ATR Minidoc

ATR 72

Inhalt

1.0 Inhaltsverzeichnis

1.1.4 Radio Communication Failure ……..…….……… 13

1.1.5 Emergency..……….………..…… 14 2.00 LIMITATIONS………...…... … 1.2.1 General ………...……….. 17 3.01 MFC……….………..……… … 3.02 CCAS………...….………. … 3.03 AIR………..………..…. … 3.3.1 General……….……….. 03 3.3.2 Pneumatic System………..……….. 03 3.3.4 Air Conditioning………. 03 3.3.5 Flow Control……… 03 3.3.6 Pressurization……….……… 03 3.3.7 Ventilation………..…………. 03 3.04 AFCS………..………... … 3.4.1 General……….……….. 03 3.4.2 FD / AP.……….……….. 03 3.4.3 TCS……….…………..…….. 03 3.05 COMMUNICATIONS………... … 3.06 ELECTRICAL SYSTEM………. … 3.6.1 DC Power……… 03 3.6.2 AC Power……… 03 3.07 EMERGENCY EQUIPMENT……….. … 3.7.1 General..………. 03 3.7.2 Safety Equipment……….. 03 3.7.2 Oxygen System………. 03 3.08 FIRE PROTECTION……… … 3.8.1 General……….……….. 03

3.8.2 Engine Extinguishing System……….. 03

3.09 FLIGHT CONTROLS……….………..… 3.9.1 General……… 03

3.9.2 Pitch………. 03

3.9.3 Yaw……….. 03

3.9.4 Flaps……… 03

3.9.5 Air Data System………. 03

3.9.6 AHRS……::……… 03 3.9.7 EFIS……… 03 3.10 FLIGHT INSTRUMENTS……… 3.11 FUEL SYSTEM……….…… 3.11.1 Tanks…….………... 03 3.11.2 General…..………... 03 3.12 HYDRAULIC SYSTEM……….….. …

ATR 72

Inhalt

3.13 ICE RAIN PROTECTION……….…... …

3.13.1 Quick - Reference………..………. 03

3.13.2 General……….………. 03

3.13.3 Engine and Wing Protection…….……….. 03

3.14 LANDING GEAR……….…. … 3.14.1 Nose Wheel Steering……….……….. 03

3.15.2 Brakes Anti Skid……….……….. 03

3.15 NAVIGATION SYSTEM……….. … 3.16 POWER PLANT………..………. … 4.00 FLOW….……… … 5.00 LOW VISIBILITY OPERATION.……… … 5.1.1 General……….……….. 03

5.1.2 OCA / OCH……….……….. 03

5.1.3 Visual aids……….……….. 03

5.1.4 Non Visual aids………….…….……….……….. 03

5.1.5 Type part ATR………….……….. 03

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

1.00

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OPERATING 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 °C

None

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 °C

TO = 55 – 65 psi

TO = 0 - 115 °C

QUICK – REFERENCE

BUGS POLICY

QUICK – REFERENCE

SPEED DEFINITIONS

DEFINITIONS

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

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

V1 Speed at which the pilot can make the decision following failure of critical engine: • Either to continue take-off

• Or to stop the aircraft

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

V2 Take off safety speed reached before 35 ft height with one engine failed and providing not less than the minimum second segment gradient (2,4 %).

VMCA Minimum control speed in flight at which aircraft can be controlled with 5° bank, in case of failure of the critical engine the other being set at RTO power (take off flaps setting and gear retracted).

VFE Maximum speed tor each flaps configuration

VMCL Minimum flight speed at which aircraft can be controlled with 5° bank in case of failure of the critical engine, the other being set at GA power (Landing flaps setting, gear

extended) and which provides rolling capability specified by regulations. (Flaps 30° VMCL = 90 kts,

Flaps 15° VMCL = 94 kts).

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

This speed

* 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 – REFERENCE

BUG 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 Bug

Vx Best rate Bug +10

EMERGENCY

RADIO COMMUNICATION

RADIO COMMUNICATION FAILURE

AS SOON AS lT IS KNOWN THAT TWO-WAY COMMUNICATION HAS FAILED, ATC SHALL MAINTAIN SEPARATION BETWEEN THE AIRCRAFT HAVING THE COMMUNICATION FAILURE AND OTHER AIRCRAFT BASED ON THE ASSUMPTION THAT THE AIRCRAFT WILL OPERATE IN ACCORDANCE WITH 1. OR 2..

1. VISUAL METEOROLOGICAL CONDITIONS (VMC)

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 THAN THE LAST ASSIGNED LEVEL. THE PERIOD OF 7 MINUTES COMMENCES:

IF OPERATING ON A ROUTE WITHOUT COMPULSORY REPORTING POINTS OR IF INSTRUCTIONS HAVE BEEN RECEIVED TO OMIT POSITION REPORTS:

1. AT THE TIME THE LAST ASSIGNED LEVEL OR MINIMUM FLIGHT ALTITUDE IS REACHED, OR

2. AT THE TIME THE TRANSPONDER IS SET TO CODE 7600, WHICHEVER IS LATER.

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 DESIGNATED REPRESENTATIVE WITHOUT ANY SUBSEQTJENT CHANGES, WILL BE USED.

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

WITHOUT A SPECIFIED LIMIT, PROCEED IN THE MOST DIRECT MANNER POSSIBLE TO

REJOIN THE CURRENT FLIGHT PLAN ROUTE NOT LATER THAN THE NEXT SIGNIFICANT POINT, TAKING INTO CONSIDERATION THE APPLICABLE MINIMUM FLIGHT ALTITUDE.

NOTE.- WITH REGARD TO THE ROUTE TO BE FLOWN OR THE TIME TO BEGIN

DESCENT TO THE ARRIVAL AERODROME, THE CURRENT FLIGHT PLAN, WHICH IS THE FLIGHT PLAN, INCLUDING CHANGES, IF ANY, BROUGHT ABOUT BY SUBSEQUENT CLEARANCES, WILL BE USED.

E. PROCEED ACCORDING TO THE CURRENT FLIGHT PLAN ROUTE TO THE APPROPRIATE

DESIGNATED NAVIGATION AID SERVING THE DESTINATION AERODROME AND, WHEN REQUIRED TO ENSURE COMPLIANCE WITH F., HOLD OVER THIS AID UNTIL COMMENCEMENT OF DESCENT.

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

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

BEFORE COMMENCING DESCENT.

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

DESTGNATED NAVIGATION AID.

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

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

EMERGENCY

FIRE, FLAME-OUT, GO-AROUND

Emergency & Abnormal Procedures ATR 72

FIRE FLAME OUT

GO-AROUND

PF -GO AROUND, FLAPS 15, ADJUST TORQUE

-Pushes GA button

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

POSITIVE CLIMP

PNF -Gear up

-Yaw damper ON, Taxi light OFF

-HDG mode, low bank and IAS mode (GA speed on AFCS)

ACCELERATION ALTITUDE

PNF -Speed increase 170 kts

-Flaps at Flaps retraction speed -Climb sequence

EMERGENCY

FIRE,FLAME-OUT AT V

ENGINE FLAME OUT ENGINE FIRE

!!! ALT HOLD !!!

VmLB 0 VmLB 15 FINAL T/O SPEED FINAL TAKE OFF SPEED – FLAPS 0° / 15°

EMERGENCY

Memory Items

- Eng. Start selector Cont Relight / On

- UPTRIM Check

- AUTOFEATHER Check

- PL FI

- CL FTR then FSO

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

- Eng. Start selector Cont Relight / On

- PWR MGT MCT or TO

- ADU Final TO speed

- PL Adjust

- CL Max RPM live engine

- Bleed valves Off

Ø Engine Flame Out (During Flight)

- Eng. Start selector Cont Relight / On

- PL FI

Ø Both Engine Flame Out

- Eng. Start selector Cont Relight / On

- PL both FI

Ø Engine Fire / In flight

- PL FI

- CL FTR then FSO

- Fire Handle PULL

- 1s t Agent after 10s DISCH

Ø Engine Fire / On Ground

- Both PL GI / REV as RQD

When aircraft stopped

- Parking BRK SET

- CL both FTR then FSO

- Fire Handle PULL

- 1s t Agent DISCH

Ø Emergency Descent

- Both PL FI

- Eng. Start selector Cont Relight / On

Ø Elevator Jam

- Control Columns PULL

Ø Flaps UNLK

o During Take – Off

§ Before V1

- Take Off Abort Initiate

§ After V1

- VR,V2 Increase + 10 kt

o During approach

- GA Power Apply

2.00

LIMITATIONS

General

Minimum flight crew 2 Pilots

Maximum operating altitude 25 000 ft

Cargo door opening < 45 kt cross wind

DESIGN WEIGHT LIMITATIONS

Max. Taxi 22 030

Max. Take off 22 000

Max. 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 kt

Landing gear extended VLE = 185 kt

VLO RET = 160 kt

VLO LOW = 170 kt

Rough air VRA = 180 kt

Wiper operating VWO = 160 kt

Tire speed = 165 kt

TAKE OFF AND LANDING

Tail wind limit 10 kt

Max. 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 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

INSTRUMENT MARKINGS

Red arc or radial line: minimum and maximum limits

Yellow arc: caution area

LIMITATIONS

General

FUEL

REFUELING

Maximum pressure 3.5 bars (50 PSI)

The wing tanks can also be refuelled by gravity

DEFUELING

Suction 0.77 bars (11 PSI)

USABLE FUEL

The total quantity of fuel usable in each tank is 2500 kg (5510 lbs) (3185 L)

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

UNBALANCE

Maximum fuel unbalance: 730 kg (1609 Lb)

FEEDING

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

§ One jet pump is able to supply both engines in the whole flight envelope, expect when using JP4 or JET B.

§ Engine feed LO PR below 300 mbar / 4PSI § Fuel tank LO LVL below 160 kg

§ Electrical pump on engine start / jet pump < 350 mbar / 5 PSI / fuel < 160 kg pressure from the HMU is below 500mbar / 7PSI

§ Fuel clog light HP fuel filter exceeds 45 PSI

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

HYDRAULIC SYSTEM

Each system is pressurized by an ACW electronic motor

The auxiliary DC electrical pump is located in the blue HYD system § Specification: HYJET IV or skydrol LD 4

§ Blue system supplies : Nose wheel steering / flaps / spoiler / propeller brake / emergency and parking brake

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

§ Alert LO LEVEL: 2,50 L ( XFEED automatically close )

§ Normal Pressure: 3000 PSI

§ LO PR: 1500 PSI

§ OVHT: T > 121°C

§ Emerg. press (blue): > 1600 PSI § Normal precharge

accumulator gas pressure: 1500 PSI

§ Aux pump (auto) is running: P<1500PSI / prop break released / gear down / one engine running

Note: In case of LO Level alert, cross feed valve:

- is inhibited to open

- close automatically if it was open

AUX HYD PUMP energizes for 30 sec the auxiliary DC hydraulic pump, enable to check pressure

LIMITATIONS

General

OIL SYSTEM

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

AIR - PRESSURIZATION

Maximum differential pressure 6.35 PSI

Maximum negative differential pressure - 0.5 PSI

Maximum differential pressure for landing 0.35 PSI

Maximum differential pressure for OVBD valve

full open selection 1 PSI

Maximum altitude for one BLEED off operation 20 000 ft

The 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 as inoperative for the rest of the flight

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

§ Pneumatic actuators are provided to set automatically CL to MAX RPM position when associated PL is beyond 56° PLA (Power Level Angle) and associated PWR MGT set on TO position.

AIR CONDITIONING

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

§ Pack valves will be automatically closed in case of leak detection

§ Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve § Duct temperature limited to 88°C by pneumatic temp limiter in order to reduce hot air flow § An OVHT caution is provided to the pilot when Tduct > 92°C (but the pack valve does not close)

§ Cooling of air is performed

o by two ground turbo shut off valves when:

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

LIMITATIONS

General

ELECTRICAL SYSTEM

SOURCE MAX LOAD TIME LIGHT

DC GEN 400A 600A 800A NONE 2 min 8 sec INV 500 VA 575 VA 750VA NONE 30 min 5 min

ACW GEN 2OKVA

3OKVA 4OKVA

NONE 5 min 5 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 OVDR configuration is on each 26 Volt AC BUS is 250 VA

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

AC WILD FREQUENCY

The ACW generation system consist of two propeller driven 3 phases generators 20 KVA for continuo’s operation

§ Nominal set voltage 115V / 200V

§ Normal operating frequency range 341 to 488 Hz ( 70 to 100% HP)

BATTERIES

§ Main Bat 24V / 43 Ah

LIMITATIONS

General

M FC

Take off with two or more failed MFC modules is prohibited. No Amber lights / some red lights on CAP if dual fault of 1B & 2B.

CCAS

§ T.O. CONFIG test is used before take off to check (Taxi checklist): - PWR MGT selector in TO position

- Pitch trim in green sector - Flaps 15 position

- Travel limit unit in low SPD configuration (TLU) § “TO INHI” is cancelled automatically as soon as

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

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

AFCS (Automatic Digital Flight Control System)

§ Bank mode HDG sel. - HI 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 flaps hydraulic circuit.

LIMITATIONS

General

LANDING GEAR

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

§ Gear must be considered down when one system indicates three green lights (? ? ? ) § The main gear wheels are automatically braked as soon as the lever is selected up

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

§ Except gear warning: Gear down / flaps normal landing / Radio altimeters < 500 ft § Nose wheel steering angle +/- 60°

§ Nose wheel deflection of +/- 91° is possible during towing with no pressure in the system § Nose wheel steering is self centring after lift off

§ Main gear wheels are fitted with fusible plugs to release pressure when the wheel temperature exceeds 177° C

ANTI SKID

§ Gear down and locked aircraft speed exceeds 10 kt

§ In the event of electrical supply loss the antiskid is no more operative and brakes are directly operated

CAUTION: Brake handle applies braking without any anti-skid operation, in case of hydraulic power system failure, the brakes accumulator allows at least six braking applications without anti skid protection

ICING CONDITIONS

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

§ Normal mode piloted by MFC

- FAST MODE ( SAT > -20°C ) : 60 sec - SLOW MODE ( SAT < -20°C ) : 180 sec

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

§ Below -30°C icing problems should be non-existent (No super cooled water) § Use of NP less than 86% is prohibited in icing condition

PROPELLER ANTI ICING

The system is supplied with 115 ACW and delivers 1400 W per blade two modes are available::

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

ON to be used when SAT is between –10°C and -30°C Propeller anti-icing is inhibited when NP is below 63%

WINDOW HEAT

It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over 21°C.

LIMITATIONS

General

OXYGEN

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

The scale is marked by red arc from 0 to 85 PSI and by a green arc from 85 to 2025 PSI

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

Crew Members

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

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

§ In case of smoke or noxious gas emission with the dilution control in the 100% position oxygen is provided to 3 cockpit crew for a duration of 15 minutes at demand flow

Passengers

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

A 10% pax oxygen consumption is assumed.

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

Note: At dispatch the computed flight time after decompression should be at least 1/2 of estimated flight time to destination or flight time to the Iongest en-route alternate which ever is higher. Provision is made to cover:

- unusable quantity - normal system leakage - Ref. Temp errors.

LIMITATIONS

General

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 between 125°C and 140°C.

- Refer to ENG OIL HI TEMP procedure.

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

Oil temperature must be maintained above 71°C to ensure fuel anti-icing protection in absence of the low fuel temperature indication.

(4) - 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 to 125 (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

LIMITATIONS

General

PROPELLERS

GROUND OPERATION

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

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

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

IN FLIGHT OPERATION

Use of NP setting below 86% in icing conditions is prohibited

ATR airplanes are protected against a positioning of power levers below the flight idle stops in flight by an ILDE GATE device. lt is reminded that any attempt to override this protection is prohibited. Such positioning may Iead to Ioss of airplane control or may result in an engine overspeed condition and consequent Ioss of engine power.

STARTER

LIMITATIONS

LIMITATIONS

3.01

MFC

General

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 1B 2B

MFC 1A 2A

BATTERY POWER SUPPLYS

3.02

CENTRALIZED CREW ALERTING

SYSTEM (CCAS)

CCAS

General

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

TO config Test pb tested PWR MGT TO RUD TLU OK FLAPS 15° PITCH TRIM green arc Before TO press “TO INHI” pb

After gear retract “TO INHI” is OFF Before landing “RCL”

WARNING

CAUTION

MFC 2B MFC 1B

3.03

AIR

AIR

General

in the following cases: - Bleed duct OVHT - Bleed duct LEAK

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

Bleed valve only)

- In absence of air pressure, with engine bleed selected “ ON”

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

OVHT LEAK OVHT LEAK OFF FAULT FAULT BLEED VALVE HP VALVE PACK VALVE DE ICE VALVE ISOL. VALVE COMPRESSOR

The right pack supplies the cabin only,

AIR

Pneumatic 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 during descent at FI, and during ground operation (both engines running or in HOTEL MODE).

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

§ Two THERMOSWITCHES are installed downstream of Bleed Air s/o valve. A OVHT associated light is located on air bleed panel.

§ The X VALVE OPEN light, on air bleed panel illuminates when CROSSFEED VALVE is open Air is generally bleed from the low compressor stage (LP)

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

AIR

Pneumatic System

To conditioning the cabin in HOTEL MODE :

Right ENG AIR BLEED plus right PACK VALE and via the CROSS – FEED BLEED VALVE (automatically opened) the left PACK VALVE

X VALVE OPEN

X VALVE OPEN The Pneumatic System supplies

Pneumatic Air for: - Air Conditioning

- Pressuration and pneum. De-icing

- CL pneumatic actuator PL < 56° + PWR MGT =TO

The BLEED Valve is:

electrically controlled and pneumatically operated.

Recovered NOT Recovered

The Fault Bleed Light comes on amber and the CCAS is activated when: Disagreement between the valve and the selected position or in case of OVHT or LEAK

PACK 1

!!! During a starting sequence, the bleed valves opening is inhibited !!!

OVHT

LEAK FAULT

OFF

HP VALVE opens if pressure drops below 25 PSI

AIR

Air Conditioning

88°C by pneumatic temp limiter.

(MAX FL 200)

An OVHT caution is provided to the Pilot 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 ASSOCIATED PACK VALVE !!!

DISAGREE T > 204 °C

T > 92 °C

T > 88 °C

In case of loss of electrical supply to the DIGITAL CONTROLLER:

Both outflow valves go to full close The control of the temperature

can be effected either: - in normal mode, - in automatic mode.

AIR

Flow Control

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

AIR

Air Conditioning

Enables, in case of smoke in the forward cargo compartment, to isolate the flight deck ventilatino preventing smoke to enter the flight compartment !!!! CLOSE ONLY IN CASE OF FWD COMP SMOKE !!!!

CLOSED OPEN

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

RH PACK

Extract Fan runs on ground - high T > 52°

AIR

Pressurization

550 ft

AREA

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 prevent overpressure

AIR

Pressurization

FAULT Only 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 CAB ALT (ft) 140 0 170 2000 200 4000 250 6750

In case of ADC1 Failure: The digital controller uses as reference Aircraft static air pressure generated by

ADC 2 and 1013 HPa

ADC 2 ADC 1 ADC 1 Take Off Elevation Landing Elevation Digital Controller

AIR

Pressurization

Operation on ground

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

At least one engine running even in hotel mode:

- air and electrical power available and outflow valves open

Between 30 sec and one minute after take off the bleed shut-off valves are opened thus

supplying the jet pump. The required cabin pressure level is adjusted by digital controller which drives the outflow valves according to the flight profile and to the pressurization law registered in the controller.

Power off Outflow valves closed

Power on Controlled supplied, valves

closed

Pack valve on Jet pump operative outflow valves regulate

Landing gear compressed

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

AIR

Ventilation

à U/F open EXHAUST MODE FAULT illuminates.

When start sequence is initiated, extract fan stops for 120s to avoid pessure shocks;

or when fan failure, or overtemperature and CCAS is activated

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:

3.04

AUTOMATIC FLIGHT CONTROL

SYSTEM (AFCS)

AFC

AFC

General

Avionics Standard Communication BUS

NAV SENSORS VOR 1 DME ILS 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)

AFC

FD / 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)

manual

or

autopilot

AFC

TCS

Touch Contro/ Steering (TCS) pb

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

Basic AP mode: Depressing the TCS button in the basic mode will cause the AP to change the pitch and roll references. The reference attitude will be the aircraft’s new pitch and roll attitude (within limits) at the time the TCS button is released. Pitch attitude resynchronisation limits are ± 15°. If the button is released with a pitch attitude greater than 15° the aircraft will return to 15° and maintain that attitude.

lf the TCS is released at bank angles less than 6° the system will level the wings and, at wings level will fly the existing heading. If the bank angle is greater than 6° but Iess than 35° at TCS release, the AP will maintain the bank angle. At bank angles greater than 35° the aircraft will return to 35° and the AP will maintain 35°. 35° 6° 3° HDG HOLD wing level bank hold if TCS

3.05

COMMUNICATIONS

General

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

3.06

ELECTRICAL SYSTEM

General

The electrical power generation is provided by following sources:

- Main and emergency batteries

- Two engine-driven DC starter/generators - Two AC wild frequency generators

- Two external power units (AC and DC)

Weak DC GPU:

27 – 28 V use EXT Power

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

ELECTRICAL SYSTEM

DC 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 DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW

GND HDLG BUS : BAT OFF

OFF

AC AC

-Refuel & defuel system -Entrance lights

-DC aux hydraulic pump

ELECTRICAL SYSTEM

DC POWER

EXT PWR “AVAIL”:

SUPPLY: - DC SVCE BUS - GND HDLG BUS INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW

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

OFF

AVAIL DC SVCE / UTLY BUS

ELECTRICAL SYSTEM

DC POWER

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

MICRO SW INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG AC _AC BATT ON: ON FAULT FAULT FAULT FAULT SHED HOT MAIN BAT BUS

DC SVCE / UTLY BUS

ELECTRICAL SYSTEM

DC POWER

GPU ON à only if bat switched “ON”

“DC STBY BUS” connected automatically at “HOT EMER BAT BUS “ as soon as batteries are not supplying the Aircraft

INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW

BAT ON / EXT POWER ON

ON

DC SVCE / UTLY BUS

FAULT FAULT

ON AC BTR

ELECTRICAL SYSTEM

DC POWER

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW 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 !!!

ELECTRICAL SYSTEM

DC POWER

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW NORMAL SUPPLY ON

DC SVCE / UTLY BUS

ON ON

ELECTRICAL SYSTEM

DC POWER

BTC closes automatically

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

INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW GEN 1 “FAIL” ON

DC SVCE / UTLY BUS

ON FAULT

ELECTRICAL SYSTEM

DC POWER

In this case: DC GEN 2 only on line with DC BTC open !!!!! CM II becomes PF INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS DC BUS 2 UTLY BUS 1 UTLY BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW FAILURE DC BUS 1: ON

DC SVCE / UTLY BUS

ON FAULT SHED DC BUS 1 AC BTR EMER BAT IS ISOLATED AC BTR will close only if DC BTC is NOT “ ISOL” AC _AC FAULT

ELECTRICAL SYSTEM

DC POWER

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW FAILURE DC BUS 2: ON

DC SVCE / UTLY BUS

ON FAULT SHED DC BUS 1 AC BTR MAIN BAT IS ISOLATED AC BTR will close only if DC BTC is NOT “ ISOL” DC BUS 2 FAULT AC _AC

ELECTRICAL SYSTEM

DC POWER

MAIN BAT BUS supply - INV 1 + AC STBY BUS - DC STBY BUS

- DC ESS BUS 2 Amber Arrows illuminate

EMER BAT BUS supply - DC EMER BUS

INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW

BOTH DC GEN FAIL à 1 OVRD

OVRD

DC SVCE / UTLY BUS

FAULT FAULT FAULT FAULT SHED BAT OVRD ON AC _AC

With Batteries only: AC Bus 1 & 2 are never supplied

ELECTRICAL SYSTEM

DC POWER

EMER BAT BUS supply - DC STBY BUS

- DC EMER BUS - INV 1 - AC STBY BUS INV 1 INV 2 AC 1 AC 2 AC STBY DC STBY BUS DC EMER BUS DC ESS BUS HOT EMER BAT BUS HOT MAIN BAT BUS

DC BUS 1 _{BUS 1}UTLY _{BUS 2}UTLY DC BUS 2

DC GEN 1 EXT. PWR DC GEN 2

DC SVCE BUS GND HDLG BUS BTC BAT EMER BAT CHG MAIN BAT CHG MICRO SW

BOTH DC GEN FAIL + “UNDV” à 2 OVRD

OVRD

DC SVCE / UTLY BUS

FAULT FAULT FAULT FAULT SHED U N D V O V R D „UND VOLT“ Illuminate „OVRD“ Pb AC _AC

ELECTRICAL SYSTEM

AC POWER

ACW EXT PWR “ON”

ACW EXT PWR “ON” + ENGINE “ON”

EXT. PWR ACW BUS 1

ACW SVCE BUS

ALT GEN1 ACW BUS 2 ALT GEN2 BTC 1 BTC 2 GXC EXC EXT. PWR ACW BUS 1

ACW SVCE BUS

ALT GEN1 ACW BUS 2 ALT GEN2 BTC 1 BTC 2 GXC EXC OPEN OPEN ( PRIORITY )

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

3.07

EMERGENCY EQUIPMENT

General

BAGGAGE

BAGGAGE

BAGGAGE

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

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

EMERGENCY EQUIPMENT

EMERGENCY EQUIPMENT

EMERGENCY EQUIPMENT

EMERGENCY EQUIPMENT

Oxygen System

ON OFF

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

(10min descend FL 250 to FL130 + 110min FL130) Smoke à dilution of 100 % à 15 min / 3 cockpit crew

In addition to the cockpit crew; the passenger outlets supply 10% of the passenger with a continuous diluted flow for a duration of 30 min in case of pressure drod ( 4 min to descend FL 250 to FL130 and 26 min to continue the flight between FL130 and FL 100)

CPT MASK F/O MASK OBSER MASK

EMERGENCY EQUIPMENT

Oxygen System

3.08

FIRE PROTECTION

General

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

Right nacelle overhaet detection system (on ground only) Right nacelle is equipped with an overheat detector.

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

§ System is inhibited in flight

FIRE PROTECTION

Engine Extinguishing System

Pulled: on the respective engine

Prop Feathering

Fuel ENG LP Valve closed

Air Bleed & HP Valve closed Deice Deice & shutoff valve closed Elect DC & ACW GEN disconnected Squibs armed LTS illumination

ENG FIRE PULL

1

(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 to facilitate identification of the depressurized bottle

Two common bottles for both engines

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

3.09

FLIGHT CONTROLS

General

WHEEL TRAVEL: +/- 65°

AILERON TRAVEL: 14°up 14°down

AILERONS AUTOMATIC TAP TRAVEL: 57% of aileron course SPOILERS START TO ACT AFTER GIVEN AILERON DEFLECTION 2,5°

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

FLIGHT CONTROLS

Pitch

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

NORMAL TRIM will disengage the AP

FLIGHT CONTROLS

YAW

TLU (TRAVEL

The TLU automatic control is done through ADC 1/2 when reaching 185kt during an acceleration and when reaching 180kt during deceleration. The TLU setting ( high speed or low speed) may also be performed manually in case of ADC failure. HI < 185 kt LO > 180 kt FAULT ADC 1 ADC 2

FLIGHT CONTROLS

Flaps

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

3.10

FLIGHT INSTRUMENTS

Air Data System

AHRS 1 ECC 1 AFCS ECC 2 AHRS 2 SGU 2 VSI ALTM ASI VSI ALTM ASI ADC 2 ADC 1 SGU 1

FLIGHT INSTRUMENTS

AHRS

AHRS 1

AHRS 2

Normal

Standby

AHRSà Attitude and Heading Reference System EHSI à Electronic Horizontal Situation Indicator EADI à Electronic Attidude Director Indicator RMI à Radio Magnetic Indicator

SGU

FLIGHT INSTRUMENTS

EFIS

3.11

FUEL SYSTEM

Tanks

REFUELING

Maximum pressure 3.5 bars (50 PSI)

The wing tanks can also be refueld by gravity DEFUELING

Suction 0.77 bars (11 PSI)

NOTE: Fuel remaining in the tanks when quantity indicators show zero is not usable in flight Total quantity of fuel in each tank is 2500kg / maximum fuel unbalance is 730kg

WING CENTER BOX

RH WING FUEL TANK LH WING FUEL TANK

FUEL SYSTEM

General

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

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

FUEL CLOG 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 0

0 1 6 0

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

General

OVHT LO LEVEL OVHT LO LEVEL ON ON OFF LO PR OFF LO PR OVHT LO PR OFF LO PR ON OVHT OFF LO PR OFF LO PR LO LVL OVH T LO LVL OVH T

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°C T > 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 wich pressurized the BLUE HYD SYST, regardless BATT SWT “ON” or “OFF” position

3.13

ICE RAIN PROTECTION

ICE RAIN PROTECTION

Quick - 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 when

TAT in flight is at or below 7° and visible moisture in any form is present

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

Ground icing conditions exist when OAT on the ground is at or below 5°C and when surface snow, standing water, or slush is present on the ramps, taxiways and runways.

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

propellers.

AOA AOA

1

ICING ICING ICING ICING ICE ACCRETION TAT < 7°C 1 1 AOA AOA ICING 1 2 3 1 2 3 3 1 2 3

ICE RAIN PROTECTION

General

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

PROPELLER ANTI ICING

The system is supplied with 115 ACW and delivers 1400 W per blade two modes are available::

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

ON to be used when SAT is between -30°C and –10°C Propeller antiicing is inhibited when NP is below 63%

WINDOW HEAT

It is supplied with 200 ACW and temperature is controlled by an electronic controller wich keeps the outer windshield temperature over 20°C, the inner surface remains above 21°C to prevent mist formation, side window electrically heated with 28 volts DC and keeps the inner Temperature over 21°C.

ICE RAIN PROTECTION

Engine and Wing Protection

FAULT FAULT FAULT FAULT

SLOW ON ON OVRD ON 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.