atr minidoc

8/19/2019 ATR Minidoc

http://slidepdf.com/reader/full/atr-minidoc 1/135



ATR 72Inhalt

1.0 Inhaltsverzeichnis

1.00 QUICK REFERENCE……………………………………….…..…......1.1.1 Panel……………………………...………………………… 011.1.2 Bugs Policy……………………………………….………… 10

1.1.3 Speed Definitions.………...…….…..…………………….. 111.1.4 Radio Communication Failure ……..…….……………… 13

1.1.5 Emergency..………………………………….………..…… 14 2.00 LIMITATIONS…………………………………………………...…... …

1.2.1 General ………………………...............………………….. 173.01 MFC…………….………………………………..…………………… …3.02 CCAS………………………………………………...….……………. …

3.03 AIR…………………………………………………..……………..…. …

3.3.1 General……………………………………….…………….. 033.3.2 Pneumatic System…………………………..…………….. 03

3.3.4 Air Conditioning……………………………………………. 033.3.5 Flow Control………………………………………………… 03

3.3.6 Pressurization……………………………….……………… 033.3.7 Ventilation………………………………………..…………. 03

3.04 AFCS………………..………………………………………………... …

3.4.1 General……………………………………….…………….. 033.4.2 FD / AP.……………………………………….…………….. 03

3.4.3 TCS……………………………………….…………..…….. 033.05 COMMUNICATIONS………………………………………………... …

3.06 ELECTRICAL SYSTEM……………………………………………. …3.6.1 DC Power…………………………………………………… 033.6.2 AC Power…………………………………………………… 03

3.07 EMERGENCY EQUIPMENT……………………………………….. …3.7.1 General..……………………………………………………. 033.7.2 Safety Equipment………………………………………….. 03

3.7.2 Oxygen System……………………………………………. 033.08 FIRE PROTECTION………………………………………………… …

3.8.1 General……………………….…………………………….. 033.8.2 Engine Extinguishing System…………………………….. 03

3.09 FLIGHT CONTROLS……………………………………….………..…

3.9.1 General……………………………………………………… 033.9.2 Pitch…………………………………………………………. 033.9.3 Yaw………………………………………………………….. 033.9.4 Flaps………………………………………………………… 033.9.5 Air Data System……………………………………………. 03

3.9.6 AHRS……::………………………………………………… 033.9.7 EFIS………………………………………………………… 03

3.10 FLIGHT INSTRUMENTS………………………………………………3.11 FUEL SYSTEM…………………………………………………….……

3.11.1 Tanks…….………………………………………………... 03

3.11.2 General…..………………………………………………... 033.12 HYDRAULIC SYSTEM………………………………………….….. …



ATR 72Inhalt

3.13 ICE RAIN PROTECTION……………………………………….…... …

3.13.1 Quick - Reference………..…………………………………. 033.13.2 General……………………………….………………………. 03

3.13.3 Engine and Wing Protection…….………………………….. 03 3.14 LANDING GEAR………………………………………………….…. …

3.14.1 Nose Wheel Steering…………….………………………….. 03

3.15.2 Brakes Anti Skid…………….……………………………….. 033.15 NAVIGATION SYSTEM…………………………………………….. …

3.16 POWER PLANT……………………………………………..………. …4.00 FLOW….……………………………………………………………… …5.00 LOW VISIBILITY OPERATION.…………………………………… …

5.1.1 General………………….…………………………………….. 035.1.2 OCA / OCH…………….…………………………………….. 03

5.1.3 Visual aids……………….…………………………………….. 03

5.1.4 Non Visual aids………….…….……….…………………….. 035.1.5 Type part ATR………….…………………………………….. 03

6.00 PROCEDURES & TECHNIQUES……………………………….……7.00 FORMEL……………………………………………………………… …



1.00

QUICK REFERENCE



QUICK – REFERENCEOPERATING DATA




RTO = 105 % Transient:5 min 10 Minuten < 105 %

TO = 92,0 % 20 Seconds < 125 % 5 min 20 Minutes = Not App.

MCT = 90,0 %None

RTO = 101 % Transient :10 min 20 Seconds = 110 %

TO = 101 %

5 min .MCT = 101 %None

RTO = 816 °C Transient:10 min 20 Seconds = 850 °C

TO = 785 °C Starting: 5 min 5 Seconds = 950 °C

MCT = 785 °CNone

RTO = 100 % Transient :10 min 20 Seconds = 102 %

TO = Chart 5 min .

MCT = 100 %None

Oil Pressure: Oil Temperature:RTO = 55 – 65 psi RTO = 0 - 115 °CTO = 55 – 65 psi TO = 0 - 115 °CMCT = 55 – 65 psi MCT = 0 - 115 °C



QUICK – REFERENCEBUGS POLICY

TAKE - OFF

FLIGHT

APPROACH AND LANDING



QUICK – REFERENCESPEED DEFINITIONS

DEFINITIONS

VS Minimum 1 g stalling speed tor a specified configuration. lt is a function of the aircraft

weight

VMCG Minimum control speed on ground from which a sudden failure of the critical engine can becontrolled by use of primary flight controls only. The other engine being set at RTO power.

V1 Speed at which the pilot can make the decision following failure of critical engine:

• Either to continue take-off

• Or to stop the aircraft

VR Speed at which rotation is initiated to reach V2 at 35 ft height

V2 Take off safety speed reached before 35 ft height with one engine failed and providing notless than the minimum second segment gradient (2,4 %).

VMCA Minimum control speed in flight at which aircraft can be controlled with 5° bank, in case of

failure of the critical engine the other being set at RTO power (take off flaps setting and

gear retracted).

VFE Maximum speed tor each flaps configuration

VMCL Minimum flight speed at which aircraft can be controlled with 5° bank in case of failure

of the critical engine, the other being set at GA power (Landing flaps setting, gearextended) and which provides rolling capability specified by regulations.

(Flaps 30° VMCL = 90 kts,

Flaps 15° VMCL = 94 kts).

VmLB Absolute minimum manoeuver speed (Low Bank) (= 1‚18 VS 1 G)

This speed

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

* Must be used EN ROUTE FOR OBSTACLE LIMITED CASES* Also provides the best climb gradient

In these cases, bank angle must be restricted to 15° (Low bank selected when using

AFCS).

VmHB Minimum speed used for approach (High Bank) (=1,23 VS 1 G)

In that case, bank angle must be restricted to 30° (High bank selected when using

AFCS)

VAPP Final approach speed

VAPP = VmHB + Wind Factor(Wind Factor = the highest of: 1/3 of the head wind velocity or the gust in full with a

maximum wind correction of 15 kts)

15°

0°



QUICK – REFERENCEBUG DEFINITIONS

White and Red - BUG SPEEDS

White Bug - single engine climb

- Flaps 0 normal condition- VmLB normal condition- VmHB Flaps 15 normal condition- VmLB Flaps 15 icing condition- Vy Best gradient normal condition

White Bug +10 - VmHB normal condition- VmHB Flaps 15 icing condition

- Vx Best rate normal condition

Red Bug - Flaps 0 icing condition- VmLB icing condition

- Vy Best gradient icing condition

Red Bug + 10 - VmHB icing condition

- Vx Best rate icing condition

Flaps 0 normal condition White Bug Flaps 0 icing condition Red Bug

VmLB normal condition White Bug VmLB icing condition Red Bug

VmHB normal condition White Bug + 10 VmHB icing condition Red Bug + 10

VmLB Flaps 15 icing condition White Bug

VmHB Flaps 15 normal condition White Bug VmHB Flaps 15 icing condition White Bug + 10

Vy Best gradient BugVx Best rate Bug +10



EMERGENCYRADIO COMMUNICATION

RADIO COMMUNICATION FAILURE

AS SOON AS lT IS KNOWN THAT TWO-WAY COMMUNICATION HAS FAILED, ATC SHALL

MAINTAIN SEPARATION BETWEEN THE AIRCRAFT HAVING THE COMMUNICATION FAILURE AND OTHER AIRCRAFT BASED ON THE ASSUMPTION THAT THE AIRCRAFT WILL OPERATE

IN ACCORDANCE WITH 1. OR 2..

1. VISUAL METEOROLOGICAL CONDITIONS (VMC) A. SET TRANSPONDER TO CODE 7600.B. CONTINUE TO FLY IN VMC.C. LAND AT THE NEAREST SUITABLE AERODROME.D. REPORT ITS ARRIVAL TIME BY THE MOST EXPEDTTIOUS MEANS TO THE APPROPRIATE

ATS UNIT.

2. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC)A.

SET TRANSPONDER TO CODE 7600.B. MAINTAIN FOR A PERIOD OF 7 MINUTES THE LAST ASSIGNED SPEED AND LEVEL OR

THE MINIMUM FLIGHT ALTITUDE, IF THE MINIMUM FLIGHT ALTITUDE IS HIGHER THANTHE LAST ASSIGNED LEVEL. THE PERIOD OF 7 MINUTES COMMENCES:IF OPERATING ON A ROUTE WITHOUT COMPULSORY REPORTING POINTS OR IFINSTRUCTIONS HAVE BEEN RECEIVED TO OMIT POSITION REPORTS:1. AT THE TIME THE LAST ASSIGNED LEVEL OR MINIMUM FLIGHT ALTITUDE IS

REACHED, OR2. AT THE TIME THE TRANSPONDER IS SET TO CODE 7600, WHICHEVER IS LATER.NOTE.- THE PERIOD OF 7 MINUTES IS TO ALLOW THE NECESSARY AIR TRAFFIC CONTROL AND

COORDINATION MEASURES. C. THEREAFTER, ADJUST LEVEL AND SPEED IN ACCORDANCE WITH THE FILED FLIGHT

PLAN. NOTE.- WITH REGARD TO CHANGES TO LEVELS AND SPEED, THE FILED FLIGHT PLAN, WHICH IS

THE FLIGHT PLAN AS FILED WITH AN ATS UNIT BY THE PILOT OR A DESIGNATEDREPRESENTATIVE WITHOUT ANY SUBSEQTJENT CHANGES, WILL BE USED.

D. IF BEING RADAR VECTORED OR PROCEEDING OFFSET ACCORDING TO RNAV

WITHOUT A SPECIFIED LIMIT, PROCEED IN THE MOST DIRECT MANNER POSSIBLE TOREJOIN THE CURRENT FLIGHT PLAN ROUTE NOT LATER THAN THE NEXT SIGNIFICANT

POINT, TAKING INTO CONSIDERATION THE APPLICABLE MINIMUM FLIGHT ALTITUDE.NOTE.- WITH REGARD TO THE ROUTE TO BE FLOWN OR THE TIME TO BEGIN

DESCENT TO THE ARRIVAL AERODROME, THE CURRENT FLIGHT PLAN, WHICHIS THE FLIGHT PLAN, INCLUDING CHANGES, IF ANY, BROUGHT ABOUT BY

SUBSEQUENT CLEARANCES, WILL BE USED.E. PROCEED ACCORDING TO THE CURRENT FLIGHT PLAN ROUTE TO THE APPROPRIATE

DESIGNATED NAVIGATION AID SERVING THE DESTINATION AERODROME AND, WHEN

REQUIRED TO ENSURE COMPLIANCE WITH F., HOLD OVER THIS AID UNTILCOMMENCEMENT OF DESCENT.

F. COMMENCE DESCENT FROM THE NAVIGATION AID SPECIFIED IN 2.E. AT, OR AS CLOSE

AS POSSIELE TO, THE EXPECTED APPROACH TIME LAST RECEIVED AND ACKNOWLEDGED. IF NO EXPECTED APPROACH TIME HAS BEEN RECEIVED AND ACKNOWLEDGED, HOLD OVER THIS NAVIGATION AID FOR A PERIOD OF 5 MINUTESBEFORE COMMENCING DESCENT.

G. COMPLETE A NORMAL INSTRUMENT APPROACH PROCEDURE AS SPECIFIED FOR THE

DESTGNATED NAVIGATION AID.H. LAND, IF POSSIBLE, WITHIN THIRTY MINUTES AFTER THE ESTIMATED TIME OF

ARRIVAL SPECIFIED IN F OR THE LAST ACKNOWLEDGED EXPECTED APPROACH TIME,WHICHEVER IS LATER



EMERGENCYFIRE, FLAME-OUT, GO-AROUND

Emergency & Abnormal Procedures ATR 72

FIRE FLAME OUT

GO-AROUND

PF -GO AROUND, FLAPS 15, ADJUST TORQUE

-Pushes GA button-Rotates into the bars, initially not exceeding 8° nose-up

POSITIVE CLIMP

PNF -Gear up-Yaw damper ON, Taxi light OFF-HDG mode, low bank and IAS mode (GA speed on AFCS)

ACCELERATION ALTITUDE

PNF -Speed increase 170 kts-Flaps at Flaps retraction speed

-Climb sequence



EMERGENCYFIRE,FLAME-OUT AT V1

ENGINE FLAME OUT

ENGINE FIRE

!!! ALT HOLD !!!

VmLB 0 VmLB 15

FINAL T/O SPEED

FINAL TAKE OFF SPEED – FLAPS 0° / 15°

FINAL TAKE OFF SPEED FLAPS 0° / 15°



EMERGENCYMemory Items

ØEngine Flame Out at Take – Off- Eng. Start selector Cont Relight / On

- UPTRIM Check

- AUTOFEATHER Check - PL FI

- CL FTR then FSO

ØEngine Flame Out in climb (all after PWR MGT out of TO)

- Eng. Start selector Cont Relight / On- PWR MGT MCT or TO

- ADU Final TO speed- PL Adjust- CL Max RPM live engine

- Bleed valves Off

ØEngine Flame Out (During Flight)

- Eng. Start selector Cont Relight / On- PL FI

ØBoth Engine Flame Out

- Eng. Start selector Cont Relight / On- PL both FI

ØEngine Fire / In flight- PL FI- CL FTR then FSO- Fire Handle PULL

- 1st

Agent after 10s DISCH

ØEngine Fire / On Ground

- Both PL GI / REV as RQDWhen aircraft stopped- Parking BRK SET

- CL both FTR then FSO- Fire Handle PULL

- 1st Agent DISCH

ØEmergency Descent

- Both PL FI- Eng. Start selector Cont Relight / On

ØElevator Jam- Control Columns PULL

ØFlaps UNLKo During Take – Off

§ Before V1- Take Off Abort Initiate

§ After V1- VR,V2 Increase + 10 kt

o During approach- GA Power Apply- VGA + 10kt



2.00

LIMITATIONS



LIMITATIONSGeneral

Minimum flight crew 2 Pilots

Maximum operating altitude 25 000 ftCargo door opening < 45 kt cross wind

DESIGN WEIGHT LIMITATIONSMax. Taxi 22 030

Max. Take off 22 000Max. Landing 21 350

Max. Zero Fuel 19 700

MAXIMUM SPEEDS

Operating VMO = 250 kt ( 0.55 )Design manuevering VA = 175 kt

Flaps extended operating Flaps 15 = 185 kt

Flaps 30 = 150 ktLanding gear extended VLE = 185 kt

VLO RET = 160 ktVLO LOW = 170 kt

Rough air VRA = 180 ktWiper operating VWO = 160 ktTire speed = 165 kt

TAKE OFF AND LANDINGTail wind limit 10 ktMax. cross wind dry RWY 35 kt

Max. mean RWY slope +/- 2%

LIMITATION IN APPROACH

During final approach, if SAT is greater than ISA, do not maintain NH under 78%.

FLIGHT CONTROLS

Wheel travel: +/- 65° Aileron travel: 14°up 14°down

Aileron automatic TAP travel: 57% of aileron courseSpoilers start to ACT after givenaileron deflection (2,5°)

LH aileron trim controlled TAB travel: 4°up 4°downFull roll trim travel requires about: 30s

INSTRUMENT MARKINGS

Red arc or radial line: minimum and maximum limits

Yellow arc: caution areaGreen arc: normal area



LIMITATIONSGeneral

FUELREFUELING

Maximum pressure 3.5 bars (50 PSI)The wing tanks can also be refuelled by gravity

DEFUELING

Suction 0.77 bars (11 PSI)

USABLE FUEL

The total quantity of fuel usable in each tank is 2500 kg (5510 lbs) (3185 L)NOTE: Fuel remaining in the tanks when quantity indicators show zero is not usable in flight

UNBALANCE

Maximum fuel unbalance: 730 kg (1609 Lb)

FEEDING§ Each electric pump is able to supply one engine in the whole flight envelope§ One electrical pump and associated jet pump are able to supply both

engines in the whole flight envelope§ One jet pump is able to supply both engines in the whole flight envelope,

expect when using JP4 or JET B.§ Engine feed LO PR below 300 mbar / 4PSI

§ Fuel tank LO LVL below 160 kg§ Electrical pump on engine start / jet pump < 350 mbar / 5 PSI / fuel < 160 kg

pressure from the HMU is below 500mbar / 7PSI§ Fuel clog light HP fuel filter exceeds 45 PSI

§ Fuel temp green (0°C – 50°C) Red dash ( -54°C and +57°C )

HYDRAULIC SYSTEMEach system is pressurized by an ACW electronic motorThe auxiliary DC electrical pump is located in the blue HYD system

§ Specification: HYJET IV or skydrol LD 4§ Blue system supplies : Nose wheel steering / flaps / spoiler / propeller brake /

emergency and parking brake§ Green system supplies: Landing gear / normal breaking§ Normal filling level: 9,35 L

§ Alert LO LEVEL: 2,50 L ( XFEED automatically close )§ Normal Pressure: 3000 PSI§ LO PR: 1500 PSI§ OVHT: T > 121°C§ Emerg. press (blue): > 1600 PSI§ Normal precharge

accumulator gas pressure: 1500 PSI§ Aux pump (auto) is running: P<1500PSI / prop break released / gear down /

one engine runningNote: In case of LO Level alert, cross feed valve:

- is inhibited to open

-close automatically if it was open

AUX HYD PUMP energizes for 30 sec the auxiliary DC hydraulic pump, enable to check pressureCAUTION: Intensive use could discharge the main battery



LIMITATIONSGeneral

OIL SYSTEM

Mixing of different brands of oil or viscosities of oil is not recommended.

AIR - PRESSURIZATIONMaximum differential pressure 6.35 PSIMaximum negative differential pressure - 0.5 PSI

Maximum differential pressure for landing 0.35 PSIMaximum differential pressure for OVBD valve

full open selection 1 PSIMaximum altitude for one BLEED off operation 20 000 ftThe manual control knob CAB ALT is used from –1500 to +2500 ft/min

Descent rate -norm -400 ft/min-fast -500 ft/min

The max cabin rate of climb up to 20.000ft in auto mode +550 ft/min

Max CAB ALT (FL250 diff. press. 6 PSI) 6740 ft

PNEUMATIC SYSTEM

§ The bleed valve automatically close in following cases

- Bleed duct OVHT- Bleed duct LEAK- Actuation of associated eng fire handle

- Propeller brakes selected on (for left bleed valve only)§ The air bleed GRD X FEED is spring loaded closed – ground only, inhibited in flight

auto open when only 1 eng is running.§ During a starting sequence the bleed valves opening is inhibited

§ In case of LEAK ( T loop > 124°C) the crew must consider the associated bleed system asinoperative for the rest of the flight

§ In case of OVHT ( T > 274°C) the associated bleeb system may be recoverd after cooling time

§ Propeller condition control (pneumatic actuator)§ Pneumatic actuators are provided to set automatically CL to MAX RPM position when

associated PL is beyond 56° PLA (Power Level Angle) and associated PWR MGT set on

TO position.

AIR CONDITIONING § If one pack is inoperative the other one supplies both compartments through the mixing

chamber

§ Pack valves will be automatically closed in case of leak detection§ Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve§ Duct temperature limited to 88°C by pneumatic temp limiter in order to reduce hot air flow§ An OVHT caution is provided to the pilot when Tduct > 92°C (but the pack valve does

not close)§ Cooling of air is performed

o by two ground turbo shut off valves when:

IAS < 150 kt and landing gear is retracted for less than 10 minIAS < 150 kt and landing gear is extended

o by ram air when IAS < 150 kt



LIMITATIONSGeneral

ELECTRICAL SYSTEM

SOURCE MAX LOAD TIME LIGHT

DC GEN 400A

600A800A

NONE

2 min8 sec

INV 500 VA575 VA

750VA

NONE30 min

5 min

ACW GEN 2OKVA3OKVA4OKVA

NONE5 min5 sec

SINGLE DC GEN OPERATION

In flight : if OAT exceeds ISA + 25, flight Ievel

must be Iimited to FL 200

DC STARTER/GENERATOR

§ Nominal output power: 12 kW (400A)§ Nominal operating voltage: 27 to 31 V

- Starter mode: up to 45% NH

- Generator mode: after 61,5% NH§ DC voltage indicator normal reading

- For battery without load: 25 to 28 volts

- For battery under load: 23 to 28 volts§ DC current indicator

-Normal reading is for each generator: less than 300 A

AC CONSTANT FREQUENCY

§ Two static inverters of constant frequency ( 400 Hz ) AC power- Power 500 VA

- Output voltage 115 V +/- 4V and 26V +/- 1V- Frequency 400 Hz +/- 5Hz- Type single Phase

- AC load indicator below 0,5§ Input voltage from DC BUS 1+2 is between 18 Volt DC and 31 Volt DC

§ The maximum power from HOT MAIN BAT BUS or HOT EMER BAT BUS in OVDRconfiguration is on each 26 Volt AC BUS is 250 VA

§ UNDERVOLTAGE is below than 19,5V INV 1 requires 18 V

AC WILD FREQUENCY

The ACW generation system consist of two propeller driven 3 phases generators 20 KVA forcontinuo’s operation§ Nominal set voltage 115V / 200V§ Normal operating frequency range 341 to 488 Hz ( 70 to 100% HP)

BATTERIES§

Main Bat 24V / 43 Ah§ Emer Bat 24V / 15 Ah



LIMITATIONSGeneral

M FC

Take off with two or more failed MFC modules is prohibited.

No Amber lights / some red lights on CAP if dual fault of 1B & 2B.

CCAS§ T.O. CONFIG test is used before take off to check (Taxi checklist):

- PWR MGT selector in TO position- Pitch trim in green sector

- Flaps 15 position- Travel limit unit in low SPD configuration (TLU)

§ “TO INHI” is cancelled automatically as soon as

- one gear leg is not locked down- manual by pressing RCL PB.

Stick pusher is inhibited on ground and for 10 seconds after lift off and in flight when the aircraftdescends below 500 ft.

AFCS (Automatic Digital Flight Control System)

§ Bank mode HDG sel. - HI 27°max- LO 15°max

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

§ Minimum height for auto pilot engagement after take off : 100ft

§ Minimum height for use of either AP or FD- except during take off or executing an approach : 1000 ft- VS or lAS mode during approach: 160 ft

- CAT I APP mode: 160 ft§ NAV MODE for VOR approach, using either autopilot or flight director is authorized only if:

- a co-Iocated DME is available, and

- DME HOLD is not selected.Refer to 2.02.04 for CAT II Operations.

FLAPS

Holding with any flaps extended is prohibited in icing conditions(except for single engine Operations).

Note: IF EXT flag appears when flaps are extended, it means that there is a leak in the flapshydraulic circuit.



LIMITATIONSGeneral

LANDING GEAR§ Do not perform pivoting (Sharp Turns) on a landing gear with fully braked wheel expect in case

of emergency§ Gear must be considered down when one system indicates three green lights (? ? ? )§

The main gear wheels are automatically braked as soon as the lever is selected up§ As soon as the gear is locked in the selected position, hydraulic pressure is released from theconnecting line

§ Except gear warning: Gear down / flaps normal landing / Radio altimeters < 500 ft§ Nose wheel steering angle +/- 60°§ Nose wheel deflection of +/- 91° is possible during towing with no pressure in the system§ Nose wheel steering is self centring after lift off§ Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature

exceeds 177° C

ANTI SKID

§ Gear down and locked aircraft speed exceeds 10 kt§ In the event of electrical supply loss the antiskid is no more operative and brakes are directly

operatedCAUTION: Brake handle applies braking without any anti-skid operation, in case of hydraulic power

system failure, the brakes accumulator allows at least six braking applications without antiskid protection

ICING CONDITIONS

§ All icing detection Iights must be operative prior to flight into icing conditions at night.§ The ice detector must be operative for flight into icing conditions.

§ Normal mode piloted by MFC- FAST MODE ( SAT > -20°C ) : 60 sec- SLOW MODE ( SAT < -20°C ) : 180 sec

§ When de icing OVRD mode is selected, boots inflate according to a separate timer and MFC istotally by passed

§ Below -30°C icing problems should be non-existent (No super cooled water)

§ Use of NP less than 86% is prohibited in icing condition

PROPELLER ANTI ICINGThe system is supplied with 115 ACW and delivers 1400 W per bladetwo modes are available::

NORMAL to be used when SAT at or above minus below 0°C and -10°CON to be used when SAT is between –10°C and -30°C

Propeller anti-icing is inhibited when NP is below 63%

WINDOW HEAT

It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps theouter windshield temperature over 20°C, the inner surface remains above 21°C to prevent mist

formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over21°C.



LIMITATIONSGeneral

OXYGEN

Reference temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature in flight The scale is marked by red arc from 0 to 85 PSI and by a green arc from 85 to 2025 PSI

If pre-flight pressure is below 1400 PSI quantity must be checked to be adequate for intended flight

Crew Members

§ In case of pressure drop with the dilution control N (normal) position, diluted oxygen isprovided to 3 cockpit crew for a duration of 120 min at demand flow

( 10 minutes to descend from 25,000 ft to 13,000 ft and continuation of flight between 13,000 ftand 10,000 ft for 120 minutes

§ In case of smoke or noxious gas emission with the dilution control in the 100% position oxygen

is provided to 3 cockpit crew for a duration of 15 minutes at demand flow

Passengers

Minimum bottle pressure required to cover a cabin depressurisation at mid-time of theflight, an emergency descent from 25,000 ft to 13,000 ft within Iess than 4 minutes and a

flight continuation at an altitude below 13,000 ft. A 10% pax oxygen consumption is assumed.

In case of smoke emission, the system protects the flight crew members during 15 min

Note: At dispatch the computed flight time after decompression should be at least 1/2 of estimated

flight time to destination or flight time to the Iongest en-route alternate which ever is higher.Provision is made to cover:

- unusable quantity

- normal system leakage

- Ref. Temp errors.



LIMITATIONSGeneral

ENGINE PARAMETERS

Beyond these limits, refer to maintenance manual.

During reserve TAKE OFF, TQ indication may exceed 100% but not 106,3%

(*) ITT Iimits depends on outside air temperature refer to 2.01.04 P 3 for detailed information(**) Maximum continuous power is normally associated with 100% NP. Setting this power with NP

below 100% may Iead to a significant ITT increase and possible exceedance of Iimitations.MCT use should therefore be Iimited to the 100% NP case.

(***) Time beyond 5 min is Iinked to actual single engine operations only.(****) This value must be considered as acceptable overtorque value. For day to day operation, refer

to Chapter 3.02.02.

(1) - Determine and correct cause of overtorque.

- Record in engine Iog book for maintenance.(2) - Determine and correct cause of overtemperature.- Record in engine log book for maintenance.

(3) - Temperature up to 125°C is authorized without time limitation 20 min are authorized between125°C and 140°C.

- Refer to ENG OIL HI TEMP procedure.

Note: Oil temperature must be maintained above 45°C to ensure inlet strut de-icing.

Oil temperature must be maintained above 71°C to ensure fuel anti-icing

protection in absence of the low fuel temperature indication.

(4) - Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or maintenance)in the cockpit.(5) - 106% Np is allowed to complete the flight without overshooting 75 % TQ.

Note Flight with an engine running and the propeller feathered is not permitted.

POWER

SETTING

TIME

LIMIT

TQ

(%)

ITT

(°C)

NH

(%)

NL

(%)

NP

(%)

OIL

PRESS

(PSI)

OIL

TEM

(°)

REVERSE

TAKE OFF

10 min

(***)

106.3

(****)

800 103.2 104.2 101 55 to 65 0 to 125

(3)

TAKE OFF 5 min 90 (*) 101.9 101.4 101 55 to 65 0 to 125

(3)

MAXIMUM

CONTINUOUS

NONE 90.9 800 103.2 104.2 101

(**)

55 to 65 0 to 125

(3)

GROUND

IDLE

66 mini 40 mini - 40 to125

(3)

HOTEL(4)

MODE

715 55 to 65 - 40 to

125(3)

STARTING 5s 950(2) - 54 min

OTHER 800 106

(5)

TRANSIENT 5s 120

20s(1)(2)

109.6 840 104.3 106.5 108

10 min 106.3

20 min 140



LIMITATIONSGeneral

PROPELLERSGROUND OPERATION§ Avoid static operation between 41 % and 65 % NP§ Avoid use of feather position above 47 % TQ§ Engine run up must be performed into the wind.

§ Do not exceed 91.7 % TQ below 30 kt except for transients of engine run up at start of take offand for brief service checks of 2 minutes or Iess each

§ Use of NP less than 86% is prohibited in icing condition

IN FLIGHT OPERATIONUse of NP setting below 86% in icing conditions is prohibited ATR airplanes are protected against a positioning of power levers below the flight idle stops in flightby an ILDE GATE device. lt is reminded that any attempt to override this protection is prohibited.Such positioning may Iead to Ioss of airplane control or may result in an engine overspeed conditionand consequent Ioss of engine power.

STARTER3 starts with a 1,5 minutes maximum combined starter running time followed by 4 minutes off



LIMITATIONS Aircraft Dimensions



LIMITATIONSTurning Capability



3.01

MULTIFUNCTION COMPUTER (MFC)



MFCGeneral

TAKE OFF WITH TWO OR MORE FAILD MFC MODULES IS PROHIBITED

Note:By opening the “cargo door control panel” Modul 1A and 2A are electrically supplied and the

autotest is performed. After “BAT” switch “ON” only Modul 1B and 2B is performed.

Note:

Aural alert is ensured by MFC 1B and 2B, in case of both modules failure aural alert is also lost.

B

MFC 1B2B

MFC 1A2A

BATTERY POWER SUPPLYS

A



3.02

CENTRALIZED CREW ALERTINGSYSTEM (CCAS)



CCASGeneral

NO amber lights / some red lights on CAP if dual fault of 1B & 2B

TO config Test pb tested PWR MGT TO

RUD TLU OKFLAPS 15°

PITCH TRIM green arc

Before TO press “TO INHI” pb

After gear retract “TO INHI” is OFFBefore landing “RCL”

WARNING

CAUTION

MFC 2BMFC 1B



3.03

AIR



AIRGeneral

PACK

OPENON GROUNDOR DECENT

LP HP

OFF

X VALVE

OPEN

X

VALVE

The bleed valve automatically closesin the following cases:

- Bleed duct OVHT - Bleed duct LEAK

- Actuation of associated ENG FIRE handle- PROPELLER BRAKE selected ON ( for left

Bleed valve only)

- In absence of air pressure, with engine bleed

selected “ ON”

on ground, when Bleed Air is supplied from right engine in Hotel Mode

(started, when Prop. Brake is selected on)

OVHT

LEAK

OVHT

LEAKOFF

FAULTFAULT

BLEED

VALVE

HP

VALVE

PACK

VALVE

DE ICE

VALVE ISOL.

VALVE

COMPRESSOR

The right pack supplies the cabin only,

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



AIRPneumatic System

§ VENTURI to avoid an important flow in case of duct break.§ LP CHECK VALVE, prevents the resverse flow, when HP bleed is available.§ HP BLEED VALVE, when pressure from LP stage is< 25 PSI, air source is automatically switched

to the high compressor stage (HP). This is the case in particular for some holding points duringdescent at FI, and during ground operation (both engines running or in HOTEL MODE).

§ BLEED AIR S.O VALVE controls and reulates airflow towars the air conditionning of the inherent

subsystem.§ Two THERMOSWITCHES are installed downstream of Bleed Air s/o valve. A OVHT associated

light is located on air bleed panel.§ The X VALVE OPEN light, on air bleed panel illuminates when CROSSFEED VALVE is open

Air is generally bleed from the low compressor stage (LP)

ENG BLEED p.b. supplies HP BLEED VALVE and BLEED AIR S/O VALVE

FAULT light indicates tha BLEED S/O VALVE position is different of selected position



AIR Air Conditioning

FAULT

OFF

MAN

OVHT

FAULT

OFF

HIGH

HIGH

MAN

OVHT

FAULT

OFF

FAULT

OFF

FAULT

OFF

FAULT

OFF

MAN

OVHT

NORM: 17 psi

HIGH: 30 psi

Duct temperature limited to88°C by pneumatic templimiter.

(MAX FL 200)

An OVHT caution is provided to thePilot when Tduct > 92°C (but the pack

valves does not close)

COOLING OF AIR IS PERFORMED-By two ground turbo shut off valves when:

IAS < 150 kt and landing gear is retracted for less than 10 min

IAS < 150 kt and landing gear is extendet-By ram air when IAS < 150 kt

!!! INCORRECT POSITION OF A TURBO FAN SHUT OFF VALVE LEADS TO CLOSEURE OF ASSOCIATEDPACK VALVE !!!

DISAGREE

T > 204 °C

T > 92 °C

T > 88 °C

In case of loss of electrical supply tothe DIGITAL CONTROLLER:

Both outflow valves go to full close

The control of the temperaturecan be effected either:

- in normal mode,

- in automatic mode.



AIRFlow Control

S TM

Electrical conditions:Pack valve pb ON

No overheatBleeb valve open

X feed open

No high(norm)

S = solenoid (17 PSI)

TM = torque motor (High/Norm)

In absence of air pressure or electrical supply,

the pack valves are spring loaded closed.

The PACK VALVE is a butterfly type, electrically controlled, pneumatically operated.

The solenoid is energized à the valve opens

Right engine à

If a Pack overheat occurs, the solenoid is de-energized.

THE VALVE CLOSES

and

and



AIR Air Conditioning

LHPACK

ELECTRIC

RACK

ELECTRONIC

RACK

FLIGHTDECK

Enables, in case of smoke in the forward cargo compartment, to isolatethe flight deck ventilatino preventing smoke to enter the flight compartment

!!!! CLOSE ONLY IN CASE OF FWD COMP SMOKE !!!!

CLOSEDOPEN

When the bleed valves are selected ON Pack Valve PB pressed in:

Pack 1 valve opens immediatley, pack 2 valve opens after 6 sec. delay

EXTRACT

FAN

RHPACK

Extract Fan runs on ground- high T > 52°

- norm T < 52°



AIRPressurization

AUTO PRESS

NORM

400 ft

FAST

500 ft

PNEUMATIC

OUTFLOW

VALVE

ELECTROPNEUMATIC

OUTFLOW VALVE

MAN

FAULT

ON

ON FAST

550 ftMAX CAB ALT

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

To be used if VS > -1500ft/min

NON PRESSURIZEDAREA

Digital controller

failure. CCAS

Bei MAN: APT QNH kleiner als 1013, Kabine höher einstellen

Both outflow valves incorporate a manometric capsul (aneroid) to hold the valve open sufficienttly to preventoverpressure

10.000 ft CCAS System is activated



AIRPressurization

NON PRESSURIZED

AREA

NON PRESSURIZED

AREA

NON PRESSURIZED

AREA

ON

MAN

FAULTOnly with MAN mode

+2500 / -1500

ON (guarded): both outflow valves

fully open in AUTO PRESS mode only

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

AUTO MODE

DUMP FUNCTION

MANUALE MODE

The DUMP PB is mechanically protected. No other safety device protects DUMP

function from inadvertent use.

To switch from automatic to manual operation:Turn the MAN RATE knob to 9 o`clock position, select MAN the CABIN PRESS PB an operate the

MAN RATE knob as required.

FL TARGET CABALT (ft)

140 0170 2000200 4000

250 6750

In case of ADC1 Failure:The digital controller uses asreference Aircraft static air pressure

generated by ADC 2 and 1013 HPa

ADC 2

ADC 1

ADC 1

Take OffElevation

LandingElevation

Digital

Controller



AIRPressurization

Operation on ground

Electrical power AVAILABLE/ON and engines not running:- outflow valves remain closed

At least one engine running even in hotel mode:- air and electrical power available and outflow valves open

Between 30 sec and one minute after take off the bleed shut-off valves are opened thussupplying the jet pump. The required cabin pressure level is adjusted by digital controller which

drives the outflow valves according to the flight profile and to the pressurization law registered inthe controller.

Power off Outflow valves closed

Power on Controlled supplied, valvesclosed

Pack valve on Jet pump operative outflow

valves regulate

Landing gearcompressed

Depressuration sequence(530 ft/min)

End of phase 4 Outflow valves full opened

1 2 3 4 5

Max ? press 6,35 psi

1

2

3

4

5

1 min



AIRVentilation

FAULT

OVBD

OVBD - outsideU/F - underfoor

ON GROUND à OVBD OPENà U/F closed

IN FLIGHT à OVBD closed

à U/F open

EXHAUST MODE FAULT illuminates.When start sequence is initiated, extract fan stopsfor 120s to avoid pessure shocks;

or when fan failure, or overtemperature and CCAS is activated

OVBD extract fan off.OVBD valve partially open (in flight only)

U/F valve closed

FAULT

OVBD valve disagreement -inflight, or grond Nr.1 engine running OVBD valve OPEN

-on ground engine Nr.1engine not running OVBD valve CLOSE

!!! DO NOT SELECT OVBD VALVE FULL OPEN IF DIFFERENTIAL PRESSURE EXCEEDS 1 PSI !!!

To be select in case of an:

Extract fan failure inflight not on ground ( Horn to sound)



3.04

AUTOMATIC FLIGHT CONTROLSYSTEM (AFCS)



AFCGeneral



AFCGeneral

ADC 1 ADC 2

AHRS 1 AHRS 2

SGU 1 SGU 2

EADIEADI

EHSI EHSIA F C S

Computer

YAW

Actuator ROLL

Actuator PITCH

Actuator

TRIMElevator

Avionics Standard Communication BUS

NAV SENSORSVOR 1

DMEILS 1

RAD ALT 1

A D U

DATA

BUS

The aircraft is provided with an Automatic Flight Control System. It achieves:§ autopilot function and/or yaw damper (AP and/or YD)§ flight director function (FD)§ altitude alert

Main components are:§ one computer§ one control panel§ one advisory display unit (ADU)§ three servo-actuators (one for each axis)



AFCFD / AP

Engagement of modes is devidet into two phases§ a arm phase (white in ADU and ADI)§ a capture phase (green in ADU and ADI)

In case of loss of FD mode associated FD bar disappears FD mode (lateral or vertical can be

disengaged:§ by a second action on the corresponding p.b. HDG, NAV, APP, BC, IAS, VS, ALT

§ by the loss of logic condition§ by action on STBY p.b.

Of course at any time the FD bars can be removed by setting the FD bars switch to OFF position.

AP / FD

Computer

Informations through FD bars on ADI

-in Pitch (vertical mode)

- in Roll (lateral Mode)

manualor

autopilot



AFCTCS

Touch Contro/ Steering ( TCS ) pb

Depressing the button allows the pilot temporary manual control of the aircraft. AP arrowsextinguish on AFCS control panel.

Basic AP mode: Depressing the TCS button in the basic mode will cause the AP to change thepitch and roll references. The reference attitude will be the aircraft’s new pitchand roll attitude (within limits) at the time the TCS button is released. Pitch

attitude resynchronisation limits are ± 15°. If the button is released with a pitchattitude greater than 15° the aircraft will return to 15° and maintain that

attitude.

lf the TCS is released at bank angles less than 6° the system will level the

wings and, at wings level will fly the existing heading. If the bank angle isgreater than 6° but Iess than 35° at TCS release, the AP will maintain the bank

angle. At bank angles greater than 35° the aircraft will return to 35° and the AP

will maintain 35°.

35°

6°

3°

HDG HOLD

win level

bank hold

if TCS



3.05

COMMUNICATIONS



COMMUNICATIONSGeneral

F/O

OBS

(IF IINSTALLED)

CAPT

A switch located in the oxygen mask box when in released position (oxygen mask out), automaticallytransfer transmissions from the boom set mike to the oxygen mask mike. Transmission with hand mikeremains available regardless of transfer switch position.

Radio reception is not affected by the transfer switch position.



3.06

ELECTRICAL SYSTEM



ELECTRICAL SYSTEMGeneral

The electrical power generation is provided by following sources:

- Main and emergency batteries- Two engine-driven DC starter/generators- Two AC wild frequency generators- Two external power units (AC and DC)

Weak DC GPU:

27 – 28 V use EXT Power26 – 27 V EXT only for preparation start with battery< 26 V disconnect EXT



ELECTRICAL SYSTEMDC POWER

When you open: -Cargo Door

(Micro Switch) -Refuelling Control Panel Access Door

-Onboarding Door

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS

DC BUS 1 DC BUS 2UTLYBUS 1

UTLY

BUS 2

DC GEN 1 DC GEN 2EXT. PWR

DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

GND HDLG BUS : BAT OFF

OFF

AC AC

-Refuel & defuel system-Entrance lights-DC aux hydraulic pump

feed




EXT PWR “AVAIL”:

SUPPLY: - DC SVCE BUS- GND HDLG BUS

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

GND HDLG BUS / SVCE BUS : BAT OFF + EXT PWR “ AVAIL”

OFF

AVAIL

DC SVCE / UTLY BUS

AC AC




2 Amber Arrows illuminated: EMER MAIN BAT BUS supplied by its respective BatteryINV 1 powerd by the “ HOT MAIN BAT BUS”

MICROSW

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

AC AC

BATT ON:

ON

FAULT FAULT

FAULT FAULT

SHED

HOT

MAINBAT

BUS

DC SVCE / UTLY BUS

AVAIL




GPU ONà only if bat switched “ON”“DC STBY BUS” connected automatically at “HOT EMER BAT BUS “

as soon as batteries are not supplying the Aircraft

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

BAT ON / EXT POWER ON

ON

DC SVCE / UTLY BUS

FAULT FAULT

ON

AC BTR

AC AC




INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

HOTEL MODE

ON

DC SVCE / UTLY BUS

FAULT

ON

AC AC

When the engine reaches 61,5% NH, the starter/generator is acting as a generator

!!! EXT PWR available and on line, DC EXT PWR has priority over ENG DC GEN !!!




INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

NORMAL SUPPLY

ON

DC SVCE / UTLY BUS

ONON

AC AC




BTC closes automatically

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

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

GEN 1 “FAIL”

ON

DC SVCE / UTLY BUS

ON

FAULT

AC AC




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

CM II becomes PF

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS

DC BUS 2UTLYBUS 1

UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

FAILURE DC BUS 1:

ON

DC SVCE / UTLY BUS

ON

FAULT

SHED

DC BUS 1

AC BTR

EMER BATIS

ISOLATED

AC BTR will closeonly if DC BTC

is NOT “ ISOL”

AC AC

FAULT




CM I becomes PF

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS

UTLYBUS 1

UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

FAILURE DC BUS 2:

ON

DC SVCE / UTLY BUS

ON

FAULT

SHED

DC BUS 1

AC BTR

MAIN BATIS

ISOLATED

AC BTR will closeonly if DC BTC

is NOT “ ISOL”

DC BUS 2

FAULT

AC AC




MAIN BAT BUS supply - INV 1 + AC STBY BUS

- DC STBY BUS

- DC ESS BUS 2 Amber Arrows illuminate

EMER BAT BUS supply - DC EMER BUS

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

BOTH DC GEN FAIL à 1 OVRD

OVRD

DC SVCE / UTLY BUS

FAULTFAULT

FAULTFAULT

SHED

BAT

OVRD

ON

AC AC

With Batteries only: AC Bus 1 & 2 are

never supplied




EMER BAT BUS supply - DC STBY BUS

- DC EMER BUS

- INV 1- AC STBY BUS

INV 1 INV 2

AC 1 AC 2

AC STBY

DC STBY BUS

DCEMER

BUS

DCESS

BUS

HOT

EMERBAT

BUS

HOT

MAINBAT

BUS


UTLY

BUS 2


DC SVCE BUS

GND HDLG

BUS

BTC

BAT

EMERBAT CHG

MAIN

BAT CHG

MICROSW

BOTH DC GEN FAIL + “UNDV” à 2 OVRD

OVRD

DC SVCE / UTLY BUS

FAULTFAULT

FAULTFAULT

SHED

UND

V

OVR

D

„UND VOLTIlluminate

„OVRD“ Pb

AC AC



ELECTRICAL SYSTEM AC POWER

ALT GEN 1 à FAIL

ACW BUS 1 à FAIL

EXT. PWR

ACW BUS 1

ACW SVCE BUS

ALT

GEN1

ACW BUS 2

ALT

GEN2

BTC 1 BTC 2

GXC EXC

EXT. PWR

ACW SVCE BUS

ALT

GEN1

ACW BUS 2

ALT

GEN2

BTC 1 BTC 2

GXC EXC

SACRIFIED

LOST

ACW BUS 1

Auto closure when either ACW GEN drops off line

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



ELECTRICAL SYSTEM AC POWER

ALT GEN 2 à FAIL

ACW BUS 2 à FAIL

EXT. PWR

ACW BUS 1

ACW SVCE BUS

ALT

GEN1

ACW BUS 2

ALT

GEN2

BTC 1 BTC 2

GXC EXC

EXT. PWR

ACW SVCE BUS

ALT

GEN1

ALT

GEN2

BTC 1 BTC 2

GXC EXC

SACRIFIED

ACW BUS 1 ACW BUS 2



3.07

EMERGENCY EQUIPMENT



EMERGENCY EQUIPMENTGeneral

BAGGAGE

BAGGAGE

BAGGAGE

The aircraft is equipped with fire fighting, oxygen and first aid equipment, placedthroughout the cabin, readily available for use in emergency.

The emergency lighting system provides aircraft illumination when all other electricalpower sources are no longer available.



EMERGENCY EQUIPMENTExtinguisher



EMERGENCY EQUIPMENTOxygen



EMERGENCY EQUIPMENTEvacuation provisions



EMERGENCY EQUIPMENTOxygen System

ONOFF

LO PR

IF below 1400 PSI, use table:

Green Arc from 85 to 2025 PSI:

Red Arc from 0 to 85 PSI:

LO PR supply below 50 PSI:

Pressure Dropà dilution control in N(normal) à 120 min / 3 cockpit crew(10min descend FL 250 to FL130 + 110min FL130)

Smoke à dilution of 100 % à 15 min / 3 cockpit crew

In addition to the cockpit crew; the passenger outlets supply 10% of the passenger with a continuous

diluted flow for a duration of 30 min in case of pressure drod ( 4 min to descend FL 250 to FL130 and26 min to continue the flight between FL130 and FL 100)

CPT

MASK

F/O

MASKOBSERMASK



EMERGENCY EQUIPMENTOxygen System

FixedOxygen

System

PortableOxygen

System



3.08

FIRE PROTECTION



FIRE PROTECTIONGeneral

In case of failure ( FAULT illuminated ),a action an ALTN p.b. permits second fan

activation.

Right nacelle overhaet detection system (on ground only)

Right nacelle is equipped with an overheat detector.

When right nacelle temperature exceeds 170°C,NAC OVHT red alarm is triggered on CAP, an the CCASis activated.

§ System is inhibited in flight

§ System is activated 30 sec after landing



FIRE PROTECTIONEngine Extinguishing System

Pulled: on the respective engineProp Feathering

Fuel ENG LP Valve closedAir Bleed & HP Valve closedDeice Deice & shutoff valve closedElect DC & ACW GEN disconnected

Squibs armed LTS illumination

ENG FIRE

PULL

1

OFF

FAULT

OFF

FAULT

OFF

FAULTDISCH

SQUIB

DISCH

SQUIB

Fire Test:- MW + CRC + CAP- Fire handle illuminated

- Fuel S/O Lt on CL

(if out of FUEL S/O position)

Red ENG. FIRE illuminates on CAP in case of:

- Fire signal detected by both loops A and B or,- Fire signal detected by one of the both loops if the other one is selected OFF

The discharge light will also illuminate on the non affected engine fire panel tofacilitate identification of the depressurized bottle

Two common bottlesfor both engines

The“DISCH“ ambere light indicates that the fire bottle is empty (depressurized)

after agent 1 is discharged (agent 1 DISCH on left eng.+ agent 2 DISCH on right engine)



3.09

FLIGHT CONTROLS



FLIGHT CONTROLSGeneral

WHEEL TRAVEL: +/- 65°

AILERON TRAVEL: 14°up 14°down

AILERONS AUTOMATIC TAP TRAVEL: 57% of aileron course

SPOILERS START TO ACT AFTER GIVEN AILERON DEFLECTION 2,5°

LH AILERON TRIM CONTROLLED TAB TRAVEL: 4°up 4°down

FULL ROLL TRIM TRAVEL REQUIRES ABOUT: 30s



FLIGHT CONTROLSPitch

PITCHDISCONNECT

AUTOTRIM

STICKPUSHER

PROBES

M.F.C.

M.F.C.

There are two stick shakers, one for each control column but only one stick pusher actuatorlocated on the captain pitch channel. In case of pitch uncoupling when pusher triggeringangle of attack is reached, only the captain control column is pushed forward.

NORMAL TRIM will disengage the AP

After uncoupling; only one pilot has control and actuates one elevator only



FLIGHT CONTROLSYAW

TLU TRAVEL

The TLU automatic control is done through ADC 1/2 when

reaching 185kt during an acceleration and when reaching180kt during deceleration. The TLU setting ( high speed or

low speed) may also be performed manually in case of

ADC failure.

HI < 185 kt

LO > 180 kt

FAULT

ADC 1

ADC 2



FLIGHT CONTROLSFlaps

EXT

FLAPSUNLK

FLAPSASYM

GREENBLUE

MM

FLAPS UNLK: Spurius retraction from 15° or 30°if mor than 4° diff

FLAPS ASYM: > 6,7° MC Flaps frozen in actual

position

IF EXT appears when flaps are extended = hyd circuit leak

When wing flaps are extended, the VMO alert (clacker) operates at VFE

VFE flaps 15° = 185 kts

VFE flaps 30° = 150 kts



3.10

FLIGHT INSTRUMENTS



FLIGHT INSTRUMENTS Air Data System

AHRS 1

ECC 1

AFCS

ECC 2

AHRS 2SGU 2

VSI

ALTM

ASI

VSI

ALTM

ASI

ADC 2

ADC 1

SGU 1



FLIGHT INSTRUMENTS AHRS

AHRS 1 AHRS 2

Normal Standby

EHSI EHSI

EADI EADI

RMI RMI

AHRS à Attitude and Heading Reference SystemEHSI à Electronic Horizontal Situation IndicatorEADI à Electronic Attidude Director IndicatorRMI à Radio Magnetic Indicator

SGU

SGU



FLIGHT INSTRUMENTSEFIS

SGU 2SGU 1

ECP ECP

EHSI EHSI

EADI EADI

AHRS 1 AHRS 2AHRS 1 AHRS 2

SYSTEM ASCBAFCS

WEATHER RADAR

CAPT

SWITCHING F/O

SWITCHING

SGU FAILURE

EFIS Control Panel



3.11

FUEL SYSTEM



FUEL SYSTEMTanks

REFUELINGMaximum pressure 3.5 bars (50 PSI)The wing tanks can also be refueld by gravity

DEFUELINGSuction 0.77 bars (11 PSI)

NOTE: Fuel remaining in the tanks when quantity indicators show zero is not usable in flight

Total quantity of fuel in each tank is 2500kg / maximum fuel unbalance is 730kg

WING CENTER BOX

RH WING FUEL TANKLH WING FUEL TANK

VENT SURGE TANK



FUEL SYSTEMGeneral

RUN

FEED

LO PR

FEED

LO PR

RUN

FEED

LO PR

P > 600 mBar

P > 300 mBar

OFF

OFF

FUEL TANK LO LVL : < 160kg

ELECTRICAL PUMP ON: engine start / jet pump <350mbar / fuel < 160kgXfeed in line

Each elecctrical pump is able to supply one engine in the whole flight

Each jet pump is able to supply both engine in the whole flight

FUEL CLOG LIGHT: HP fuel filter exceeds 45 PSI

FUEL TEMP: green (0°C – 50°C) Red dash (-54°C and +57°C)- one for every fuel feeding line and- one for the left tank

FUEL CLOG

RUN

OFF

FUEL

X FEED

Memo

Panel

LO LVL LO LVL

T

0 1 6 00 1 6 0

FUEL QTY

L. TK: R. TK:

Electrical pump is automatically actuated

§ X-FEED = ON

§ LO LVL

When FUEL PUMP p/b is released out:Ø Electrical pump is de-activated and white off light comes on on p/b

Ø Jet pump motive flow valve is closed

HP Valve is operated by

condition lever



3.12

HYDRAULIC SYSTEM



HYDRAULIC SYSTEMGeneral

MM

M

LANDING GEAR

FLAPS

SPOILERS

PROPELLER BRAKE

NOSE WHEELSTEERING

EMERG ANDPARKING NORMAL

BRAKING

OVHT LO LEVELOVHTLO LEVEL

ON

ON

OFF

LO PR

OFF

LO PR

OVHT

LO PR

OFF

LO PR

ON

OVHT

OFF

LO PR

OFF

LO PR

LO

LVLOVH

LO

LVLOVH

AUX PUMP (AUTO) is running:

-P < 1500PSI

- Prop break released

- Gear down- One engine running

In case of LO Level alert:

Crossfeed valve- is inhibited to open- close automaticaly if it

was open

T > 121°CT > 121°C

P< 1500 PSI

B G

The normal hydraulic pressure of the

blue and green system is 3000 psi.

AC wild

DC

On ground pushing the „AUX PUMP” PB on the pedestal allows to energize the aux pump wichpressurized the BLUE HYD SYST, regardless BATT SWT “ON” or “OFF” position

CAUTION: Intensive use could discharge the main battery



3.13

ICE AND RAIN PROTECTION



ICE RAIN PROTECTIONQuick - Reference



ICE RAIN PROTECTIONQuick - Reference

Below -30°C icing problems schould be non-exsistant (NO SUPERCOOLED WATER)

holding with any flaps extendet is prohibited in icing conditions (expect for single engine operations)

ATMOSPHERIC ICING CONDITIONS

Atmospheric icing conditions exist when OAT on ground and for take off is at or below 5°C or whenTAT in flight is at or below 7° and visible moisture in any form is present

(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).

GROUND ICING CONDITIONS

Ground icing conditions exist when OAT on the ground is at or below 5°C and when surface snow,

standing water, or slush is present on the ramps, taxiways and runways.

Note: TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to wings, control surfaces or

propellers.

AOA AOA

1

ICING ICING ICING ICING

ICE ACCRETION

TAT < 7°C

1 1

AOA AOA

ICING

1 2

1 2

3 1 2 3



ICE RAIN PROTECTIONGeneral

!!! During final approach, if SAT is greater than ISA, do not maintain NH under 78% !!!

PROPELLER ANTI ICING

The system is supplied with 115 ACW and delivers 1400 W per blade

two modes are available::

NORMAL to be used when SAT at or above minus -10°C and below 0°C

ON to be used when SAT is between -30°C and –10°C

Propeller antiicing is inhibited when NP is below 63%

WINDOW HEAT

It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield

temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated

with 28 volts DC and keeps the inner Temperature over 21°C.



ICE RAIN PROTECTIONEngine and Wing Protection

FAULT FAULT FAULTFAULT

SLOWON ON ONOVRD

FAULT

OFF

A

A

A

A A

A

A

A

ISOLATION

VALVE ISOLATION

VALVE

DE ICE

VALVE DE ICE

VALVE

BLEED

VALVE BLEED

VALVE

A

A

ON: deice and isol valve opened

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

OFF

FAULT

FAST : timing cycle 60s SAT > -20°C SLOW: timing cycle 180s SAT < -20°C

Controls the timing cycle of all the wing de-icing

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

OVRD: The emergency de-icing activation is selected (timing cycle = 60s),

The light illuminates white and all de-icing lights extinguish.This position is used when the associated FAULT light illuminates.



ICE RAIN PROTECTIONPneumatic de-icing system

On ATR aircraft, the system must be activated at the first visual indication of ice accretion

Pneumatic de–icing system

Electrical ice protection

!!! PROPELLER ANTI ICING IS INHIBITED WHEN NP IS BELOW 63% !!!



LANDING GEARNose Wheel Steering

BLUE TANK

Nose wheel steering angle +/- 60°

Nose wheel deflektion +/- 91° (is possible during towing with no pressure in the system)

Nose wheel steering is selfe centering after lift off

!!! NWS inop. taxi with break and different. power max cross - wind 15 kt !!!

Do not perform pivoting (tight turns) on a landing gear with fully braked wheels expect in case of emengency

60°60°

91°91°



LANDING GEARBrakes Anti Skid

L R

BLUE GREEN

M M M

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

Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature

exceeds 177°C

Emergency extension handle allows mechanical unlock and then the landing gear extends because of

gravity, aerodinamic forces and gas actuator

The main gear wheels only are automatically braked as soon as the lever is selected up

As soon as the gear is locked in the selected position, hydraulik pressure is released from the connecting line

In case of hydraulic power systemfailure, the breake accumulatorallows at least six braking

applications without ANTI-SKID

protection

The ANTISKID test is

inhibited when wheelspeed exceeds 17 kt

Operativeat speeds

over 10 kt



3.15

NAVIGATION SYSTEM



NAVIGATION SYSTEMVOR/ILS

VOR:

ILS:

VOR 2VOR 1

ILS 2ILS 1

SGU 1 SGU 2ECP 1ECP 2

RMI 1 RMI 2EHSI 1 EHSI 2

EHSI 1 EHSI 2EADI 1 EADI 2

SGU 1 SGU 2

ECP 1 ECP 2

ASCB BUS

AFCS



NAVIGATION SYSTEM ADF

ECP 1 SGU 1 SGU 2 ECP 2

AD

ADF: only 1



3.16

POWER PLANT



POWER PLANTSystems Description

CROSS SECTION

EXTERNAL VIEW (RIGHT)

EXTERNAL VIEW (LEFT)



POWER PLANTSystems Description

READY : engagemet or disangag. Cond. are met:- A/C on ground

- Gust lock engaged- CL on FTH or FUEL S/O

- Blue hyd press > 2900 PSI



POWER PLANTEngine Controls

HMU



POWER PLANTIdle Gate



POWER PLANTEEC, HMU, PCU

ENGINE

HMU

EEC

• Power lever position

• PWR MGT selector position• Bleeb position

FUEL

Controlled by

Power Lever PL



POWER PLANT ATPCS

NoNORMAL TAKE OFF

WITH ATPCS ARMED

LEFT ENGINE FAILURE:

UPTRIM ON RIGHT ENGINE

AFTER 2.15 SECONDS:

LEFT ENGINE FEATHERDUPTRIM MAINTAINED ON RIGHTENGINE ATPCS ARM LIGHT

EXTINGUISHES

ARM

ARMUP

TRIM

UP

TRIM

Aircraft on ground, PWR MGT on TO, ATPCS P/B ON, ATPCS is armed if:Ø Both PL above 56° andØ Both torque above 53%

Auto feather occurs after 2,15 seconds following a torque drop below 21%

(In this case, the throttle reductions occurring within 2,15 seconds periodautomatically disarm the mode - Rejected T/O)

CAUTION:If the engine is restarted, it will be necessary to select PWR MGT to MCT position

after rilight in order to be able to unfeather the propeller



4.00

FLOW



FLOWGeneral

TAXI:

1. BRAKES2. TIME

3. TAXI LIGHT4. ANTI-/DEICING ON5. OVERBOARD VALVE

6. ADU7. WX RADAR

8. T/O CONFIG

9. ICING PTT

2

3

4

5

6

7

8

9

1

4



FLOWGeneral

BEFORE TAKE-OFF:

1. TCAS2. XPDR

3. CONDITION LEVERS4. GUST LOCK5. FLIGHT CONTROLS

6. CCAS7. EXT. LIGHTS

8. ENG. START SELECTOR9. ANTI / DEICE10. BLEED VALVES

11. TIME

1

2

3

5

4

8

6

7

9

610 10

11



FLOWGeneral

AFTER LANDING:

1. TIME2. TCAS

3. XPDR4. FLAPS5. GUST LOCK

6. WX RADAR7. DH

8. LIGHTS9. CONT. RELIGHT10. STBY HEATING

11. ANTI / DEICE12. TRIMS

5

4

6

7

9

12

1

2

3

8

10

11

11



5.00

LOW VISIBILITY OPERATION



LOW VISIBILITY OPERATIONOCA / OCH

OBSTACLE FREE ZONE (OFZ)

The airspace above the inner approach surface, inner transitional surfaces and balked landing surfaces and that portion if

the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than low mass and frangible

mounted and required for air transportation purposes.

3°2,5%(GA)

DH

OBSTACLE ASSESSMENTSURFACE (OAS)

A System of surfaces designed to

define the OFZ in the landing area,

based on the threshold height of the

relevant runway.

OBSTACLE CLEARANCEALTITLUDE / HEIGHT (OCA / OCH)

The lowest altitude (OCA) above MSL

or altenatively the lowest height (OCH)

above touch-down zone used to

establish compliance with the

appropriate obstacle clearance criteria.



LOW VISIBILITY OPERATIONVisual aids

Distance Code Centerline Barret Centerline

Distance Code Centerline Barret Centerline

CAT II

CAT I

The red side row barrets gives additional lateral and roll guidance and alert the pilot that he not yet cross the RWY

Cross-Bars provide roll guidance and distance informations

à 300m & 150m

à from 900m to 300m

30 m




900 m

nominal touch-down point

150 m

Holding positi CAT I > 90m

CAT II > 150m

CAT II RWY width > 30m Slope < 0,8% RWY length > 1800m18m ó 4 strips

23mó

6 strips30m ó 8 strips45m ó 12 strips

60m ó 16 strips




Power supply with switchover time of:1 sec. for transmissometer

15 sec. for ceilometers and anemometers



LOW VISIBILITY OPERATIONNon visual aids

ILS maintenance take over time of duplicate ILS transmitters within 1 to 2 seconds

Threshold Crossing height (TCH)For CAT II, ILS must provide a TCH of 50 ft (15m) with a tolerance of only + 10ft ( 3m)



LOW VISIBILITY OPERATIONNon visual aids

HDGATT ILS

Comperison Caution Message

HDGà bank> 6° dis.6°

bank>12° dis.6°ATTà pitch (PIT) dis.6°

roll (ROL) dis.6°both PIT &ROL = (ATT)

ILSà LOC dis.0,6°

GS dis.0,2°

LOC CAT I = 1 dotCAT II = 1/3 dot

GP CAT I = 1 dotCAT II = 1 dot



LOW VISIBILITY OPERATION Approach

NORMAL LOW VISIBILITY CIRCLING APPROACH

20sec - (1sec/1kt)

ALT

HDGTQ SPEED white bugChecklist

Disregard RVRcontinue approach

LOC *

CAT II capebility



LOW VISIBILITY OPERATIONType Part ATR

LOW VISIBILITY TAKE – OFF (LVTO)

> 400 –150 m - 10 kts X-wind

-

Braking action 0,30- RVR in Sectoren - / B / C- Centerline lights 30m

<150 – 125 m - 10 kts X-wind

- Braking action 0,30- RVR in Sectoren A / B / C- Centerline lights 15m- 90m visual segment available from cockpit at start T/O run

CAT II APPROACH / LANDING

Dual Coupling occurs below 1.200 ft radio altitude the dual coupling indication is displayed at ACP

and the EADIs.The CAT II capability message must be available upon LOC intercept and is confirmed by PNF call-out.

Dual coupling must be achieved at 800 ft radio altitude.Below 200ft RA, the radio altimeter controls the display of the runway symbol in the EADIs.

The EXCESS DEV monitor is only active during dual coupling and radio altitudebetween 500 ft and 100 ft for glideslope and

between 500 ft and 0 ft for localizer.If the aircraft deviates 1/3 dot = 0,3° from LOC and / or

3/4 dot = 0,25° from GS,

localizer and / or glideslope scales on both EADI will flash amber and EXCESS DEV will be displayeon the ADU, provided “CAT 2” was available at the time of occurrence.

If actual approach speed becomes lower than set Vapp – 5 kts or higher than set Vapp +10 kts CMannounces: “SPEED”

Excessive attitude means bank angle > 10° and / or pitch attitude < -4° or > +4°CM2 announce: “GUIDANCE”

Visual Reference An approach may not be continued below the CAT II decision height unless visual referenc

containing a segment of at least 3 consecutive lights being:Ø The centerline of the approach lights, or

Ø The touchdown zone lights, orØ The runway centerline lights, orØ The runway edge lights or,

Ø A combination of these is attained and can be maintained.The visual reference must include a lateral element of the ground pattern, i.e.,

crossbar of the approach lights, the landing threshold or a barrette of touchdownzone lighting.

Landing minima CAT IIØ DH 100 ft (RA)

Ø 400m RVR manual approach after DH(RA)Ø 300m RVR approach with autopilot on to 50 ft (RA) and manual continuation to land



LOW VISIBILITY OPERATIONType Part ATR

WORDINGS / CALL OUTS :

CM II monitor till touch down all instruments head downØ Loc * à Final Heading / CAT II capebbbilityØ OM à OM check altitude checkedØ 800 ft (RA) à Dual couplingØ 500 ft (RA) à Center Heading bug / Flight director off

CM II checks deviations in attitude and speed and monitors the autopilot actionsCM II crosschecks CMI, CMII and SBY instrumentsØ 200 ft (RA) à Approaching minimumØ 100 ft (RA) à MinimumØ 50 ft (RA) à Fifty (Check autopilot off)Ø 40, 30,20,10

FAILURES:

Failure occure below 800 ftØ discontinue the approach; go-around

Failure occures above 800 ft

Ø continue CAT II if QRH is completed until passing 800 ft§ Flaps Jam 15

§ Hyd LOPress / OVHT (Xfeed must be available)§ Gen Fault DC, ACW, AC (BTC must be closed)§ MFC Fault (one module)

§ One CRT Fail



6.00

PROCEDURES & TECHNIQUES



PROCEDURES & TECHNIQUES

Flame out in climb (all after PWR MGT out of TO)

Q ENG START - cont relightQ PL - adjust

Q CL - max RPM live engineQ PWR MGT - MCT

Q Final TO – speedQ Bleed valves - off

Flame out in cruiseQ ENG START - cont relightQ PL - adjustQ CL - max RPM live engineQ PWR MGT - MCT

Flame out in short final

Q Both PL - adjustQ CL - max RPMQ Bleed valves - off

2 NM 1 NM 0,2 NM

Flaps 15 Flaps 30

Gear downPWR MGT TOFinal Checklist

+ 1 open item

VS = 700f t/min

Fly in full arc

MDA

170 kt 150 kt 140 kt

VOR – ADF Non Precision Approach



7.00

FORMEL



FORMELGeneral

ROD (ft / min) = Groundspeed (kt) • 5

1. Sinkrate

TAS = IAS um 2% je 1000 ft größer

( IAS + 4kts pro 1000 ft bis FL100 )( IAS + 5kts pro 1000 ft bis FL 200 )

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

2. TAS aus der IAS (nur geschätzt)

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

R0D (ft / min) = Groundspeed (kt) • Gleitwinkel (°) • 2

Standard Turn ( 3°/s) BankAngle = +7 max 25°)

4. Standard Turn

TAS

10

WCA =

8. Querwindeinfluß

F • WSTAS/10

Distance(NM) = Height to be los (1000ft) • 3

+ 15 NM (straight in approach)

+ 8 NM (abeam approach)

5. Descent

V APP = VmH B + WIND FACTOR

6. Final Approach Speed

WIND FACTOR the highest of:

- 1/3 of the reported head wind velocityor - the gust in full

with a maximum wind factor of 15 kt

Wolken(Basis) = Spread X 400 ft

Rel. Feuchte = 100 – ( 5 x Spread )

7. Wolkenbasis aus dem Spread

3. MACH aus TAS

MACH =

oder MACH x 10 = NM/min

TAS

600

TAS

60

TURBIN FUEL

Kg = ltr x 0,8

ltr = kg x 1,25

ltr = lbs x 0,57

lbs = ltr x 1,8

°C > °F ( 9/5 x °C ) +32

°F > °C 5/9 x ( °F – 32 )

m = ft x 0,3048

ft = m x 3,2808

Nm = km x 0,539

km = Nm x 1,852

kg = lbs x 0,45359

lbs = kg x 2,2046

psi = at x 14,22

1013,25 hPa = 29,92 inHg

inHg = hPa x 0,03 (Faustformel)

hPa = ft x 30 (bis ca. 6000ft)

QNH- Altitude à Pressure Altitude

PA = QNH-Alt. + (1013 – QNH) x 30

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

TA = QNH-Alt +/- 0,4% per 1°C

diff. of std. Temp

9. Umrechnungen



FORMELGeneral

Procedure Turn45° Procedure Turn80°

Non StandardStandard

Holding Speed < FL 140 = 230 kts / 1min

(Germany) > FL 140 = 240 kts / 1,5 min

QNH höher Alt.

QNH kleiner Alt.

Tropopausenhöhe = 36.000Ft / –56,5°C

Temperaturabnahme = 2°C / 1000ft

Standard

Siebzig



FORMELGeneral

10 20 30 40 50 60 70 80 100 110 120 130 140 150 160 170 10 20 30 40 50 60 70 80

5 -5 -5 -4 -4 -3 -3 -2 -1 1 2 3 3 4 4 5 5 1 2 3 3 4 4 5 5 5

10 -10 -9 -9 -8 -6 -5 -3 -2 2 3 5 6 8 9 9 10 2 3 5 6 8 9 9 10 10

15 -15 -14 -13 -11 -10 -8 -5 -3 3 5 8 10 11 13 14 15 3 5 8 10 11 13 14 15 15

20 -20 -19 -17 -15 -13 -10 -7 -3 3 7 10 13 15 17 19 20 3 7 10 13 15 17 19 20 20

25 -25 -23 -22 -19 -16 -13 -9 -4 4 9 13 16 19 22 23 25 4 9 13 16 19 22 23 25 25

30 -29 -28 -26 -23 -19 -15 -10 -5 5 10 15 19 23 26 28 29 5 10 15 19 23 26 28 29 30

35 -34 -33 -30 -27 -22 -18 -12 -6 6 12 18 22 27 30 33 34 6 12 18 22 27 30 33 34 35

40 -39 -38 -35 -31 -26 -20 -14 -7 7 14 20 26 31 35 38 39 7 14 20 26 31 35 38 39 40

W I N D S P E E D I N K N O T S

CROSSWIND COMPONENT

WIND COMPONENT TABLE

ANGLE BETWEEN WIND DIRECTION AND HEADING

HEADWIND COMPONENT TAILWIND COMPONENT



DANGEROUS GOODSChart

atr minidoc

Documents