power required to sustain safe flight.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 20 POWER PLANT
001 DEC 10
AA
PROP OVER LIMIT PROCEDURE
PROP OVER LIMIT R
PL affected side . . . . . . . . . . . . . . . . . . . . . . . RETARD TO SET NP BELOW 106% PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD J If NP decreases below 106% CONTINUE NORMAL FLIGHT Note : 106% allowed to complete a flight without overshooting 84% TQ in CRZ and 85% in CLB. J If NP remains above 106% and conditions permit PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY COMMENTS - Red limits must not be deliberately exceeded. - Transients in amber sector are normal during engine acceleration. - Check pointer and counter to determine limit exceedance and proceed accordingly. - Over limit conditions and primary engine(s) parameters must be recorded for maintenance purposes. - If conditions do not permit engine shut down, land as soon as possible using the minimum power required to sustain safe flight. Nevertheless NP 106% is allowed to complete a flight
Eng : PW127E / PW127M
ATR 42 Model :500
2.05.02
PROCEDURES FOLLOWING FAILURE P 21 POWER PLANT AA
001 APR 08
ENG OIL TEMP BELOW 45_C PROCEDURE
ENG OIL TEMP BELOW 45_C J If icing conditions are expected or present ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If possible, INCREASE ENG OIL TEMP HIGH PROCEDURE
ENG OIL TEMP HIGH J OIL TEMP between 125_C and 140_C OIL TEMP AND PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR Note : If OIL TEMP rise follows PL reduction, advancing PL may reduce OIL TEMP. Note : If OIL TEMP rise occurs in steady state conditions, a power reduction should permit a reduction in OIL TEMP. J OIL TEMP between 125_C and 140_C more than 20 minutes PL affected side . . . . . . . . . . RETARD TO SET MINIMUM POSSIBLE POWER CAUTION : Flight plan must be rescheduled to minimize engine operating time in these abnormal conditions. J OIL TEMP above 140_C PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY COMMENTS - Normal steady oil temperature is in the range 71/99_C. - Increased power setting may reduce the OIL TEMP due to the increase of fuel flow across the fuel/oil heat exchanger. - If an OIL TEMP rise occurs in steady state condition a failure of the oil cooler flap may be suspected, if no other engine malfunction is noted. In this case reducing power may limit temperature excursion.
Eng. : PW127E / PW127M
ATR 42 Model : 500
2.05.02
PROCEDURES FOLLOWING FAILURE P 22 POWER PLANT AA
001 APR 08
ENG OIL LO PR ALERT CONDITION
VISUAL
AURAL
Oil pressure drops below 40 PSI
- MW light flashing red - ENG OIL red light on CAP - OIL warning light on engine panel
CRC
PROCEDURE
ENG OIL LO PR PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI J If both OIL LO PR alert on CAP and local alert are activated CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY J If local alert only is activated CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO Once engine is shut off CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR J If CCAS is activated after 30 seconds (normal warning delay) CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . . APPLY J If not CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY J If OIL LO PR alert only on CAP is activated DISREGARD - INFORM MAINTENANCE J If single engine operation required NP of feathered engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR J If NP of feathered engine above 10% APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT COMMENTS Refer to 2.05.02 page 23.
ATR 42 Model : 400/500
2.05.02
PROCEDURES FOLLOWING FAILURE P 23 POWER PLANT AA
001 APR 08
ENG OIL LO PR (CONT’D) COMMENTS - Engine oil low pressure is identified thanks to two low pressure detectors : . the first one is connected to the CCAS (MW+CRC+ENG OIL red light on CAP) . the second one is connected to the local alert (analogic oil low pressure indication + associated red light) - If the CONT RELIGHT (if installed) is ON when the CL is moved from FUEL SO to FTR, the combination of a fuel flow and active igniters may lead to an unintentional relight or to an overtemperature (ITT) condition. - If CCAS only is activated, alert must be disregarded, oil press local alert indication must be constantly monitored during flight. - If local alert only is activated and provided ENG OIL low pressure alert on CCAS is checked operative, twin engine operation should be resumed. - NP > 10% after a shut off procedure may indicate an incomplete feathering. In this case, the approach speed is increased to compensate the extra drag of the incompletely feathered propeller, and, on aircraft not fitted with PEC, IAS is limited in order not to exceed the maximum allowed NP.
ATR 42 Model : 400/500
2.05.03
PROCEDURES FOLLOWING FAILURE P1 FUEL AA
001 APR 08
FUEL ABNORMAL TEMP PROCEDURE
FUEL ABNORMAL TEMP J If too high (>50_C) Note : AVOID rapid throttle movement. OIL TEMP AND OTHER ENGINES PARAMETERS . . . . . . . . . . . . . MONITOR J If too low ( 274_C / 525_F
VISUAL - MC light flashing amber - AIR amber light on CAP - Associated OVHT, BLEED and PACK FAULT amber lights on overhead panel
AURAL SC
PROCEDURE
BLEED OVHT PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES COMMENTS - Following the detection of an overheat, the affected BLEED VALVE will close automatically and the associated PACK VALVE will close due to lack of air supply. The associated actions confirm automatic operation and extinguish related alerts, allowing flight to be continued with one pack supplied. - Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as BLEED is selected OFF, PACK FAULT light extinguishes). - System may be restored in flight after OVHT alert has extinguished.
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P3 AIR AA
001 APR 08
BLEED LEAK ALERT CONDITION Bleed air leak Loop > 124_C / 255_F - or For aircraft fitted with mod 4584: Bleed air leak Loop > 153_C / 307_F
VISUAL - MC light flashing amber - AIR amber light g on CAP - Associated A i t d LEAK LEAK, BLEED andd PACK FAULT amber lights on overhead panel
AURAL SC
PROCEDURE
BLEED LEAK PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES CAUTION : System must not be restored in flight. Note : If a bleed leak occurs on ground during taxi, go back to parking. COMMENTS - Following the detection of a leak, the affected BLEED VALVE will close automatically and the associated PACK VALVE will close due to lack of air supply. The associated actions confirm automatic operation and extinguish related alerts, allowing flight to be continued with one pack supplied. - Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as BLEED is selected OFF, PACK FAULT light extinguishes). - System must not be restored in flight because it may create hazards.
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P4
001
AIR
DEC 10
AA
X VALVE OPEN ALERT VISUAL
CONDITION X valve open with it should be closed
AURAL
- MC light flashing amber - AIR amber light on CAP - X VALVE OPEN amber light on overhead panel
SC
PROCEDURE
X VALVE OPEN CAUTION : Do not supply both packs from one single bleed. COMMENTS - If both bleeds are available, no special procedure has to be applied. In case of bleed failure, associated pack must be selected OFF. PACK VALVE FAULT ALERT CONDITION Pack valve position disagrees with command or overheat R downstream of the compressor R (T > 204_C / 393_F)
VISUAL - MC light flashing amber - AIR amber light on CAP - Associated PACK FAULT amber light on overhead panel
AURAL SC
PROCEDURE
PACK VALVE FAULT PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES COMMENTS - If both bleeds are available, no special procedure has to be applied. In case of bleed failure, associated pack must be selected OFF.
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P5 AIR AA
001 APR 08
BOTH PACK VALVES FAULT PROCEDURE
BOTH PACK VALVES FAULT MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA F When ΔP < 1PSI OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE COMMENTS - No air is entering in the cabin. Leaks will increase cabin altitude. RECIRC FAN FAULT ALERT CONDITION Recirculation fan low RPM < 900 RPM) more than 20 seconds after start or electrical motor overheat
VISUAL - MC light flashing amber - AIR amber light on CAP - associated RECIRC FAN FAULT amber light on overhead panel
AURAL SC
PROCEDURE
RECIRC FAN FAULT RECIRC FAN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P6 AIR
001 DEC 10
AA
DUCT OVHT ALERT CONDITION Overheat in the duct (T duct > R 92_C / 200_F)
VISUAL - MC light flashing amber - AIR amber light on CAP - associated TEMP SEL OVHT amber light on overhead panel
AURAL SC
PROCEDURE
DUCT OVHT TEMP SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN COMPT TEMP SELECTOR affected side . . . . . . . . . . . . . . . . . . . . . . . . . . COLD CAUTION : Monitor DUCT TEMP and make sure it remains positive to avoid possible pack turbine damage due to freezing. J If alert persists PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES COMMENTS - The OVHT alert light will remain as long as overtemperature is detected in the duct. It is not inhibited when in MAN mode. - When alert disappears, control COMPT TEMP manually is required. - If alert does not disappear, the temperature control valve is jammed open. Pack valve has to be closed.
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P7 AIR AA
001 APR 08
EXCESS CAB ALT ALERT CONDITION Cabin altitude above 10000 ft.
VISUAL - MW light flashing red - EXCESS CAB ALT red light on CAP
AURAL CRC
PROCEDURE
EXCESS CAB ALT CAB PRESS IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK J If rapid decompression EMERGENCY DESCENT procedure (2.04.05 page 1) . . . . . . . . . . . . . . APPLY J If Z cabin > 10 000 ft confirmed MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE J If unsuccessful CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD / MEA COMMENTS - Check first for pressurization system fault. If system fault, apply appropriate procedure (manual regulation). If no abnormal indication, start descent.
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P8 AIR AA
001 APR 08
AUTO PRESS FAULT ALERT CONDITION Digital controller failure
VISUAL - MC light flashing amber - AIR amber light on CAP - FAULT amber light on MAN pushbutton
AURAL SC
PROCEDURE
AUTO PRESS FAULT MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE
Note : Minimum TARGET CAB ALT is landing elevation. COMMENTS - The table FL vs CAB ALT gives the relationship required to obtain ΔP = 6 PSI.. EXCESS CAB ΔP ALERT CONDITION Differential pressure exceeds 6.35 PSI
VISUAL - MW light flashing red - EXCESS CAB ΔP light on CAP - DIFF PRESS local IND exceeds 6.35 PSI
AURAL CRC
PROCEDURE
EXCESS CAB ΔP MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE J If unsuccessful DESCENT TO A COMPATIBLE FL . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
ATR 42 Model : 400/500
2.05.08
PROCEDURES FOLLOWING FAILURE P9 AIR AA
001 APR 08
AVIONICS VENT EXHAUST MODE FAULT ALERT CONDITION Underspeed or overheat of extract fan (T > 90_C / 194_F)
VISUAL
AURAL
- MC light flashing amber - AIR amber light on CAP - EXHAUST MODE FAULT amber light on overhead panel
SC
PROCEDURE
AVIONICS VENT EXHAUST MODE FAULT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD COMMENTS - EXHAUST MODE to OVBD position controls the OVBD valve to partially open and stops the extract fan; ventilation air is then discharged overboard instead of being directed to the underfloor valve. Ventilation is ensured by ΔP between cabin and outside air. OVBD VALVE FAULT ALERT CONDITION OVBD valve position not corresponding with aircraft condition
VISUAL - MC light flashing amber - AIR amber light on CAP - FAULT amber light on overhead panel
AURAL SC
PROCEDURE
OVBD VALVE FAULT CAUTION : DO NOT SELECT OVBD VALVE FULL OPEN IF ΔP > 1 PSI. J If engine 1 running, in flight or on ground OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE J If engine 1 not running, on ground OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN COMMENTS - The OVBD VALVE should automatically close 2 minutes after engine 1 start (OIL LO PRESS signal). If it remains open after FULL CLOSE selection, maintenance action is required. - FULL CLOSE / FULL OPEN selection overrides OVBD selection. ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P1 DE/ANTI ICE
001 DEC 09
AA
AFR AIR BLEED FAULT ALERT CONDITION Low pressure in the de-- icing common air manifold (P < 14 PSI) R
VISUAL - MC light flashing amber - ANTI ICING amber light on CAP - AFR AIR BLEED FAULT amber light on overhead panel
AURAL SC
- or Overtemperature (T > 230_C) upstream the pressure regulating valve PROCEDURE
AFR AIR BLEED FAULT LEAVE AND AVOID ICING CONDITIONS AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF J If DE- ICING ENG FAULT light illuminates after 10 seconds DE-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AFR AIR BLEED light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISH J If DE- ICING ENG FAULT light does not illuminates on any side DE-- ICING AIR FRAME FAULT procedure (2.05.09 page 2) . . . . . . . . . . . APPLY
ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P2 DE/ANTI ICE AA
001 APR 08
DE- ICING AIR FRAME FAULT ALERT VISUAL
CONDITION Distribution valve output controlled open but no downstream pressure detected - or Distribution valve output controlled closed but downstream pressure detected
AURAL
- MC light flashing amber - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel
SC
PROCEDURE
DE- ICING AIR FRAME FAULT LEAVE AND AVOID ICING CONDITIONS DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 15 KT J If in icing condition LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.2 J If ice accretion STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P3 DE/ANTI ICE AA
001 OCT 08
DE- ICING MODE SEL FAULT ALERT VISUAL
CONDITION Boots do not operate following MFC failure - or Both boots A and B of the same engine are supplied 200 seconds after engine cycle beginning - or Boots A(B) of both engines are supplied while boots B(A) are not supplied 20 seconds after engines cycle beginning
- MC light flashing amber - ANTI ICING amber light on CAP - DE--ICING MODE SEL FAULT amber light on overhead panel
AURAL SC
PROCEDURE
DE- ICING MODE SEL FAULT OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR J In case of engine flame out OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE COMMENTS - The OVRD mode allows to operate engines and airframe dual distribution valves in case of engine boots primary control failure. - DE-- ICING MODE SEL OVRD must be used if there is evidence of boots cycling malfunctionning even if DE-- ICING MODE SEL FAULT is not illuminated. - When DE-- ICING MODE SEL is selected to OVRD, ENG and AIR FRAME FAULT lights are inhibited and boots cycling operated only according to FAST mode. R - In case of DE-- /ANTI-- ICING ENG FAULT and after a prolonged flight with considerable accretion, it is possible that when setting the DE-- ICING MODE SEL to OVRD, the engine may ingest the build up ice and a flame out could occur. As the functionning of this device is sequential (i.e. the two engines are not concerned at the same time), it is suggested to release the DE-- ICING MODE SEL pushbutton before the same phenomenon occurs on the second engine.
ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P4 DE/ANTI ICE AA
001 APR 08
MODE SEL AUTO FAULT ALERT VISUAL
CONDITION MFC 1B or 2B and/or ADC failure - or Discrepancy between outputs
- MC light flashing amber - ANTI ICING amber light on CAP - FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MODE SEL AUTO FAULT MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN DE-- ICING AND ANTI-- ICING MANUAL MODE PBS . . . . . . . . . . . . . . . . . . . . . . . ACCORDING TO SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT COMMENTS - In case of FAULT or discrepancy between ADCs information and until pitlot’s action: . High speed boots activation is selected (airframe + engines) . High power cycle (20/60) is selected (propellers) - OVRD gaurded pushbutton has to be used in case of cycle anomaly, indicated by its own FAULT light. ICE DETECT FAULT ALERT CONDITION Ice detector failure
VISUAL - MC light flashing amber - ANTI ICING amber light on CAP - FAULT ICING amber light on control panel
AURAL SC
PROCEDURE
ICE DETECT FAULT ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P5 DE/ANTI ICE
001 OCT 08
AA
R DE- /ANTI- ICING ENG FAULT ALERT VISUAL
CONDITION Distribution valve output controlled open but no downstream pressure detected - or Distribution valve output controlled closed but downstream pressure detected
AURAL
- MC light flashing amber - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel
SC
PROCEDURE R
DE- /ANTI- ICING ENG FAULT LEAVE AND AVOID ICING CONDITIONS ENG PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR COMMENTS - Very large ice accretion on the engine air intake may generate an engine flame out when the ice breaks free. - Several cases of MFC failure may generate an engine DE-- ICING FAULT alert prior DE-- ICING MODE SEL FAULT. Engine DE-- ICING may be recovered when selecting DE-- ICING MODE SEL OVRD.
ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P6 DE/ANTI ICE AA
001 APR 08
ANTI- ICING PROP FAULT ALERT VISUAL
CONDITION
AURAL
One or more blade heating units - MC light flashing amber inoperative - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel
SC
PROCEDURE
ANTI- ICING PROP FAULT LEAVE AND AVOID ICING CONDITIONS ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF J If propeller unbalance due to ice becomes excessive CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . MOVE TO 100% OVRD FOR 5 MINUTES COMMENTS - If propeller unbalance due to ice becomes significant periodically moving both CL to 100% OVRD will modify centrifugal forces allowing ice elimination. ANTI- ICING HORNS FAULT ALERT VISUAL
CONDITION Power loss on a horn anti-- icing unit
- MC light flashing amber - ANTI ICING amber light on CAP - AssociatedFAULT amber light on overhead panel
AURAL SC
PROCEDURE
ANTI- ICING HORNS FAULT LEAVE AND AVOID ICING CONDITIONS J If in icing conditions, every 5 minutes FLIGHT CONTROLS . . . . . . . . . . . . . . . CHECK FREEDOM OF MOVEMENT COMMENTS - One unit controls rudder and left elevator hornswhen the other controls ailerons and right elevator horns. - Checking of flight controls will prevent ice accretion between flight controls and related fixed parts of aircraft structure which couls generate flight control jamming. ATR 42 Model : 400/500
2.05.09
PROCEDURES FOLLOWING FAILURE P7 DE/ANTI ICE AA
001 APR 08
SIDE WINDOW / WINDSHIELD HTG FAULT ALERT VISUAL
CONDITION Loss of window / windshield heating
AURAL
- MC light flashing amber - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel
SC
PROCEDURE
SIDE WINDOW / WINDSHIELD HTG FAULT SIDE WINDOW / WINDSHIELD HTG affected side . . . . . . . . . . . . . . . . . . . . OFF PROBES HTG FAULT ALERT VISUAL
CONDITION Power loss on a horn anti-- icing unit
- MC light flashing amber - ANTI ICING amber light on CAP - AssociatedFAULT amber light on overhead panel
AURAL SC
PROCEDURE
PROBES HTG FAULT J If one PROBE HTG ALPHA illuminated STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR J If two PROBE HTG ALPHA illuminated STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF STICK PUSHER / SHAKER FAULT procedure (2.05.06 page 4) . . . . . . . APPLY J If PROBE HTG other than ALPHA illuminated ADC non affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ASSOCIATED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR COMMENTS - Erroneous indications may be displayed on associated equipment (CM1, CM2 or STBY IND, TAT/SAT) due to loss of probe heating.
ATR 42 Model : 400/500
2.05.10
PROCEDURES FOLLOWING FAILURE P1 AUTOPILOT AA
001 APR 08
AILERON MISTRIM (ADU message) or EXCESSIVE LATERAL TRIM REQUIRED or ABNORMAL FLIGHT CHARACTERISTICS PROCEDURE
AILERON MISTRIM (ADU message) or EXCESSIVE LATERAL TRIM REQUIRED or ABNORMAL FLIGHT CHARACTERISTICS FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Note : FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS. Note : The autopilot may be reengaged following adjustment of the lateral trims. COMMENTS - Ailerons forces may be affected by external conditions such as . prolonged exposure to severe icing . de-- /anti-- icing hold over time exceeded PITCH MISTRIM (ADU message) ALERT AP trim threshold limit is exceeded PROCEDURE
PITCH MISTRIM (ADU message) FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Note : FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS. COMMENTS - Elevator hinge moment may be affected by external conditions. - From experience, the most likeky cause appears to be take off with ice remaining on the tail plane (de-- /anti-- icing hold overtime exceeded). Severe icing may also be a factor.
ATR 42 Model : 400/500
2.05.10
PROCEDURES FOLLOWING FAILURE P2 AUTOPILOT AA
001 APR 08
PITCH TRIM FAIL (ADU message) ALERT AP trim threshold limit is exceeded. PROCEDURE
PITCH TRIM FAIL (ADU message) FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Note : FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS. DADC DATA INVALID (ADU message) ALERT In case of disagreement between both ADC, AP (if engaged) disconnects being unable to identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is displayed on ADU. PROCEDURE
DADC DATA INVALID (ADU message) INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TO VALID ADC J If ADC 1 is wrong C/B ADC 1 EMER SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL C/B MFC 1A AUX / ADC 1 HOT SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . PULL J If ADC 2 is wrong C/B ADC 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL ADC FAULT procedure (2.05.12 page 4) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY COMMENTS - Drift between both ADC information may occur if pitots are partially obstructed. Check pitots.
ATR 42 Model : 400/500
2.05.11
PROCEDURES FOLLOWING FAILURE P1 AIRCRAFT PERFORMANCE MONITORING
001 APR 08
AA
For APM PROCEDURES, refer to FCOM 2.02.21.
ATR 42 Model : 400/500
2.05.12
PROCEDURES FOLLOWING FAILURE P1
001
AVIONICS AA
APR 08
AUDIO SEL FAULT ALERT CONDITION RCAU processing board failure or power loss
VISUAL
AURAL
- MC light flashing amber - AUDIO amber light on CAP - AUDIO SEL FAULT amber light on associated side panel
SC
PROCEDURE
AUDIO SEL FAULT AUDIO SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN COMMENTS - In ALTN mode, affected crew station is connected directly and only to : . VHF 1 if CM1 station is affected . VHF 2 if CM2 station is affected AHRS A/ERECT FAIL ALERT CONDITION One AHRS loses TAS input from both ADC
VISUAL - associated A/ERECT FAIL amber light illuminates on associated side panel
AURAL NIL
PROCEDURE
AHRS A/ERECT FAIL ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS F When possible AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZE SPEED AND LEVEL AHRS affected side, PUSH TO ERECT PB . . . . DEPRESS FOR 15 SECONDS COMMENTS - When the aircraft is stabilized (unaccelerated level flight), a gyro fast erection is performed by depressing the associated pushbutton for 15 seconds. - AHRS A/ERECT FAIL remains illuminated as long as TAS signal is lost.
ATR 42 Model : 400/500
2.05.12
PROCEDURES FOLLOWING FAILURE P2
001
AVIONICS AA
EFIS COMP ALERT CONDITION AHRS disagree
VISUAL -
MC light flashing amber EFIS COMP amber light on CAP * AP OFF red light on flight deck ** AP MSG on both EADI ** AHRS DATA INVALID on ADU **
DEC 09
AURAL SC CRC **
* When the two AHRS disagree (6 degrees or more) on : . pitch information, amber PIT message is displayed on both EADI . roll information, amber ROL message is displayed on both EADI . both pitch and roll information, amber ATT message is displayed on both EADI . heading information, amber HDG message is displayed on both EADI In these cases, AP (if engaged) disconnects being unable to identify the right AHRS. ** Only if AP is engaged. PROCEDURE
EFIS COMP R
J If ROL, PIT, ATT, HDG cautions appears on EFI BOTH EADI, STBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK WRONG INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS J If AHRS 1 is wrong C/B AHRS 1 “NORM SPLY” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL C/B AHRS 1 “AUX SPLY” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL J If AHRS 2 is wrong C/B AHRS 2 “NORM SPLY“ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL C/B AHRS 2 “AUX SPLY FLT” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL Note: C/Bs deselection allows AP reconnection J If LOC / GS / ILS caution appears on EFIS NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK VOR / ILS PB affected side . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AS RQD
COMMENTS - The standby horizon is used as a reference to identify the wrong EADI. - The pilot on the affected side selects the non affected AHRS to supply its SGU. - The wrong AHRS is selected OFF to recover AP (pitch or roll AHRS disagree) or HDG HOLD and GA mode (heading AHRS disagree). R - EFIS COMP can be triggered on ground by local magnetic perturbations. When the aircraft moves away from magnetic perturbations source, the fault should disappear quickly ATR 42 Model : 400/500
2.05.12
PROCEDURES FOLLOWING FAILURE P3
001
AVIONICS AA
APR 08
ADC SW FAULT ALERT CONDITION Incorrect ADC switching
VISUAL - MC light flashing amber - ENG amber light on CAP - ADC SW FAULT amber light on flight deck panel
AURAL SC
PROCEDURE
ADC SW FAULT ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO OPPOSITE ADC COMMENTS - ADC SW FAULT illuminates when ADC switch position does not correspond to ADC actual selection (relays defect). - ADC is set back to the previous selection in order to have an agreement between ADC switch position and ADC selection. ADU FAILURE PROCEDURE
ADU FAILURE IAS / VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE TCS Note : ALT SEL mode is lost. J If amber AP MSG appears on EADI - or - J If in composite mode FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT COMMENTS - As crew is no longer informed on anomaly message, AP must be disconnected.
ATR 42 Model : 400/500
2.05.12
PROCEDURES FOLLOWING FAILURE P4
050
AVIONICS AA
APR 08
ADC FAULT ALERT VISUAL
CONDITION Loss of ADC Selected ADC is connected to AP
-
Red flag on speed indicators TAT/SAT/TAS information are lost AP MSG on both EADI CPL DATA INVALID on ADU
AURAL NIL
PROCEDURE
ADC FAULT VALID ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side AP COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected equipment J If ADC 1 is lost LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . PRESSURE ALTITUDE SET GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF J If ADC 1 + 2 are wrong STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE TLU FAULT procedure (2.05.06 page 8) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY Note : If both ADC are lost, de-- /anti-- icing MODE SEL AUTO is lost. COMMENTS - When ADC 1 is lost, ADC 2 is automatically selected to supply the pressurization digital controller. Then baro correction is no longer available (ref 1013 mb) and landing field elevation must be set in terms of pressure altitude. - If both ADC are lost, only standby instruments are available: air data instruments have a red flag and AHRS have lost their TAS inputs. Pressurization has to be performed manually. - If the selected ADC is lost, FDAU does not receive inputs; bugs are not available on TQ indicators. Each engine uses their own source (if ADC 1 is the faulty selected ADC). - Ten seconds are necessary to recover bugs on TQ indicator after selection of the valid ADC.
Mod : 5205
ATR 42 Model : 400/500
2.05.12
PROCEDURES FOLLOWING FAILURE P5 AVIONICS AA
001 APR 08
AHRS FAIL ALERT CONDITION Loss of AHRS
VISUAL - ATT FAIL red message on associated EADI - HDG FAIL red message on associated EHSI - Flag on opposite RMI
AURAL NIL
PROCEDURE
AHRS FAIL ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS REMAINING AHRS OUTPUTS . . . . . . PERIODICALLY COMPARE TO STBY INST COMMENTS - The pilot on the affected side selects the non affected AHRS to supply its SGU. - AP (if engaged) identifies the valid AHRS and remains engaged. SGU FAIL ALERT - Refer to 1.10.30 page 14 for SGU failure alerts. PROCEDURE
SGU FAIL EFIS SG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS COMMENTS - If AP is engaged and coupled to the wrong SGU, upper modes are lost. When selecting valid SGU, AP recovers upper modes. - Do not confuse with CRT failure; in case of a SGU failure, both CRT on one side are affected. CRT FAIL PROCEDURE
CRT FAIL CRT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF COMMENTS - Affected CRT must be switched OFF to obtain composite mode on the non affected one. In composite mode, the background brightness (brown and blue colors) is controlled by the WX DIM rheostat. ATR 42 Model : 400/500
2.05.13
PROCEDURES FOLLOWING FAILURE P1
001
MISCELLANEOUS
DEC 10
AA
COCKPIT DOOR CONTROL PANEL FAULT PROCEDURE
COCKPIT DOOR CONTROL PANEL FAULT (if installed) COCKPIT DOOR MANUAL LOCK BOLT(S) . . . . . . . MOVE TO CLOSE POSITION Note : When the door is locked with the manual bolts, the emergency access to the cockpit is unavailable. It is recommended that at least two crewmembers remain in the cockpit during that time. LOSS OF RADIO ALTIMETER INFORMATION ALERT CONDITION Loss of radioaltimeter
VISUAL
AURAL
- amber dashes on EADI - GPWS FAULT amber light on CAP
NIL
PROCEDURE
LOSS OF RADIOALTIMETER INFORMATION GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY CAUTION : LDG GEAR NOT DOWN undue warning may be generated when reducing PL. This alarm may be cancelled by using EMER AUDIO CANCEL. R SMK DET FANS FAULT ALERT CONDITION Smoke detectors fans failure
VISUAL - MC light flashing amber - AIR amber light on CAP - FANS FAULT amber light on overhead panel
AURAL SC
PROCEDURE R
SMK DET FANS FAULT FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
ATR 42 Model : 400/500
2.05.13
PROCEDURES FOLLOWING FAILURE P2
001
MISCELLANEOUS
DEC 10
AA
DOORS UNLK IN FLIGHT ALERT VISUAL
CONDITION Door UNLK in flight
- MC light flashing amber - DOOR amber light on CAP - associated door amber light on overhead panel
AURAL SC
PROCEDURE
DOORS UNLK IN FLIGHT R
J If any door except FWD COMPT SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON DOOR affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK J If unlocked or check not feasible LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA J If FWD COMPT NO ACTION COMMENTS - As the doors (except FWD COMPT) open outwards, when one is not locked, the ∆P must be reduced by aircraft descent and landing elevation selection. COCKPIT WINDOW CRACKED PROCEDURE
COCKPIT WINDOW CRACKED WINDOW HEAT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
ATR 42 Model : 400/500
2.05.13
PROCEDURES FOLLOWING FAILURE P3
001
MISCELLANEOUS AA
APR 08
OXYGEN LO PR ALERT CONDITION
VISUAL
Low pressure (below - MC light flashing amber 50 PSI) in the LP - OXY amber light on CAP distribution circuit - MAIN SUPPLY LO PR amber light on overhead panel
AURAL SC
PROCEDURE
OXYGEN LO PR OXY MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON J If oxygen LO PR light remains lit MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OXYGEN PORTABLE UNIT . . . . . . . . . . . . . . INSTALL IN COCKPIT AS RQD COMMENTS - The 120 l portable oxygen bottle permits a continuous diluted flow to one crew member at 13 000 ft for a duration of 30 mn. Oxygen low pressure supply valve position may disagree with actual oxygen MAIN SUPPLY pushbutton position if this pushbutton is activated by very close consecutive actions. Interval between OFF and ON actions on oxygen MAIN SUPPLY must be greater than one second to be sure that low pressure supply valve position is in accordance with actual pushbutton position. - This bottle can be placed in the cockpit.
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P1
001
MFC
OCT 08
AA
MFC 1A FAULT ALERT CONDITION MFC 1A FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1A FAULT R R
MODULE 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MFC 1A MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK COMMENTS - As HP valve 1 is lost, air is bled only from the LP stage. Applicable pack performance is affected at low engine power. - Landing gear primary RED UNLK indications are lost.
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P2
001
MFC
OCT 08
AA
MFC 1B FAULT ALERT CONDITION MFC 1B FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1B FAULT R R
MODULE 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MFC 1B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK J If failure during taxi out PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN F Prior take off PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F After take off PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE LDG GEAR . . . . . . . . . . . . LEAVE DOWN FOR COOLING FOR 1 MINUTE . . . . . . . . . . . . . . AFTER TAKE OFF EXCEPT IN CASE OF EMERGENCY F After landing PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground to improve racks cooling. - Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take off for cooling. - Ground turbofan 1 being lost, PACK 1 must be switched OFF on ground to avoid any overheat problem. - ENG 1 OIL LO PRESS light remains ON when engine 1 is shut down. - After landing, as outflow valves do not fully open, selecting OVBD valve FULL OPEN relieves the ∆P between cabin and outside. - On ground, pressurization digital controller test capability is lost.
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P3
001
MFC
OCT 08
AA
MFC 2A FAULT ALERT CONDITION MFC 2A FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 2A FAULT R R
MODULE 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD MFC 2A MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK J If failure during taxi out OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN F After take off IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN COMMENTS - EXHAUST MODE to OVBD position controls the OVBD valve to partially open: ventilatin air is then discharged overboard instead of being directed to the underfloor valve. Ventilatin is ensured by ∆P between cabin and outside. - As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground to improve racks cooling. - IDLE GATE FAIL amber alert is lost. - As HP valve 2 is lost, air is bled only from the LP stage. Pack 2 performance is affected at low engine power. - Right hand side window anti-- icing is lost. - As extract fan is lost, avoid leaving avionics selected ON on ground for a long period of time with high OAT. - Landing gear secondary green arrows and RED UNLK indications are lost.
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P4
001
MFC
OCT 08
AA
MFC 2B FAULT ALERT CONDITION MFC 2B FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 2B FAULT R R
MODULE 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MFC 2B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK J If failure during taxi out PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN F Prior take off PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F After take off PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE LDG GEAR . . . . . . . . . . . . LEAVE DOWN FOR COOLING FOR 1 MINUTE . . . . . . . . . . . . . . AFTER TAKE OFF EXCEPT IN CASE OF EMERGENCY F After landing PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground to improve racks cooling. - Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take off for cooling. - Ground turbofan 2 being lost, PACK 2 must be switched OFF on ground to avoid any overheat problem. - ENG 2 OIL LO PRESS light remains ON when engine 2 is shut down. - Landing gear secondary green arrows and RED UNLK indications are lost. - After landing, selecting the OVBD valve fully open relieves the ∆P between cabin and outside. - Right hand side window anti-- icing is lost without FAULT indication. ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P5
001
MFC
OCT 08
AA
MFC 1A + 1B FAULT ALERT CONDITION MFC 1A + 1B FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1A + 1B FAULT R
R
MODULES 1A + 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET ANTI-- ICING PROP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . . . APPLY DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED VALVE FAULT procedure (2.05.08 page 1) . . . . . . . . . . . . . . . . . . . APPLY RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MFC 1A + 1B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . CHECK F Before landing ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - Landing gear primary green arrows and RED UNLK indications are lost. - PACK 1, BLEED 1, left hand side window anti-- icing and stick pusher are lost without FAULT indications. - AC BUS 1 is lost leading to loss of trim indicator, GPWS and weather radar. - ATPCS must be selected OFF before landing due to loss of autofeather on engine 1. Check go around performances ATPCS OFF. See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 1B FAULT (2.05.14 page 2).
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P6
001
MFC
OCT 08
AA
MFC 1A + 2A FAULT ALERT CONDITION MFC 1A + 2A FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1A + 2A FAULT R
R
R
MODULES 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MFC 1A + 2A MODULES LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . CHECK Note : Airframe FAULT amber alert is lost. Note : When airframe de-- icing is used, monitor boots inflation. Note : As AP OFF alert is lost, use of AP below 1000 ft AGL is prohibited. Note : VOR 2, ADF 2, CRS 2 information are lost. ADC 2 outputs are not available. F Before landing LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN COMMENTS - AC BUS 1 + 2 are lost leading to loss of trim indicator, GPWS and weather radar. - DC BUS 1 + 2 OFF warnings on overhead panel are lost. - Mechanical, crew and hostess call are lost. - Stick pusher FAULT indication is lost but stick pusher is still available. See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2A FAULT (2.05.14 page 3).
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P7
001
MFC
OCT 08
AA
MFC 1A + 2B FAULT ALERT CONDITION MFC 1A + 2B FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1A + 2B FAULT R
R
R
MODULES 1A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MAIN BLUE HYD PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD MFC 1A + 2B MODULE LOST EQUIPMENT LIST (QRH pages 2.39-- 40-- 41) CHECK Note : AP does not disconnect after STBY PITCH TRIM activation. F Before landing Note : Flaps control is lost. REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F After landing PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers operations. - Main blue HYD pump control is lost as well as flaps control. Slecting HYD X FEED open allows to recover blue HYD pressure but flaps control remains lost See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2B FAULT (2.05.14 page 4).
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P8
001
MFC
OCT 08
AA
MFC 1B + 2A FAULT ALERT CONDITION MFC 1B + 2A FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1B + 2A FAULT R R R
MODULES 1B + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD MFC 1B + 2A MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . CHECK Note : VOR 2, ADF 2, CRS 2 information are lost. CM2 IAS is not available. F Before landing Note : Flaps control is lost. REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers operations. - DC BUS 2 OFF warning on overhead panel is lost. - Hostess and crew indications calls are lost. - Hot brakes indicating system test is lost. - Landing gear controls, secondary RED UNLK and green arrows indications are lost. See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2A FAULT (2.05.14 page 3).
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P9
001
MFC
DEC 10
AA
MFC 2A + 2B FAULT ALERT CONDITION MFC 2A + 2B FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 2A + 2B FAULT R
MODULES 2A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD ANTI-- ICING PROP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . . . APPLY DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED VALVE FAULT procedure (2.05.08 page 1) . . . . . . . . . . . . . . . . . . . APPLY MFC 2A + 2B MODULES LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . CHECK F Before landing ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - STICK PUSHER, PACK 2, BLEED 2 are lost without FAULT indications. - ATPCS must be selected OFF before landing due to loss of autofeather on engine 1. Check go around performances ATPCS OFF. - Hostess and crew indications calls are lost. See also COMMENTS for MFC 2A FAULT (2.05.14 page 3) and for MFC 2B FAULT (2.05.14 page 4).
ATR 42 Model : 400/500
2.05.14
PROCEDURES FOLLOWING FAILURE P 10
001
MFC
OCT 08
AA
MFC 1B + 2B FAULT ALERT CONDITION MFC 1B + 2B FAULT
VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel
AURAL SC
PROCEDURE
MFC 1B + 2B FAULT R R
R
MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR MFC 1B + 2B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . CHECK F Before landing NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- SKID FAULT procedure (2.05.07 page 7) . . . . . . . . . . . . . . . . . . . APPLY LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE F After landing PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- ICING HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN Note : ATPCS ARM light is not available. Note : External power cannot be used. CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - MC, MW and most of centralized alerts are lost : monitor averhead panel. - Braking is lost below 35 kt if anti-- skid is ON. - IDLE GATE automatic function is not availablet. - TAT heating FAULT light is lost. - No whooler is heard during trim activation. - Stall Warning and Stick Shaker are lost without FAULT indication. Stick Pusher is available. See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2B FAULT (2.05.14 page 4). ATR 42 Model : 400/500
2.06.02
LOADING FUEL BALANCE CHART P 001 CARGO LOADING
001 DEC 07
FORWARD AND REAR CARGO COMPARTMENTS R - Refer to “Weight and Balance Manual” : 1-- 60-- 03
ATR 42 Model : 400/500
LOADING - FUEL - BALANCE CHART
2.06.04 P4
WEIGHT AND BALANCE
001 NOV 99
AA
EXAMPLE BASED ON FICTITIOUS DATA CAUTION : Fictitious data Refer to WBM for operational use
ATR 42 Model : 500
POWER SETTING
3.02.00 P1
CONTENTS
100 NOV 98
AA
3.02.00
CONTENTS
3.02.01
GENERAL
3.02.02
TORQUE TABLES TO RTO GA MCT CLB CRZ
Mod : 3761 or 4601 or (4372 + 4540)
ATR 42 Model : 400/500
POWER SETTING
3.02.01 P1
001
GENERAL
NOV 99
AA
INTRODUCTION The engine power control is achieved by power lever (PL) and condition lever (CL). These controls act on three main components: - Propeller Electronic Control or PEC - Hydromechanical Unit or HMU - Engine Electronic Control or EEC The main engine power setting parameter is torque. The maximum torque value for a given flight phase is defined by the FDAU and displayed by a bug (FDAU target) on torque indicator. The crew has to set the R PWR MGT selector to the position corresponding to the flight phase and to set R the power lever in the notch or on the ramp in case of GO AROUND or for TO in R uptrim inoperative case : in these conditions, the controlled torque matches the maximum target torque displayed by the FDAU (except for TO position : TO power is delivered but RTO power is displayed by the automatic bug). R ENGINE RATINGS Take-off This rating corresponds to the normal, derated take-off thrust. It is normally time limited to 5 minutes. Reserve take-off This rating corresponds to the maximum thrust certified for take-off. It is automatically selected by the ATPCS system in case of engine failure. Time limit is 10 minutes. Maximum continuous The maximum continuous rating corresponds to the maximum thrust certified for continuous use. IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF EMERGENCY, PARTICULARLY ENGINE FAILURE. Maximum climb The maximum climb rating corresponds to the maximum thrust approved for normal climb operation. Maximum cruise The maximum cruise rating corresponds to the maximum thrust approved for normal cruise operation. Go around It is the maximum rating authorized for go-around.
ATR 42 Model : 400/500
3.02.02
POWER SETTING P1
001
TORQUE TABLES
APR 08
AA
PW127E/M
TAKE OFF TORQUE COMPUTED FOR
SAT (c) AIR COND. OFF
VC = 50. KT
PROPELLER SPEED 100.0 %
NORMAL AIR COND. ON
- 1000.
0.
1000.
2000.
3000.
4000.
5000.
6000.
7000.
8000.
8500.
- 40. - 10. - 8. - 6. - 4.
--63. --27. --24. --22. --19.
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0
- 2. 0. 2. 4. 6. 8.
--17. --14. --12. --10. --7. --5.
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
90.0 90.0 90.0 90.0 90.0 90.0
10. 12. 14.
--2. 0. 3.
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0 90.0
90.0 90.0
89.6 88.5
16.
5.
90.0
90.0
90.0
90.0
90.0
90.0
90.0
90.0
90.0
89.1 87.8
87.2 85.9
18.
8.
90.0
90.0
90.0
90.0
90.0
90.0
90.0
90.0
90.0
86.4
84.5
20. 22.
10. 13.
90.0 90.0
90.0 90.0
90.0 90.0
90.0 90.0
90.0 90.0
90.0 90.0
90.0 90.0
90.0 90.0
88.4 86.8
84.8 83.2
83.0 81.4
24.
15.
90.0
90.0
90.0
90.0
90.0
90.0
90.0
88.8
85.1
81.6
79.9
26.
18.
90.0
90.0
90.0
90.0
90.0
90.0
90.0
87.0
83.5
80.0
78.3
28.
20.
90.0
90.0
90.0
90.0
90.0
90.0
89.0
85.4
81.9
78.5
76.8
30.
23.
90.0
90.0
90.0
90.0
90.0
90.0
87.3
83.7
80.3
77.0
75.4
32.
25.
90.0
90.0
90.0
90.0
90.0
89.2
85.6
82.1
78.7
75.5
73.9
34.
28.
90.0
90.0
90.0
90.0
90.0
87.5
83.9
80.5
77.2
74.0
72.4
36.
30.
90.0
90.0
90.0
90.0
89.3
85.7
82.2
78.9
75.6
72.5
71.0
38.
33.
90.0
90.0
90.0
90.0
87.5
84.0
80.6
77.3
74.1
71.0
69.5
40. 42.
36. 38.
90.0 90.0
90.0 90.0
90.0 90.0
89.3 87.4
85.7 83.9
82.2 80.5
78.9 77.3
75.7 74.1
72.6
44. 46.
41. 43.
90.0 90.0
90.0 90.0
89.1 87.2
86.6 83.7
82.1 80.3
78.8 77.1
75.6
48. 50. 52.
46. 48. 51.
90.0 90.0
88.8 86.8
85.3 83.3
81.8 80.0
78.6
53. 54.
88.3 86.2 85.1
84.8 82.8 81.8
81.4
54. 55.
PRESSURE ALTITUDE (FT)
Applicable for 0 Vc 60 kt. The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.
R
Eng. : PW127E / PW127M
ATR 42 Model : 500
3.02.02
POWER SETTING P2
001
TORQUE TABLES
APR 08
AA
PW127E/M
RESERVE TAKE OFF TORQUE COMPUTED FOR
SAT (c) AIR COND. OFF
VC = 50. KT
PROPELLER SPEED 100.0 %
NORMAL AIR COND. ON
- 1000.
0.
1000.
2000.
3000.
4000.
5000.
6000.
7000.
8000.
8500.
- 40. - 10. - 8. - 6. - 4.
--63. --27. --24. --22. --19.
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0
- 2. 0. 2. 4. 6. 8.
--17. --14. --12. --10. --7. --5.
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
100.0 100.0 100.0 100.0 100.0 100.0
10. 12. 14.
--2. 0. 3.
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0 100.0
100.0 100.0
99.6 98.3
16.
5.
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
99.0 97.5
96.9 95.5
18.
8.
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
96.0
93.9
20. 22.
10. 13.
100.0 100.0
100.0 100.0
100.0 100.0
100.0 100.0
100.0 100.0
100.0 100.0
100.0 100.0
100.0 100.0
98.2 96.4
94.2 92.4
92.2 90.5
24.
15.
100.0
100.0
100.0
100.0
100.0
100.0
100.0
98.6
94.6
90.7
88.8
26.
18.
100.0
100.0
100.0
100.0
100.0
100.0
100.0
96.7
92.7
88.9
87.0
28.
20.
100.0
100.0
100.0
100.0
100.0
100.0
98.9
94.8
90.9
87.2
85.4
30.
23.
100.0
100.0
100.0
100.0
100.0
100.0
97.0
93.0
89.2
85.5
83.7
32.
25.
100.0
100.0
100.0
100.0
100.0
99.2
95.1
91.2
87.5
83.9
82.1
34.
28.
100.0
100.0
100.0
100.0
100.0
97.2
93.2
89.4
85.8
82.2
80.5
36.
30.
100.0
100.0
100.0
100.0
99.2
95.2
91.4
87.6
84.0
80.6
78.9
38.
33.
100.0
100.0
100.0
100.0
97.2
93.3
89.5
85.8
82.3
78.9
77.3
40. 42.
36. 38.
100.0 100.0
100.0 100.0
100.0 100.0
99.2 97.2
95.2 93.2
91.4 89.5
87.7 85.8
84.1 82.3
80.6
44. 46.
41. 43.
100.0 100.0
100.0 100.0
99.0 96.9
95.1 93.0
91.3 89.3
87.6 85.7
84.0
48. 50. 52.
46. 48. 51.
100.0 100.0
98.7 96.4
94.7 92.6
90.9 88.9
87.3
53. 54.
98.1 95.7 94.6
94.2 92.0 90.8
90.4
54. 55.
PRESSURE ALTITUDE (FT)
Applicable for 0 Vc 60 kt. The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.
R
Eng. : PW127E / PW127M
ATR 42 Model : 500
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08 PW127E/M
Eng. : PW127E / PW127M
APR 08
APR 08
APR 08
APR 08
3.03.00
TAKE- OFF P1 CONTENTS
001 OCT 08
AA
3.03.00
CONTENTS
3.03.01
GENERAL TAKE-- OFF CONDITIONS TAKE-- OFF SPEEDS
R 3.03.02
METHODOLOGY GENERAL DETERMINATION OF THE TOW NL RUNWAYS
3.03.03
CORRECTIONS AIR CONDITIONING RUNWAY CONTAMINATION RUNWAY SLOPE WIND QNH WAT (WEIGHT - ALTITUDE - TEMPERATURE) OBSTACLES BRAKES ENERGY
3.03.04
QUICK REFERENCE TABLES (QRT)
3.03.05
TAKE- OFF SPEEDS VALUES
3.03.06
EXAMPLE OF TAKE- OFF CHART COMPUTED WITH FOS
ATR 42 Model : 400/500
TAKE-OFF
3.03.01 P1
GENERAL
001 NOV 99
AA
The methodology for the determination of the maximum take off weight is described in the chapter 6-03 of the Airplane Flight Manual, which is the official reference. As this way is long and complex, ATR pilots and dispatchers may have two other possibilities to improve efficiency : - the methodology described in 3-03-02 that gives non optimized results but can be used on board - the Regulatory Take-Off Weight (RTOW) charts, generated with the Flight Operations Software (FOS), that give very accurate results before the flight. TAKE-OFF CONDITIONS Different weather conditions may be encountered at the take-off : D NORMAL CONDITIONS D ATMOSPHERIC ICING CONDITIONS Atmospheric icing conditions exist when OAT on the ground and for take-off is at or below 5°C or when TAT in flight is at or below 7°C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). D 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 the wings, control surfaces or propellers. Different runway conditions may be encountered : D dry D wet (less than 1/8 inch or 3 mm of water) R R R
D contaminated by : - water or slush between 1/8 and 1/2 inch (3 and 12.7 mm) - loose snow, must be considered as slush. To determine the equivalent slush depth, multiply the loose snow depth by : 1.25 x (actual loose snow density) - compact snow - ice D damp : a runway is damp when it is not perferctly dry, but when the water does not give it a shiny appearance. For a damp runway, we do not consider any performance limitation.
ATR 42 Model : 400/500
APR 08
TAKE-OFF
3.03.02 P2
METHODOLOGY
001 NOV 00
AA
The quick reference tables QRT (3.03.04) are to be used in relation with the method described in 3.03.02 page 3 by the airlines that do not have the FOS. The QRT are RTOW charts computed with the FOS, but not optimized. F
In case of non limiting (NL) runway, the maximum take-off weight is the maximum structural take-off weight and the take-off speeds must be read in the 3.03.05 chapter or in the quick reference handbook, associated with the actual take-off weight.
F
In case of limiting runway, a maximum take-off weight and the associated speeds are provided in the chart. The limitation is indicated under a specific code form : 1 = structure 5 = tyre speed 2 = 2nd segment 6 = brakes energy 3 = runway 7 = runway 2 engines 4 = obstacle 8 = final take-off
The limitation code appears always twice in order to cover optimization taking into account two simultaneous limitations (2-2 means 2nd segment only ; 2-4 means both 2nd segment and obstacle limitation). The actual take-off weight must be less or equal to the computed maximum take-off weight. R The take-off speeds to be used must be speeds indicated in the chart, even if the actual weight is lower than the computed weight. Note : Due to the conservative definition of NL area a gap can be encountered between NL speeds and FOS optimized speeds when the computation case is at the NL border.
ATR 42 Model : 400/500
3.03.02
TAKE- OFF P3 METHODOLOGY
001 DEC 09
AA
R
DETERMINATION OF THE TOW FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1
ATR 42 Model : 400/500
APR 08
3.03.02
TAKE- OFF P5 METHODOLOGY
200 DEC 10
NORMAL CONDITIONS NL CHART - ASSOCIATED TO MTOW = 18600 Kg R
Mod : 4372 + 4540
ATR 42 Model : 500
APR 08
3.03.03
TAKE- OFF P1 CORRECTIONS
001 APR 08
AA
AIR CONDITIONING Take off performances are computed with AIR CONDITIONING ON. To take into account the effect of AIR CONDITIONING OFF add to the runway length the ∆L correction given in the following table :
LENGTH AIR COND. ON
∆L AIR COND. OFF
750 m (2460 ft) 1000 m (3280 ft) 1500 m (4920 ft) 2000 m (6560 ft) 2500 m (8200 ft) 3000 m (9840 ft)
0 m (0 ft) 10 m (30 ft) 25 m (80 ft) 45 m (140 ft) 65 m (210 ft) 85 m (270 ft)
Note : The FOS, in accordance with AFM, takes into account a conservative performance decrement linked to the thermodynamical limitation of the engine. If the day conditions authorize a mechanical limit operation of the engine (i.e torque bleed ON = 90 % for TO and 100 % for RTO), the take off may be performed air conditioning ON without performance penalty.
ATR 42 Model : 500
3.03.03
TAKE- OFF P2 CORRECTIONS
300 APR 08
AA
RUNWAY SLOPE ¯ Runway slope between - 2 % and + 2 % Decrease the runway length by 700 m (2300 ft) for 1 % uphill slope. For a better accuracy, use the chart given in 3.03.02 page 5 or 6. ¯ Runway slope beyond 2 % Refer to AFM and apply the given correction. WIND Decrease the runway length by 500 m (1640 ft) for 10 kt tailwind. QNH To use a chart computed at the standard pressure when the actual QNH is not standard, follow the hereafter procedure : 1) With the actual wind and temperature, if necessary corrected by air conditioning influence, enter the chart and read the take-- off weight and the associated limitation. 2) Apply the QNH correction : ¯ QNH > 1013.25 HPa or 29.92 in Hg No credit in case of brakes energy limitation, keep the values of the chart. For all other limitations, add 70 kg (155 lb) to the TOW for each 10 HPa (0.29 in Hg) above the standard pressure. For QNH 1050 Hpa, keep the values of 1050 HPa. ¯ QNH < 1013.25 HPa or 29.92 in Hg Substract 265 kg (585 lb) to the TOW for each 10 HPa (0.29 in Hg) below the standard pressure. 3) With the new TOW, enter again the chart to interpolate the take off speeds.
Mod : 4372 + 4540 + 4971
ATR 42 Model : 500
3.03.03
TAKE- OFF P 2A
200
CORRECTIONS
APR 08
AA
NON DRY RUNWAYS A non dry runway may be : - wet, - contaminated by water or slush, loose snow*, compacted snow, ice. *Loose snow : must be considered as slush. To determine the equivalent slush depth, multiply the loose snow depth by : 1.25 x (actual loose snow density) 1 - Contaminated runway At take off, the aircraft lateral controllability depends on : - the exact contaminant characteristics, - the cross wind component, - the runway width and visual references. Since these factors do not allow sufficient accuracy for predicting the effect of asymmetrical reverse thrust, it is therefore not recommended to use single engine reverse thrust for take off on contaminated runway. Performances without reverser only are to be used for flight preparation. 2 - Wet runways In this particular condition, the single reverser use is perfectly controllable and leads to the minimum stop distance in case of rejected take off. 3 - Non dry runways corrections for FCOM computation According to the previous assumptions, decrease the runway length by the following values to take into account the runway contamination : RUNWAY CONTAMINATION
CORRECTION
Wet
150 m (490 ft)
Water or slush between 3 mm (1/8 in) and 6.3 mm (1/4 in)
350 m (1150 ft)
Water or slush between 6.3 mm (1/4 in) and 12.7 mm (1/2 in)
450 m (1480 ft)
Compact snow
200 m (660 ft)
Ice
500 m (1640 ft)
Mod : 4372 + 4540
ATR 42 Model : 500
3.03.03
TAKE- OFF P6 CORRECTIONS
200 APR 08
AA
BRAKES ENERGY LIMITATION NORMAL CONDITIONS USE FOR ANY TAILWIND UP TO 15 KT
ZP
FT
.0 0 10 0 10.0 20 0 20.0 30 0 30.0 40 0 40.0 50 0 50.0
ZP FT
---10.0 10 0 .0 0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 Mod : 4372 + 4540
TAKE OFF WEIGHT (KG) -- LIMITATIONS V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT) 0 1000 2000 18651 66 -6 18318 66 -6 17996 66 -6 108 108 115 107 107 114 106 106 112 18311 66 -6 17995 66 -6 17689 66 -6 107 107 114 106 106 112 105 105 111 17991 66 -6 17691 66 -6 17400 66 -6 106 106 112 105 105 111 104 104 110 17711 66 -6 17423 66 -6 17136 66 -6 105 105 111 104 104 110 103 103 109 17442 66 -6 17156 66 -6 16865 66 -6 104 104 110 103 103 109 103 103 108 17181 66 -6 16886 66 -6 16596 66 -6 104 104 109 103 103 108 102 102 107 TAKE OFF WEIGHT (KG) -- LIMITATIONS V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT) 4000 6000 8000 17695 66 -6 17102 66 -6 16517 66 -6 105 105 111 103 103 109 101 101 107 17399 66 -6 16805 66 -6 16211 66 -6 104 104 110 102 102 108 100 100 106 17247 66 -6 16656 66 -6 16064 66 -6 104 104 110 102 102 107 100 100 105 17098 66 -6 16511 66 -6 15915 66 -6 103 103 109 101 101 107 100 100 105 16955 66 -6 16363 66 -6 15775 66 -6 103 103 109 101 101 106 99 99 104 16822 66 -6 16212 66 -6 15635 66 -6 102 102 108 100 100 106 99 99 103 16691 66 -6 16099 66 -6 15497 66 -6 102 102 108 100 100 105 99 99 103 16558 66 -6 15962 66 -6 15361 66 -6 102 102 107 100 100 105 98 98 102 16422 66 -6 15827 66 -6 15224 66 -6 101 101 107 100 100 104 98 98 102 16284 66 -6 15691 66 -6 14765 33 -3 101 101 106 100 100 104 97 97 100 ATR 42 Model : 500
3.03.03
TAKE- OFF P7 CORRECTIONS
200 APR 08
AA
BRAKES ENERGY LIMITATION ICING CONDITIONS USE FOR ANY TAILWIND UP TO 15 KT
ZP
FT
BELOW 5˚C BELOW 10˚C
ZP
FT
BELOW 5˚C BELOW 10˚C
ZP
FT
BELOW 5˚C BELOW 10˚C
ZP
FT
BELOW 5˚C BELOW 10˚C
Mod : 4372 + 4540
TAKE OFF WEIGHT (KG) -- LIMITATIONS V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT) 0 1000 2000 3000 17552 6-- 6 17260 6-- 6 16969 6-- 6 16687 6-- 6 112 112 119 111 111 118 110 110 116 109 109 115 17400 6-- 6 111 111 118
17110 6-- 6 111 111 117
16825 6-- 6 110 110 116
16544 6-- 6 109 109 115
TAKE OFF WEIGHT (KG) -- LIMITATIONS V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT) 4000 5000 6000 8000 16404 6-- 6 16121 6-- 6 15839 6-- 6 15275 6-- 6 108 108 114 107 107 113 107 107 112 105 105 110 16263 6-- 6 108 108 114
15985 6-- 6 107 107 113
15700 6-- 6 106 106 111
15132 6-- 6 104 104 109
TAKE OFF WEIGHT (LB) -- LIMITATIONS V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT) 0 1000 2000 3000 38697 6-- 6 38052 6-- 6 37412 6-- 6 36789 6-- 6 112 112 119 111 111 118 110 110 116 109 109 115 38361 6-- 6 111 111 118
37722 6-- 6 111 111 117
37092 6-- 6 110 110 116
36473 6-- 6 109 109 115
TAKE OFF WEIGHT (LB) -- LIMITATIONS V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT) 4000 5000 6000 8000 36165 6-- 6 35542 6-- 6 34920 6-- 6 33676 6-- 6 108 108 114 107 107 113 107 107 112 105 105 110 35854 6-- 6 108 108 114
35242 6-- 6 107 107 113
34614 6-- 6 106 106 111
33361 6-- 6 104 104 109
ATR 42 Model : 500
3.03.04
TAKE- OFF P1 QUICK REFERENCE TABLES
200 APR 08
AA
The QRT are computed at standard pressure, with air conditioning ON, no wind, no obstacle, a dry runway and no slope. Entry parameters must be determined as indicated in 3.03.02 page 3. NORMAL CONDITIONS The QRT are computed with V2/VSR = 1,143 and V1/VR = 1. ICING CONDITIONS The QRT are computed with V2/VSR = 1,222 and V1/VR = 1. In case of ground icing conditions, if atmospheric icing conditions do not exist, the V2/VS speed ratio may be the same as in normal conditions. Note : All regulatory limitations are taken into account in the QRT, except the structural limitation. When the QRT indicates a weight value above the certified structural value, that means that the runway is NL in the conditions of computation of the QRT. In any cases, the actual TOW must always be less than the certified MTOW associated to the operated ATR version.
Mod : 4372 + 4540
ATR 42 Model : 500
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
3.03.05
TAKE- OFF P1 TAKE-- OFF SPEEDS VALUES
001 DEC 10
The determination of the take-- off speeds is done in relation with the TOW determined in 3.03.02 page 3. R D If RTOW maxi = structural MTOW (NL), speeds are read in the table 3.03.05 p 2 or in QRH. Read the speeds corresponding to the actual TOW. D If NL limitation: If the runway is « NL », you can take off at the structural MTOW. Check the associated speeds in the table 3.03.05 p2or QRH, using the actual TOW D If Wa limitation: speeds are read in the QRT 3.03.04, with the day conditions (Zp, OAT, corrected runway length). Take the speeds corresponding to the take-- off weight indicated in the tables, even if the actual TOW is lower. D If Wb limitation: speeds are read in the brakes energy tables 3.03.03 p 6/7, with the day conditions (Zp, OAT).Take the speeds corresponding to the take-- off weight indicated in the tables, even if the actual TOW is lower. D If Wc &Wd limitation: - Without tailwind, speeds are read in the table 3.03.05 p 2 or in QRH. Read the speeds corresponding to the actual TOW. - In case of tailwind, compare the previous speeds with the brake energy limitation speeds 3.03.03 p 6/7 and take the lowest ones.
ATR 42 Model: 400/500
3.03.05
TAKE- OFF P2
200
TAKE-- OFF SPEEDS VALUES
APR 08
AA
NON LIMITING RUNWAY TAKE- OFF SPEEDS When a runway has been determined NL, the following speeds may be used associated to the actual TOW. NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW. NORMAL CONDITIONS WEIGHT
SPEEDS (KT IAS)
KG
(LB)
V1 = VR *
V2
18600
(41005)
110
115
18000
(39700)
108
113
17500
(38590)
106
112
17000
(37485) ( )
105
112
and below ICING CONDITIONS WEIGHT
SPEEDS (KT IAS)
KG
(LB)
V1 = VR
V2
18600
(41005)
118
122
18000
(39700)
115
120
17500
(38590)
114
118
17000
(37485)
112
116
16500
(36380)
110
115
16000
(35270)
109
113
15000
(33070) ( )
105
112
and below
* Because of a longer time between VR and VLOF due to water or slush runway contamination increase VR by : F 1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch) in normal conditions only. F
R Mod : 4372 + 4540
no correction below 6.3 mm (1/4 inch).
ATR 42 Model : 500
3.03.06
TAKE-OFF USE OF FOS
P1
FOS TAKE OFF CHART EXAMPLE AA
001 NOV 01
Note : The following take off chart is an example and cannot be used in operations. F15
06/09/2001
ELEVATION = 200.0 (FT) T.O.R.A. = 1200.0 (M) A.S.D.A. = 1300.0 (M) T.O.D.A = 1300.0 (M) SLOPE = 0.00 (%) LARGE WIDTH ASSUMED
- WIND 0- KT AT(DC) -
LIMITATION CODES 0- DRY CHECK 5 - TYRE SPEED 1 - STRUCTURE 6 - BRAKE ENERGY 2 - 2ND SEGMENT 7 - RWY 2 ENGINE 3 - RUNWAY 8 - FINAL T.O 4 - OBSTACLE 9 - VMC-
TOW (KG) DTOW1 / DTOW2 V1 VR V2 (IAS KT) CODES DV1 DVR DV2/DV1 DVR DV2
ATR42-500 JAR V2/VS OPTIMIZED V1/VR OPTIMIZED AIR COND. OFF NORMAL CONDITIONS WITHOUT REVERSE
QNH = 1013.25 (HPA) DQNH = +10.000 / -10.000
DRY RUNWAY SCREEN HEIGHT 35 FT
-10
-5
0
10
20
-10.0
18600 + 0/ +0 105 106 114 1-1 +0 +0 +0/ +0 +0 +0
18600 + 0/ +0 103 106 114 1-1 +0 +0 +0/ +0 +0 +0
NL
NL
NL
0.0
18402 + 106/ -107 105 106 113 3-3 +0 +0 +0/ +0 +0 +0
18600 + 0/ +0 105 107 114 1-1 +0 +0 +0/ +0 +0 +0
NL
NL
NL
5.0
18200 + 106/ -108 104 105 112 3-3 +1 +1 +1/ +0 +0 +0
18600 + 0/ +0 106 107 114 1-1 +0 +0 +0/ +0 +0 +0
NL
NL
NL
10.0
18002 + 107/ -108 104 105 112 3-3 +0 +0 +0/ -1 -1 -1
18600 + 0/ -4 106 107 114 1-1 +0 +0 +0/ +0 +0 +0
18600 + 0/ +0 105 107 114 1-1 +0 +0 +0/ +0 +0 +0
NL
NL
15.0
17810 + 107/ -107 103 104 111 3-3 +0 +0 +0/ +0 +0 -1
18511 + 88/ -108 106 107 113 3-3 +1 +0 +1/ +0 -1 +0
18600 + 0/ +0 105 107 114 1-1 +0 +0 +0/ +0 +0 +0
NL
NL
20.0
17623 + 106/ -107 102 104 110 3-3 +1 +0 +1/ +0 -1 +0
18323 + 107/ -108 106 106 113 3-3 +0 +0 +0/ -1 +0 -1
18600 + 0/ +0 106 107 114 1-1 +0 +0 +0/ +0 +0 +0
18600 + 0/ +0 105 107 114 1-1 +0 +0 +0/ +0 +0 +0
NL
CAUTION 1. FOS results must be verified against the Airplane Flight Manual performance data. In case of any discrepancy, the AFM performance data shall prevail. 2. It is the Operator's responsibility to update this chart in case of any change in runway or obstacle characteristics or in case of amendment of the AFM performance data. Example 1 : . Tail wind : 5 kt . ATOW : 18 t . Temperature : 15_C . QNH : 1013.25 hpa Check ATOW below 18511 kg, which is the maximum weight possible (Regulatory Take Off Weight because of the runway limitation) The take off speeds associated to the ATOW are :
Example 2 : Same conditions as in example 1 but with QNH=1023.25 hpa The RTOW is equal to 18511+88=18599 kg The take off speeds associated to the ATOW are :
V1 = 106 kt Vr = 107 kt V2 = 113 kt
V1 = 106 +1=107 kt Vr = 107 kt V2 = 113 + 1 = 114 kt
Example 3 : . No wind . ATOW : 18 t . Temperature: 0_C . QNH : 1003.25 hpa The runway is NL (Non Limiting) Therefore, the RTOW is equal to the maximum structural take off weight of 18600 kg. Check ATOW below 18600 kg. Read the speed associated in FCOM 3.03.05 p2 ATR 42 Model : 400/500
CLIMB
3.04.00 P1
001
CONTENTS
DEC 03
AA
3.04.00
CONTENTS
3.04.01
INTRODUCTION
3.04.02
160 kt - Ceiling - Tabled
3.04.03
190 kt - Ceiling - Tables
3.04.04
ICING CONDITIONS - Tables at 160 kt - Maximum Twin-engine operational ceiling at VMLBO
R 3.04.05
CLIMB GRADIENT
ATR 42 Model : 400/500
3.04.01
CLIMB P1 INTRODUCTION
001 DEC 09
AA
Climb charts are established for two indicated speeds (160 kt, 190 kt) and for standard temperature (ISA) at Climb Power with Air conditioning in normal mode. Corrections are given to take into account the temperature effect. When using air conditioning in high mode, increase fuel consumption by 6.5 % (160 kt) or 8.5 % (190 kt). All charts are established with a center of gravity location corresponding to 25%. OPERATIONAL CEILING The operational ceiling is the maximum altitude which can be reached with a minimum R rate of climb of 300 ft/mn (see 3.04.02 p 1). This is the recommended cruise altitude to R minimize the fuel consumption. CLIMB IN ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). Climb charts in icing conditions are established for 160 kt at climb Power with Air conditioning in normal mode. Performance are computed taking into account a degradation of aircraft aerodynamic at altitudes where icing conditions may be encountered. That is why tables are given for different temperatures (ISA-- 20, ISA-- 10, ISA, ISA + 10, ISA + 20). The icing operational ceiling is computed for a minimum rate of climb of 100 ft/mn and can be read directly on the tables (3.04.04 pages 1 to 10) just below a blank division. The maximum operational ceiling (twin engine) which is accessible when flying at VMLBO = 1.45 VSR is given in 3.04.04 p.11. Since computed with a lower residual rate of climb in icing conditions than in normal conditions, the operational ceiling may sometimes be greater in icing conditions. IN THIS CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL CONDITIONS. Note : All performance data given for ICING CONDITIONS derive from flight tests measurements performed with ICE SHAPES representative of the worst icing cases considered by certification and applicable losses of propeller efficiency. Because of the variability of REAL ICING, climb performance published for icing conditions MUST BE regarded as operational information only.
ATR 42 Model : 400/500
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
3.04.04
CLIMB P 11 ICING CONDITIONS
200 APR 08
AA
MAXIMUM OPERATIONAL CEILING (Twin engine) ICING CONDITIONS - FLAPS 0-- VMLB0 = 1.45 VSR MINIMUM RATE = 100 FT/MN
Mod : 4372 + 4540
ATR 42 Model : 500
APPROACH - LANDING
3.04.05 P1
CLIMB GRADIENT
001 DEC 03
AA
INTRODUCTION The Standard Instrument Departure Procedures (SID) can require a climb gradient to clear obstacles or to join a flight level at a given distance. The gross climb gradients are displayed in the following graphs for : -One engine out - one engine at Maxi Continuous Power - IAS = Final Take Off Speed -Two engines at Max Climb Power - IAS = 160 kt -Two engines at Max Climb Power - IAS = VMLB DIRECTION FOR USE If a departure requires a climb gradient X% between the two altitudes Z1 and Z2 (Z2>Z1) : -if the climb gradient at Z2 (the highest altitude) is better than X, then the procedure can be applied -if the climb gradient at Z2 is lower than X, then determine the climb gradient at 0.5x (Z1 + Z2): - if the climb gradient at 0.5x(Z1 + Z2) is better than X then the SID procedure can be applied - if the climb gradient at 0.5x(Z1 + Z2) is lower than X then the SID can not be used
ATR 42 Model : 400/500
APPROACH - LANDING
3.04.05 P2
CLIMB GRADIENT
001 DEC 03
AA
LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500
3.05.01
CRUISE P1 INTRODUCTION
100 APR 08
AA
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air conditioning in normal mode. As soon as flight level is reached, select PWR MGT on CRZ position. When using air conditioning in high mode increase fuel consumption by 3 % and subtract 5 kt on True Airspeed. All charts are established with a center of gravity location corresponding to 25 %. Max cruise tables are given with NP = 82 %. CRUISE IN ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). Tables are established only for the altitudes where icing conditions may be encountered and for different temperatures (ISA - 20, ISA - 10, ISA, ISA + 10, ISA + 20). Note : All performance data given for ICING CONDITIONS derive from flight tests measurements performed with ICE SHAPES representative of the worst icing cases considered by certification and applicable losses of propeller efficiency. Because of the variability of REAL ICING, cruise performance published for icing conditions MUST BE regarded as operational information only.
Mod : 4601 or (4372 + 4540)
ATR 42 Model : 500
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
3.06.01
HOLDING P1 INTRODUCTION
100 APR 08
AA
Holding charts are established : - in clean configuration - with air conditioning in normal mode. - with NP = 82 % propeller speed - at VmHBO of icing conditions. This minimum manoeuvring speed covers the whole flight envelope in normal conditions and in icing conditions without appreciable increasing of consumption. When using air conditioning in high mode, fuel consumption is increased by 3 %. All charts are established with a center of gravity location corresponding to 25 %. The temperature effect is negligible. ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
Mod : 4601 or (4372 + 4540)
ATR 42 Model : 500
APR 08
R
15
APR 08
FCOATO-- 03.06.02.002.200
APR 08
APR 08
FCOATO-- 03.06.03.002.200
DESCENT
3.07.01 P1
INTRODUCTION
100 NOV 99
AA
Descent charts are established in clean configuration for 3 sped laws (200, 220, 240 kt) and one reference weight (15 T = 33 000 Lb). Two kinds of descent are proposed : D at given rate from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in FAST mode) 1) set power to reach the desired descent speed 2) maintain descent speed and rate of descent R R R
D at given gradient from cruise altitude, descent at chosen gradient (3° with pressurization in NORMAL mode, 4° or 5° with pressurization in FAST mode) 1) set power to reach the desired descent speed 2) maintain descent speed and gradient of descent From 1500 ft to final landing, the tables are calculated with time and fuel allowances of : - 3 mn for the time - 30 kg (66 lb) for the consumption WEIGHT CORRECTION - Increase the fuel consumption by : + 2.5 % at 1500 ft of rate of descent + 5.0 % at 2000 ft of rate of descent + 2.5 % at 3° descent gradient + 3.5 % at 4° descent gradient + 5 % at 5° descent gradient for a 1000 kg (2200 Lb) weight decrease - No correction for weight increase - No influence on time and distance
Mod : 4601 or (4372 + 4540)
ATR 42 Model : 500
APR 08
APR 08
APR 08
APR 08
3.08.00
APPROACH - LANDING P1 CONTENTS
001 NOV 01
AA
3.08.00
CONTENTS
3.08.01
APPROACH CLIMB LIMITING WEIGHT
3.08.02
FINAL APPROACH SPEEDS
3.08.03
LANDING DISTANCES
R 3.08.04
EXAMPLE OF LANDING CHART COMPUTED WITH FOS
ATR 42 Model : 400/500
3.08.01
APPROACH - LANDING P4 APPROACH CLIMB LIMITING WEIGHT
300 APR 08
AA
R Mod : 4372 + (4450 or 4580) + 4540
ATR 42 Model : 500
3.08.01
APPROACH - LANDING P 4A APPROACH CLIMB LIMITING WEIGHT
410 APR 08
AA
CAT II - ICING CONDITIONS In icing conditions, decrease the approach climb gradient limiting weight determined on paragraph 3.08.01 p 2A or 3A by the following values. FLAPS 25 - V = 1.29 VSR WEIGHT KG / LB
CORRECTION KG / LB
21 000 / 46 300
- 350 / - 775
19 000 / 41 900
- 250 / - 550
17 000 / 37 480
- 200 / - 440
15 000 / 33 070
- 150 / - 330
and below FLAPS 15 - V = 1.29 VSR WEIGHT KG / LB
CORRECTION KG / LB
21 000 / 46 300
- 950 / - 2 095
19 000 / 41 900
- 750 / - 1 655
17 000 / 37 500
- 500 / - 1 100
15 000 / 33 100
- 250 / -
550
14 000 / 30 865
- 150 / -
330
and below
R Mod : 1112 + 4372 + (4450 or 4580) + 4540
ATR 42 Model : 500
APPROACH - LANDING
3.08.02 P1
FINAL APPROACH SPEEDS
300 NOV 02
AA
R Mod : 4372 + (4450 or 4580) + 4540
Eng : PW127E
ATR 42 Model : 500
APR 08
3.08.03
APPROACH - LANDING P 2A LANDING DISTANCES
210 APR 08
AA
Mod : (4450 or 4580) + (4372 + 4540)
ATR 42 Model : 500
APPROACH - LANDING
3.08.03 P3
LANDING DISTANCES
100 NOV 00
AA
CORRECTION ON LANDING DISTANCES - Wind
: S dry or wet runway add 10 % per 5 kt tailwind subtract 2 % per 5 kt headwind S contaminated runway add 12 % per 5 kt tailwind subtract 3 % per 5 kt headwind
- Airport elevation : S dry or wet runway add 3 % per 1000 ft above sea level S contaminated runway add 5 % per 1000 ft above sea level - Effect of reverse : landing distances are decreased by S 5 % on dry runway S 13 % on wet runway R S 13 % on runway contaminated by water or slush R S 12 % on runway contaminated by compact snow R S 29 % on runway contaminated by ice R
CAUTION : On contaminated runway, performances without reverser only are to be used for flight preparation. Note : Landing on damp runway. A runway is damp when it is not perfectly dry, but when the water which is on it does not give a shiny appearance. For damp runway, we consider no performance limitation.
- Runway slope (applicable between - 2 % and - 4.5 %) S Tailwind limit = 5 kt R S Flaps 35 only Add 40 m (130 ft) to the actual landing distance for each 1 % of down hill slope. Example : . Runway slope = - 3 % . Actual landing distance = 1200 m Corrected landing distance = 1200 + (3 x 40) = 1320 m S Refer to AFM for a better accuracy
Mod : 4971
ATR 42 Model : 500
3.08.04
APPROACH LANDING USE OF FOS
P1
001
FOS LANDING CHART EXAMPLE AA
AA
NOV 01
Note : The following landing chart is an example and cannot be used in operations.
LDG CHART ELEVATION = 200.0 (FT) L.D.A . = 1000.0 (M) SLOPE = 1.00 (%)
– WIND – (KT) 0– A– T–
CODES LIMITATIONS 0 - WET CHECK 3 - APPROACH CLIMB 1 - STRUCTURE 4 - LANDING CLIMB 2 - RUNWAY
F35 APPROACH F25 CAT I DRY RUNWAY
ATR42-500 JAR
QNH = 1013.25 (HPA)
F35 APPROACH F25 CAT I WET RUNWAY
LANDING WEIGHT (KG) CODE
-10
–5
0
10
20
0
10
20
–10.0
14747 2
16501 2
18300 1
18300 1
18300 1
15217 2
16458 2
17667 2
0.0
14747 2
16501 2
18300 1
18300 1
18300 1
15217 2
16458 2
17667 2
5.0
14747 2
16501 2
18300 1
18300 1
18300 1
15217 2
16458 2
17667 2
10.0
14747 2
16501 2
18300 1
18300 1
18300 1
15217 2
16458 2
17667 2
15.0
14747 2
16501 2
18300 1
18300 1
18300 1
15217 2
16458 2
17667 2
20.0
14747 2
16501 2
18300 1
18300 1
18300 1
15217 2
16458 2
17667 2
(DC) -
–10
–5
CAUTION 1. FOS results must be verified against the Airplane Flight Manual performance data. In case of any discrepancy, the AFM performance data shall prevail. 2. It is the Operator's responsibility to update this chart in case of any change in runway or obstacle characteristics or in case of amendment of the AFM performance data. Example 1 :
Wind : 10 kt Wet runway Temperature : 15 °C The maximum landing weight (Regulatory Landing Weight) is 16 458 kg because of the runway limitations
ATR 42 Model : 400/500
ONE ENGINE INOPERATIVE
3.09.01 P1
GENERAL
001 MAY 98
AA
En route single engine performance have to be considered at two levels : - FLIGHT PREPARATION Net performance are used (1.1 % penalty) The method, the net ceilings, the down hill rules (DHR) and the net flight paths associated to a 200 kt IAS descent are given in part 3.09.02. - IN FLIGHT Gross performance are used (real performance without penalties) The procedure is given in part 3.09.03 depending if obstacle problem exists or not. If both cases, operative engine is at MCT power (NP = 100 %). Air conditioning is ON above 10000 ft, OFF below. Both atmospheric conditions are considered : D NORMAL CONDITIONS Drift down descent tables 200 kt IAS descent Cruise 1 engine tables Holding 1 engine
: : : :
3.09.10 3.09.16 3.09.20 3.09.30
D ICING CONDITIONS Drift down descent tables 200 kt IAS descent Cruise 1 engine tables Holding 1 engine
: : : :
3.09.15 3.09.17 3.09.25 3.09.35
R Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible R moisture in any form is present (clouds, fog with visibility of less than one mile, rain, R snow, sleet and ice crystals). Note : All performance data given for ICING CONDITIONS derive from flight tests measurements performed with ICE SHAPES representative of the worst icing cases considered by certification and applicable losses of propeller efficiency. Because of the variability of real icing, performance published for icing conditions must be regarded as operational information only.
ATR 42 Model : 400/500
ONE ENGINE INOPERATIVE
3.09.02 P2
FLIGHT PREPARATION
001 NOV 00
AA
R NET CEILING METHODOLOGY R According to the atmospheric conditions of the day, refer to the normal condition graph (page 3) or to the icing condition graph (page 4). R Atmospheric Normal conditions (page 3) R For a given weight and temperature, read the value of the ceiling. R Atmospheric Icing conditions (page 4) R For a given weight and temperature, read the ceiling value in icing conditions ; R .IF the corresponding OAT is lower than 5°C : R ⇒ keep the value as the icing conditions ceiling R .IF the corresponding OAT is greater than 5°C : 1 Read the transition altitude (Zt) from normal to icing conditions (intersection R R between OAT = 5°C line and the line of the considered ISA) 2 Using the normal conditions graph, read the ceiling Zcn corresponding to the R R considered weight temperature ⇒ The ceiling in icing conditions is : min {Zt ; Zcn} R R DOWN HILL RULES (DHR) R Single engine net ceiling being computed, the DHR graphs (page 6 and 7) give net R descent flight path down to this ceiling with the LO BANK speed VMLB associated to the R day conditions (flaps 0 in normal conditions or flaps 15 in icing conditions). R A complete DHR example is given in page 5.
ATR 42 Model : 500
3.09.02
ONE ENGINE INOPERATIVE P3
001
FLIGHT PREPARATION
OCT 08
NET CEILING Considering the atmospheric conditions of the day, read your net ceiling on one of the two following graphs : D NORMAL CONDITIONS - FLAPS 0 ISA ISA - 10 ISA - 20
Zp(nc) (1000 FT)
ISA + 10
TO USE THIS GRAPH, REFER TO THE EXAMPLE GIVEN IN PAGE 4
24 ISA + 20
ISA ( oC) in DASHED LINE OAT ( oC) in CONTINUOUS LINE
ISA + 30 22
ISA + 40 20
18
16
OAT = - 40oC
OAT = - 30oC 14 OAT = - 20oC OAT = - 10oC 12
FCOM 42--500--3--09--02--002--001
OAT = 0oC
10
AIR CONDITIONING ON
OAT = + 10oC
AIR CONDITIONING OFF
OAT = + 20oC 8 OAT = + 30oC 6 12
13
14
15
16
17
18
19
WEIGHT (x 1000 KG)
Examples : 1 Weight = 15000 kg ; ISA + 20 ⇒ Net Ceiling : Zp(nc) = 16600 ft 2 Weight = 16500 kg ; OAT = 30°C ⇒ Net Ceiling : Zp(nc) = 18100 ft R
ATR 42 Model : 500
3.09.02
ONE ENGINE INOPERATIVE P4
200
FLIGHT PREPARATION
APR 08
AA
D NET CEILING IN ICING CONDITIONS - FLAPS 15 ISA - 10 ISA - 20
Zp(ic) (1000 FT)
ISA
TO USE THIS GRAPH, REFER TO THE EXAMPLE GIVEN IN PAGE 4
24 ISA + 10
22
20
ISA ( oC) in DASHED LINE OAT ( oC) in CONTINUOUS LINE
ISA + 20
ISA + 30
ISA + 40 18
16 Zp(OAT 5)
OAT = - 40oC
14
OAT = - 30oC OAT = - 20oC
FCOM 42--500--3--09--02--003--200
12
10
OAT = - 10oC OAT = 0oC
AIR CONDITIONING ON
OAT = + 5oC
AIR CONDITIONING OFF
OAT = + 15oC
8 OAT = + 25oC
6 12
13
14
15
16
17
18
WEIGHT (x 1000 KG)
Examples : 1 Weight = 16500 kg ; OAT = - 30°C ⇒ Net Ceiling : Zp(ic) = 16800 ft 2 Weight = 16500 kg ; ISA + 20°C ⇒ The corresponding OAT is greater than 5°C, so refer to the Normal Conditions graph (page 2). For 16500 kg and ISA + 20°C, the Net Ceiling is : Zp(nc) = 13600 ft. Transition altitude from Icing to Normal Conditions for ISA + 20°C (intersection between ISA + 20°C line and OAT = 5°C line) : Zp(OAT 5) = 15200 ft. Mod : 4372 + 4540
ATR 42 Model : 500
ONE ENGINE INOPERATIVE
3.09.02 P5
FLIGHT PREPARATION
200 NOV 00
AA
R DHR EXAMPLES IN ICING CONDITIONS R R R R R R
In Icing Conditions, two kinds of DHR have to be considered : - The level off net ceiling corresponds to an OAT less than 5°C : all the descent is performed in Icing Conditions (Example 1 ) - The level off net ceiling corresponds to an OAT greater than 5°C : the descent is performed in Icing Conditions until OAT = 5°C, and in Normal Conditions for OAT greater than 5°C (Examples 2 and 3 )
R R R R R
1 Initial parameters at engine failure : 25000 ft ; Icing Conditions ; 16500 kg ; OAT = -30°C ; No wind ⇒ Read the net ceiling on the Icing Conditions graph (page 4) : Zp(ic) = 16800 ft. The height above the ceiling is : 25000 - 16800 = 8200 ft. ⇒ Refering to page 7, the distance to reach the ceiling of 16800 ft is : 220 - 45 = 175 NM.
R R R R R R R R R R R R R R
Initial parameters at engine failure : 25000 ft ; Icing Conditions ; 16500 kg ; ISA + 20°C ; No wind ⇒ Refering to the Icing Conditions graph (page 4), for 16500 kg and ISA+20, the associated OAT is greater than 5°C, so read on this graph : - The Icing Conditions fictitious Net Ceiling, i.e. : Zp(ic) = 12000 ft ; - The transition altitude from Icing to Normal Conditions for ISA+20°C (intersection between ISA+20°C line and OAT = 5°C line) : Zp(OAT 5) = 15200 ft. ⇒ The level off net ceiling is read on the Normal Conditions graph (page 3) : Zp(nc) = 13600 ft. a) Determine the distance covered in Icing Conditions using the graph page 7 : D(ic) = d(25000-12000) - d(15200-12000) = d(13000) - d(3200) = 203 - 122 = 81 NM ; b) Determine the distance covered in Normal Conditions using the graph page 6 : D(nc) = d(15200-13600) = d(1600) = 210 - 115 = 105 NM ; c) The total distance to reach the ceiling of 13600 ft is : D = D(ic) + D(nc) = 81 + 105 = 186 NM
R R R R R R R R R R R
3 Same example than 2 , but with weight = 15500 kg : ⇒ Refering to the Icing Conditions graph (page 4), for 15500 kg and ISA+20, the associated OAT is greater than 5°C. So, read on this graph the transition altitude from Icing to Normal Conditions for ISA+20°C : Zp(OAT 5) = 15200 ft. ⇒ On the Normal Conditions graph (page 3), you read a net ceiling Zp(nc) = 15500 ft that is higher than Zp(OAT 5) = 15200 ft. So, you must keep as level off net ceiling Zp(OAT 5) = 15200 ft, the aircraft being set to the Normal Condition configuration (Flaps 0°, Anti/De-icing Off). It is prohibited to go up to Zp(nc). ⇒ The total distance to reach the ceiling of 15200 ft is determined using the graph page 7 : D = D(ic) + d(25000 - 15200) = d(9800) = 220 - 32 = 188 NM.
2
R CORRECTIONS ON GEOMETRICAL ALTITUDE R To take into account the actual atmospheric conditions (pressure, temperature), refer to the operating data 3.01 chapter. Mod : 4372 + 4540
ATR 42 Model : 500
3.09.02
ONE ENGINE INOPERATIVE P6 FLIGHT PREPARATION
001 APR 08
AA
DOWN HILL RULE - NORMAL CONDITIONS - FLAPS 0
Examples : Height above ceiling = 5000 ft No wind Distance to reach the ceiling = 220 - 55 = 165 Nm Height above ceiling = 8000 ft Wind = - 80 kt (headwind) Distance to reach the ceiling = 120 - 20 = 100 Nm.
ATR 42 Model : 500
3.09.02
ONE ENGINE INOPERATIVE P7 FLIGHT PREPARATION
001 APR 08
AA
DOWN HILL RULE - ICING CONDITIONS - FLAPS 15
Examples : Height above ceiling = 5500 ft No wind Distance to reach the ceiling = 220 - 65 = 155 Nm Height above ceiling = 4500 ft Wind = 80 kt (tailwind) Distance to reach the ceiling = 330 - 110 = 220 Nm ATR 42 Model : 500
P8 APR 08
P8
P9 APR 08
ONE ENGINE INOPERATIVE PROCEDURE IN FLIGHT
3.09.03 P1
001 MAY 98
AA
PROCEDURE J
If obstacle problem exists
In order to maintain the highest level possible, the drift down procedure should be used : D MCT on operative engine R D Action related to decision points D Deceleration in flight level down to drift down speed which then will be maintained (IAS mode) - In normal conditions VMLB0 - In icing conditions VMLB15 (flaps 15 will be selected when below VFE) D LO BANK mode selection - If, having reached drift down ceiling altitude, obstacle problem persists, the drift down procedure is continued to make an ascending cruise. - If, after drift down, obstacles are cleared, the subsequent cruise will be performed using MCT thrust on the remaining engine and the 1 engine cruise tables. When possible FL 70/80 is recommended in order to optimize the cruise speed. Note : A special attention should be paid to the fuel unbalance. It is recommended to balance the tanks using the fuel crossfeed when the dissymmetry reaches 100 kg (or 200 lbs).
R R R
ATR 42 Model : 400/500
ONE ENGINE INOPERATIVE PROCEDURE IN FLIGHT
3.09.03 P2
001 MAY 98
AA
J
If no obstacle problem exists
Drift down procedure is not necessary. A descent at maximum continuous power will be performed at 200 kt IAS. When the vertical speed slows down to 500ft/mn maintain this value by increasing the speed. Aircraft will be levelled when reaching the chosen cruise altitude. R When possible, FL 70/80 is recommended in order to optimize the speed. Use 200 kt IAS descent tables (3.09.16 or 17) and 1 engine cruise tables (3.09.20 or 25).
R R
Note : A special attention should be paid to the fuel unbalance. It is recommended to balance the tanks using the fuel crossfeed when the dissymmetry reaches 100 kg (or 200 lbs).
ATR 42 Model : 400/500
ONE ENGINE INOPERATIVE PROCEDURE
3.09.03 P3
IN FLIGHT
001 NOV 98
AA
DRIFT DOWN DESCENT TABLES METHOD OF USE Choose in the next pages, the table corresponding to atmospheric conditions (normal or icing, ∆ ISA). R Select aircraft weight and flight level when failure occurs. R Example : 18000 kg, FL 230 : INIT. GW (1000 KG)
18.0
INITIAL FLIGHT LEVEL
200
210
220
230
240
250
65 22.0 120 40.4 144 48.1 161 53.5 175 58.0 185 61.3 134 138 134 249 134 294 134 324 135 349 135 366 19600 19800 19800 19900 19900 20000
R Values to be used as example only. Table gives drift down ceiling (19900 ft) and air distance to cover to reach this altitude (161 Nm). It is also possible to determine air distance to cover to reach an intermediate level. From FL 230 down to FL 200, Air Dist = 161 - 65 = 96 Nm The ground distance corresponding to the air distance according to the wind value is given in the chart hereafter : Air Distance Nm 10 20 30 40 50 60 70 80 90 100
Wind (kt) -80
-40
0
40
80
5 11 16 21 26 32 37 42 48 53
8 15 23 31 38 46 54 61 69 76
10 20 30 40 50 60 70 80 90 100
12 25 37 49 62 74 86 99 111 124
15 29 44 59 74 88 103 118 132 147
R COMPUTATION ASSUMPTIONS IN ICING CONDITIONS R The drift down tables are computed with flaps 15° and ice accretion above icing altitude R (TAT ≤ 7°C) and with flaps 0° without ice accretion below icing altitude (TAT > 7°C). R
ATR 42 Model : 400/500
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
3.09.17
ONE ENGINE INOPERATIVE ICING 200 KT IAS DESCENT
P3
001
IN FLIGHT
APR 08
AA
DESCENT 1 ENGINE 200KT(IAS) THEN VZ = 500 FT/MN AIR COND FLOW NORM 1 ENGINE AT MCT (NP=100%) FLAPS 0
ICING CONDITIONS ISA + 10
WEIGHT (1000KG) FL
250 230 210 190 170 150 130 110 90 80 70
12 24 100 22 94 21 87 19 79 17 71 15 61 12 48 8 33 4 16 2 8 0 0
175 65 168 69 160 72 149 76 136 80 120 85 98 90 68 95 34 100 17 100 0 100
13 24 103 23 97 21 89 20 81 17 72 15 61 12 48 8 33 4 16 2 8 0 0
180 65 172 69 163 72 152 76 138 80 121 85 98 90 68 95 34 100 17 100 0 100
14 25 106 23 99 22 91 20 82 18 73 15 62 12 49 8 33 4 16 2 8 0 0
183 65 175 69 166 72 154 76 140 80 122 85 99 90 68 95 34 100 17 100 0 100
15 25 107 23 99 22 91 20 83 18 73 15 62 12 49 8 33 4 16 2 8 0 0
184 65 176 69 166 72 154 76 140 80 122 85 99 90 68 95 34 100 17 100 0 100
16 25 107 24 100 22 92 20 83 18 73 15 62 12 48 8 33 4 16 2 8 0 0
FROM START OF DESCENT TIME (MIN) FROM START OF DESCENT DIST (NM)
185 65 176 69 166 72 154 76 140 80 122 85 98 90 68 95 34 100 17 100 0 100
17 25 107 24 100 22 91 20 82 18 72 15 61 12 48 8 33 4 16 2 8 0 0
185 65 176 69 166 72 154 76 139 80 121 85 98 90 68 95 34 100 17 100 0 100
18 25 107 23 99 22 91 20 82 17 72 15 61 12 48 8 32 4 16 2 8 0 0
184 65 176 69 165 72 153 76 138 80 120 85 98 90 68 95 34 100 17 100 0 100
18.5 25 107 23 99 22 91 20 82 17 72 15 61 12 48 8 32 4 16 2 8 0 0
184 65 175 69 165 72 153 76 138 80 120 85 97 90 68 95 34 100 17 100 0 100
FUEL (KG) TORQUE (%)
ATR 42 Model : 500
3.09.17
ONE ENGINE INOPERATIVE ICING 200 KT IAS DESCENT
P4
001
IN FLIGHT
APR 08
AA
DESCENT 1 ENGINE 200KT(IAS) THEN VZ = 500 FT/MN AIR COND FLOW NORM 1 ENGINE AT MCT (NP=100%) FLAPS 0
ICING CONDITIONS ISA + 20
WEIGHT (1000KG) FL
250 230 210 190 170 150 130 110 90 80 70
12
13
14
15
16
23 164 24 168 24 172 25 173 25 174 99 61 102 61 104 61 106 61 106 61 22 158 22 161 23 164 23 166 23 166 93 64 95 64 98 64 99 64 99 64 20 150 21 153 21 156 22 157 22 158 86 68 88 68 90 68 91 68 91 68 19 141 19 144 20 146 20 147 20 147 79 72 81 72 82 72 83 72 83 72 17 130 17 132 18 134 18 134 18 134 71 76 72 76 73 76 74 76 74 76 15 116 15 117 15 118 15 118 15 118 62 80 63 80 63 80 63 80 63 80 12 94 12 94 12 94 12 94 12 94 48 84 49 84 49 84 49 84 49 84 8 64 8 64 8 64 8 64 8 64 32 88 32 88 32 88 32 88 32 88 4 33 4 33 4 33 4 33 4 33 16 92 16 92 16 92 16 92 16 92 2 17 2 17 2 17 2 17 2 17 8 94 8 94 8 94 8 94 8 94 0 0 0 0 0 0 0 0 0 0 0 95 0 96 0 96 0 96 0 96 FROM START OF DESCENT TIME (MIN) FROM START OF DESCENT DIST (NM)
17 25 107 23 99 22 91 20 83 18 73 15 63 12 49 8 32 4 16 2 8 0 0
175 61 167 64 158 68 147 72 134 76 118 80 94 84 64 88 33 92 17 94 0 96
18
18.5
25 175 25 107 61 107 23 167 23 99 64 99 22 157 22 91 68 91 20 146 20 82 72 82 18 133 18 73 76 73 15 117 15 62 80 62 12 94 12 48 84 48 8 64 8 32 88 32 4 33 4 16 92 16 2 17 2 8 94 8 0 0 0 0 95 0 FUEL (KG) TORQUE (%)
175 61 167 64 157 68 146 72 133 76 117 80 94 84 64 88 33 92 17 94 0 95
ATR 42 Model : 500
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
3.09.30
ONE ENGINE INOPERATIVE NORMAL HOLDING 1 ENGINE
P1
IN FLIGHT
200 APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING ISA FLAPS 0 AIR COND FLOW: NORM ANTI/DE ICING: OFF WEIGHT (1000KG)
12 0 12.0 13 0 13.0 14 0 14.0 15 0 15.0 16 0 16.0 17 0 17.0 17 5 17.5 18 0 18.0 18 6 18.6
MCT (NP=100%) FLIGHT LEVEL
20 42.6 319 132 46.9 336 138 51.5 352 143 56.4 370 148 61.4 387 153 66.4 407 158 69.0 417 160 71.4 427 162 74.4 439 165
40 43.1 310 132 47.7 327 138 52.5 344 143 57.5 361 148 62.5 381 153 67.5 401 158 70.0 412 160 72.7 423 162 76.0 436 165
60 43.7 301 132 48.6 318 138 53.5 336 143 58.5 356 148 63.5 376 153 68.7 397 158 71.5 408 160 74.3 419 162 77.7 433 165
80 44.6 293 132 49.5 311 138 54.5 331 143 59.5 351 148 64.7 372 153 70.2 394 158 73.1 405 160 75.9 416 162 79.4 430 165
120 46.4 282 133 51.4 302 138 56.4 322 143 62.0 344 148 67.6 366 153 73.7 389 158 77.0 402 160 80.2 416 162 84.2 432 165
TQ KG/H/ENG IAS
Mod. : 4372 + 4540
ATR 42 Model : 500
3.09.30
ONE ENGINE INOPERATIVE NORMAL HOLDING 1 ENGINE
P2
IN FLIGHT
200 APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING ISA FLAPS 0 AIR COND FLOW: NORM ANTI/DE ICING: OFF WEIGHT (1000KG)
12 0 12.0 13 0 13.0 14 0 14.0 15 0 15.0 16 0 16.0 17 0 17.0 17 5 17.5 18 0 18.0 18 6 18.6
MCT (NP=100%) FLIGHT LEVEL
140 47.2 278 133 52.2 298 138 57.7 319 144 63.4 341 149 69.5 364 154 76.0 391 158 79.4 406 161 82.8 421 163 87.0 441 166
150 47.6 276 133 52.8 296 138 58.4 318 144 64.2 340 149 70.6 366 154 77.3 394 158 80.7 410 161 84.2 427 163
160 48.0 274 133 53.4 295 138 59.1 317 144 65.1 340 149 71.7 368 154 78.5 398 158 82.0 415 161
180 49.1 271 133 54.7 292 138 60.7 316 144 67.3 344 149 74.1 375 154
200 50.3 268 133 56.2 291 138 62.8 320 144 69.6 351 149
TQ KG/H/ENG IAS
Mod. : 4372 + 4540
ATR 42 Model : 500
3.09.35
ONE ENGINE INOPERATIVE ICING HOLDING 1 ENGINE
P1
IN FLIGHT
200 APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING ISA FLAPS 0 AIR COND FLOW: NORM ANTI/DE ICING: ON WEIGHT (1000KG)
12 0 12.0 13 0 13.0 14 0 14.0 15 0 15.0 16 0 16.0 17 0 17.0 17 5 17.5 18 0 18.0 18 6 18.6
20 42.6 319 132 46.9 336 138 51.5 352 143 56.4 370 148 61.4 387 153 66.4 407 158 69.0 417 160 71.4 427 162 74.4 439 165
MCT (NP=100%) 40 43.1 310 132 47.7 327 138 52.5 344 143 57.5 361 148 62.5 381 153 67.5 401 158 70.0 412 160 72.7 423 162 76.0 436 165
FLIGHT LEVEL 60 48.2 316 132 53.4 336 138 58.8 356 143 64.3 378 148 70.1 402 153 76.0 425 158 79.1 437 160 82.1 450 162 85.9 465 165
80 49.1 309 132 54.4 330 138 59.9 351 143 65.7 375 148 71.6 398 153 77.6 423 158 80.8 435 160 84.1 448 162 88.4 465 165
120 50.9 299 133 56.6 322 138 62.4 345 143 68.5 369 148 75.1 395 153 82.2 424 158 86.0 441 160 89.7 457 162
TQ KG/H/ENG IAS
Mod. : 4372 + 4540
ATR 42 Model : 500
3.09.35
ONE ENGINE INOPERATIVE ICING HOLDING 1 ENGINE
P2
IN FLIGHT
200 APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING ISA FLAPS 0 AIR COND FLOW: NORM ANTI/DE ICING: ON WEIGHT (1000KG)
12 0 12.0 13 0 13.0 14 0 14.0 15 0 15.0 16 0 16.0 17 0 17.0
140 51.9 296 133 57.8 319 138 63.8 343 144 70.3 369 149 77.6 399 154 85.0 432 158
MCT (NP=100%) 150 52.5 294 133 58.4 318 138 64.6 341 144 71.5 370 149 78.9 402 154
FLIGHT LEVEL 160 53.1 293 133 59.1 316 138 65.5 342 144 72.8 373 149 80.2 407 154
180 54.3 291 133 60.6 316 138 67.8 346 144 75.3 381 149
200 55.6 290 133 62.8 320 138 70.2 355 144
17 5 17.5 18 0 18.0 18 6 18.6 TQ KG/H/ENG IAS
Mod. : 4372 + 4540
ATR 42 Model : 500
3.11.00
PROCEDURES AND TECHNIQUES P1
001
CONTENTS
DEC 07
AA
3.11.00
CONTENTS
3.11.01
FLIGHT WITH LANDING GEAR DOWN
3.11.02
DISPATCH WITH FLAPS RETRACTED
3.11.03
DISPATCH WITH ANTI SKID INOPERATIVE
3.11.04
DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE
3.11.05
DISPATCH WITH EEC OFF
3.11.06
DISPATCH WITH ONE AFU INOPERATIVE
3.11.07
DISPATCH WITH ONE TQ INDICATOR INOPERATIVE
3.11.08
DISPATCH WITH ATPCS OFF
3.11.09
ETOPS
3.11.10
OPERATIONS ON NARROW RUNWAYS
3.11.11
DRY UNPAVED RUNWAYS
R 3.11.12
DISPATCH WITH ONE ACW GENERATOR CHANNEL INOPERATIVE
R 3.11.13
DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE
R 3.11.14
DISPATCH WITH ONE WEEL BRAKE DEACTIVATED
R 3.11.15
FERRY FLIGHT WITH PITCH ELEVATORS DISCONNECTED
R 3.11.16
HIGH LATITUDES OPERATIONS
R 3.11.17
STEEP SLOPE APPROACH
R 3.11.18
RUNWAYS SLOPE BEYOND 2%
R 3.11.19
OPERATIONS IN CIS COUNTRIES
ATR 42 Model : 400/500
P2
DISPATCH INTRODUCTION
All dispatch cases are described in the AFM, part 7-02. Many dispatches may be taken into account using the FOS software that given accurate computation. Nevertheless, no combination of dispatches is allowed.
NOV 00
3.11.01
SPECIAL OPERATIONS P1
001
FLIGHT WITH LANDING GEAR DOWN
APR 08
AA
GENERAL Extended overwater flight is not allowed. It is necessary to take into account the increased drag to determine the take-- off weight and fuel consumption. FLIGHT IN ICING CONDITIONS IS PROHIBITED WITH GEAR DOWN The propeller speed used is 82 %. Refer to the MMEL for the operating procedures. DETERMINATION OF MAX TAKE OFF WEIGHT Penalties on performance affect the WAT ; Enter in the quick reference tables with Weight reduction 15 %. APPROACH CLIMB PERFORMANCE Decrease the basic limiting weight by 11 %. FLIGHT PLANNING Climb Climb at VmHB0 icing (1.5 VSR) with both engines at maximum climb power setting. The tables in 3.11.01 p 2 to 5 give the time, distance and fuel consumption according to take-- off weight. Cruise The maximum recommended altitude is 16000 ft. The maximum cruise speed is 165 kt. Pages 3.11.01 p 6 to 9 give cruise tables at this maximum speed. Obviously, the ceiling on one engine may be a limiting factor, and the choice of the route should reflect this concern. Engine failure The weight penalty on single engine ceiling computation is 15 %, consequently decrease the single engine ceiling by : ACTUAL WEIGHT KG (lb)
ISA - 10
ISA
ISA + 10
ISA + 20
18 600 (41005)
- 22 %
- 23 %
- 27 %
- 31 %
17 500 (38580)
- 18 %
- 20 %
- 22 %
- 24 %
16 500 (36375) and below
- 17 %
- 19 %
- 21 %
- 22 %
Holding Page 3.11.01 p. 10 gives the holding parameters.
R
ATR 42 Model : 500
3.11.01
SPECIAL OPERATIONS P2 FLIGHT WITH LANDING GEAR DOWN
200 APR 08
AA
R Mod : 4372 + 4540
ATR 42 Model : 500
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
SPECIAL OPERATIONS
3.11.02 P1
DISPATCH WITH FLAPS RETRACTED
001 MAY 98
AA
R S Refer to the AFM supplements (7.02.03), or use the FOS.
ATR 42 Model : 400/500
APR 08
R
APR 08
R
SPECIAL OPERATIONS
3.11.07 P1
DISPATCH WITH ONE TQ INDICATOR INOPERATIVE
001 NOV 98
AA
R S Refer to the AFM Supplements (7.02.09), or use the FOS.
ATR 42 Model : 400/500
APR 08
R
SPECIAL OPERATIONS
3.11.10 P1
OPERATION ON NARROW RUNWAYS
001 NOV 97
AA
NOT APPLICABLE
ATR 42 Model : 400/500
3.11.12
SPECIAL OPERATIONS DISPATCH WITH ONE ACW GENERATOR CHANNEL INOPERATIVE AA
D Refer to AFM 7_02.01
P1
001 DEC 07
3.11.13
SPECIAL OPERATIONS DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE AA
D Refer to AFM 7_02.02
P1
001 DEC 07
3.11.14
SPECIAL OPERATIONS DISPATCH WITH ONE WEEL BRAKE DEACTIVATED OR REMOVED AA
D Refer to AFM 7_02.04
P1
001 DEC 07
3.11.15
SPECIAL OPERATIONS FERRY FLIGHT WITH PITCH ELEVATORS DISCONNECTED AA
D Refer to AFM 7_02.12
P1
001 DEC 07
3.11.16
SPECIAL OPERATIONS P1 HIGH LATITUDES OPERATIONS AA
D Refer to AFM 7_01.18
001 DEC 07
3.11.17
SPECIAL OPERATIONS P1 STEEP SLOPE APPROACH AA
D Refer to AFM 7_01.05
001 DEC 07
3.11.18
SPECIAL OPERATIONS P1 RUNWAYS SLOPE BEYOND 2% AA
D Refer to AFM 7_01.10
001 DEC 07
3.11.19
SPECIAL OPERATIONS P1 OPERATIONS IN CIS COUNTRIES AA
D Refer to AFM 7_09
001 DEC 07
OPERATIONS ENGINEERING BULLETINS
3.12.00 P1
CONTENTS
001 DEC 05
AA
3.12.00
C0NTENTS
3.12.10
GENERAL DESCRIPTION
R 3.12.20
LIST OF O.E.B.
ATR 42 Model : 400/500
OPERATIONS ENGINEERING BULLETINS
3.12.10 P1
GENERAL DESCRIPTION
001 DEC 05
AA
R Operations Engineering Bulletins, OEB, are issued by ATR, under supervision of Flight Test Department, as the need arises to transmit in advance technical or procedural information before technical solutions is developped and implemented.ALL OEB are R distributed to ALL FCOM holders.Information in OEB is responsibility of ATR in the same manner as the whole FCOM, and may not be approved by Airworthiness Authorities at the R time of release.In case of conflict with the certified Flight Manual, the latter will R supersede.When an operator implements a modification cancelling an OEB, this operator may not take into account this OEB anymore for the concerned aircraft.
ATR 42 Model : 400/500
3.12.20
OPERATIONS ENGINEERING BULLETINS P1
001
LIST OF EFFECTIVE O.E.B.
DEC 07
AA
O.E.B. No/ISSUE 01/01
R
DATE
SUBJECT
VALIDITY
21 SEP 95
(on ground) propeller brake CANCELLED by Mod 4506 and engine shut off procedure
02/01
DEC 95
ICE SHED selection on PWR MGT rotactor
ATR 42-- 400 487 and 491 CANCELLED by mod 4489
03/01
JUN 97
GNSS HT 1000 operation
CANCELLED by mod 4885
04/01
OCT 97
VHF INTERFERENCES ON GNSS HT 1000
CANCELLED by mod 4885
05/01
DEC 98
KLN 90B GPS operation
07/01
MAR 05
PEC OFF Operations
All aircraft fitted with mod 4890 or 5022 Pending Modification 4883 application (or SB ATR42-- 73-- 0007)
08/01
MAR 05
STATIC INVERTER DOUBLE Pending Modification 5544 LOSS application
09/01
JAN 07
COCKPIT VOICE RECORDER
All aircraft fitted with mod 5736
ATR 42 Model : 400/500
OPERATIONS ENGINEERING BULLETINS
3.12.21
O.E.B. N° 1 DESCRIPTION
P1 001 Issued by SEP 95 BTV/PN
AA
SUBJECT : (ON GROUND) PROPELLER BRAKE AND ENGINE SHUT-OFF PROCEDURE 1 - Reason for issue A quick engine shut-off or propeller brake application after the propeller feathering may induce an undue PEC FAULT warning. 2 - Background information If the engine is shut-off or the propeller brake applied too early after the propeller feathering, the subsequent oil pressure loss does not allow the propeller blades to reach the correct feather pitch angle. This will induce a discrepancy detection by the PEC internal monitoring, thus causing an undue PEC FAULT warning. 3 - ATR action ATR WILL ISSUE A MODIFICATION TO ELIMINATE THIS PROBLEM, NO LATER THAN MAR 96. 4 - Procedure Before shutting off an engine or applying the propeller brake, allow a 30 seconds minimum delay after the feathering action.
Validity : All ATR 42 model 500 until further notice ATR 42 Model : 500
OPERATIONS ENGINEERING BULLETINS
3.12.27 P1
O.E.B. N° 7 DESCRIPTION AA
001
Issued by DO/TV
DEC 05
SUBJECT : PEC OFF operations 1. REASON FOR ISSUE In the PEC OFF condition, if the NP becomes inferior to 77% at idle power, the engine eventually will not spool up when advancing the power lever. 2. BACKGROUND Np < 77% at idle power is never reached at normal operating speeds, therefore this problem could only be met in training flights during stall exercices or touch and go maneuvers. 3. ATR ACTION Implementation of modification 4883 or SB ATR42-- 73-- 0007 cancels this OEB. 4. PROCEDURES - Flight at airspeeds inferior to 90kt is prohibited in the PEC OFF condition - Training : In the PEC OFF condition touch and go and stall maneuvers are prohibited.
Validity : For model 42-- 500
Eng : PW127E
ATR42 Model : 500
OPERATIONS ENGINEERING BULLETINS
3.12.28 P1
O.E.B. N° 8 DESCRIPTION AA
001
Issued by DO/TV
DEC 05
SUBJECT : STATIC INVERTER DOUBLE LOSS 1 - Reason for issue Warning to crew before modification application. 2 - Applicability All aircraft not fitted with modification 5544. 3 - Background information In flight it is difficult to identify which bus is in short-- circuit. Considering also the particular pilot workload following system failure and that several circuit breakers must be opened for the faulty unit isolation. 4 - ATR action A modification is already defined and must be applied for OEB cancellation. 5 - Procedures Note : ATR recommend application of SB ATR42-- 24-- 0055 (mod 5546) which facilitates identification of involved C/B by means of orange caps. STATIC INVERTER DOUBLE LOSS R
R
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON) C/B 3XA INV1 127VU position AB3 . . . . . . . . . . . . RESET C/B 10XA INV2 124VU position AB4 . . . . . . . . . . . . RESET KEEP FLYING WITH BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON) Q If no static inverter recovered C/B 3XD 26VAC STBY BUS 122VU position Q39 . . . . . . . . . . . OFF C/B 4XD 115VAC STBY BUS 122VU position Q40 . . . . . . . . . . . OFF C/B 3XA INV1 127VU position AB3 . . . . . . . . . RESET C/B 10XA INV2 124VU position AB4 . . . . . . . . . RESET BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (ISOL light OFF)
Validity : pending application of modification 5544 or SB ATR42-- 24-- 0056
ATR 42 Model : 400/500
3.12.29
OPERATIONS ENGINEERING BULLETINS P1 O.E.B. N° 9 DESCRIPTION AA
001
Issued by DO/TV
DEC 07
SUBJECT : COCKPIT VOICE RECORDER 1 - Reason for issue In some phases, the voices recorded in the cockpit by the area microphone are lacking clearness. 2 - ATR action An improvement in the cockpit area microphone has been requested to the manufacturer, and is expected not later than 2008. 3 - Procedures In the meanwhile boomsets should be used by the crew on ground and in flight below FL 100.
Validity : All aircraft fitted with Mod 5736
Mod : 5736
ATR 42 Model : 500
