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ATR 72 Inhalt
ATR 72 Inhalt

ATR 72

Inhalt

1.0

Inhaltsverzeichnis

1.00

QUICK REFERENCE……………………………………….… …

 

1.1.1 Panel……………………………

…………………………

01

1.1.2 Bugs Policy……………………………………….………… 10

1.1.3 Speed Definitions.………

…….…

……………………

11

1.1.4 Radio Communication Failure ……

…….………………

13

1.1.5 Emergency

………………………………….………

……

14

2.00

LIMITATIONS…………………………………………………

1.2.1

General ………………………

…………………

17

3.01

MFC…………….………………………………

……………………

3.02

CCAS………………………………………………

….…………….

3.03

AIR…………………………………………………

……………

….

3.3.1

General……………………………………….……………

03

3.3.2

Pneumatic System…………………………

……………

03

3.3.4

Air Conditioning……………………………………………. 03

3.3.5

Flow Control………………………………………………… 03

3.3.6

Pressurization……………………………….……………… 03

3.3.7

Ventilation………………………………………

………….

03

3.04

AFCS………………

………………………………………………

3.4.1 General……………………………………….……………

03

3.4.2 FD / AP.……………………………………….……………

03

3.4.3 TCS……………………………………….…………

……

03

3.05

COMMUNICATIONS………………………………………………

3.06

ELECTRICAL SYSTEM……………………………………………. …

3.6.1 DC Power…………………………………………………… 03

3.6.2 AC Power…………………………………………………… 03

3.07

EMERGENCY EQUIPMENT………………………………………

3.7.1

General

…………………………………………………….

03

3.7.2

Safety Equipment…………………………………………

03

3.7.2

Oxygen System……………………………………………. 03

3.08

FIRE PROTECTION………………………………………………… …

3.8.1 General……………………….……………………………

03

3.8.2 Engine Extinguishing System……………………………

03

3.09

FLIGHT CONTROLS……………………………………….………

3.9.1 General……………………………………………………… 03

3.9.2 Pitch…………………………………………………………. 03

3.9.3 Yaw…………………………………………………………

03

3.9.4 Flaps………………………………………………………… 03

3.9.5 Air Data System……………………………………………. 03

3.9.6 AHRS……::………………………………………………… 03

3.9.7 EFIS………………………………………………………… 03

3.10

FLIGHT INSTRUMENTS………………………………………………

3.11

FUEL SYSTEM…………………………………………………….……

3.11.1 Tanks…….………………………………………………

03

3.11.2 General…

………………………………………………

03

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ATR 72 Inhalt

ATR 72

Inhalt

3.13

ICE RAIN PROTECTION……………………………………….…

3.13.1 Quick - Reference………

………………………………….

03

3.13.2 General……………………………….………………………. 03

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

03

3.14

LANDING GEAR………………………………………………….…. …

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

03

3.15.2 Brakes Anti Skid…………….………………………………

03

3.15

NAVIGATION SYSTEM……………………………………………

3.16

POWER PLANT……………………………………………

……….

4.00

FLOW….……………………………………………………………… …

5.00

LOW VISIBILITY OPERATION.…………………………………… …

5.1.1 General………………….……………………………………

03

5.1.2 OCA / OCH…………….……………………………………

03

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

03

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

03

5.1.5 Type part ATR………….……………………………………

03

6.00

PROCEDURES & TECHNIQUES……………………………….……

7.00

FORMEL…………………………………………………………………

1.00

QUICK REFERENCE

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA
QUICK – REFERENCE OPERATING DATA

QUICK – REFERENCE

OPERATING DATA

RTO = 105 % 5 min Transient: TO = 92,0 % 5 min MCT =
RTO = 105 %
5 min
Transient:
TO
=
92,0 %
5
min
MCT = 90,0 %
None
RTO = 101 %
Transient :
10
min
TO
=
101 %
5
min
.
MCT = 101 %
None
RTO = 816 °C
Transient:
10
min
TO
=
785 °C
5
min
MCT = 785 °C
None
RTO = 100 %
Transient :
10
min
TO
= Chart
5
min
.
MCT = 100 %
None
Oil Pressure:
Oil Temperature:
RTO = 55 – 65 psi
RTO
=
TO
=
55 – 65 psi
TO
0 - 115 °C
0 - 115 °C
MCT = 55 – 65 psi
MCT
=
= 0 - 115 °C

10 Minuten < 105 % 20 Seconds < 125 % 20 Minutes = Not App.

20 Seconds = 110 %

20 Seconds = 850 °C Starting:

5 Seconds = 950 °C

20 Seconds = 102 %

QUICK – REFERENCE BUGS POLICY
QUICK – REFERENCE BUGS POLICY

QUICK – REFERENCE

BUGS POLICY

TAKE - OFF FLIGHT APPROACH AND LANDING
TAKE - OFF
FLIGHT
APPROACH AND LANDING
QUICK – REFERENCE SPEED DEFINITIONS
QUICK – REFERENCE SPEED DEFINITIONS

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

• 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 %).before 35 ft height with one engine failed and providing not VMCA Minimum control speed in

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

0°

* Must be used EN ROUTE FOR OBSTACLE LIMITED CASES

15°
15°

* 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

VAPP = VmHB + Wind Factor (Wind Factor = the highest of: 1/3 of the head wind velocity or the gust in full with a maximum wind correction of 15 kts)

QUICK – REFERENCE BUG DEFINITIONS
QUICK – REFERENCE BUG DEFINITIONS

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

-

V y Best gradient

normal condition

White Bug +10

 

-

VmHB

normal condition

 

-

VmHB Flaps 15

icing condition

-

V x Best rate

normal condition

Red Bug

-

Flaps 0

icing condition

-

VmLB

icing condition

-

V y Best gradient

icing condition

Red Bug

+ 10

-

VmHB

icing condition

 

-

V x 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 VmHB Flaps 15

normal condition icing condition

White Bug White Bug + 10

V y Best gradient

Bug

V x Best rate

Bug +10

EMERGENCY RADIO COMMUNICATION
EMERGENCY RADIO COMMUNICATION

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 COORDINATION MEASURES.

AND

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

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

PLAN, WHICH IS

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

D. IF BEING RADAR VECTORED OR PROCEEDING OFFSET ACCORDING TO RNAV WITHOUT A SPECIFIED LIMIT, PROCEED IN THE MOST DIRECT MANNER POSSIBLE TO REJOIN THE CURRENT FLIGHT PLAN ROUTE NOT LATER THAN THE NEXT SIGNIFICANT POINT, TAKING INTO CONSIDERATION THE APPLICABLE MINIMUM FLIGHT ALTITUDE. NOTE.- WITH REGARD TO THE ROUTE TO BE FLOWN OR THE TIME TO BEGIN DESCENT TO THE ARRIVAL AERODROME, THE CURRENT FLIGHT PLAN, WHICH IS THE FLIGHT PLAN, INCLUDING CHANGES, IF ANY, BROUGHT ABOUT BY SUBSEQUENT CLEARANCES, WILL BE USED.

E. PROCEED ACCORDING TO THE CURRENT FLIGHT PLAN ROUTE TO THE APPROPRIATE DESIGNATED NAVIGATION AID SERVING THE DESTINATION AERODROME AND, WHEN REQUIRED TO ENSURE COMPLIANCE WITH F., HOLD OVER THIS AID UNTIL COMMENCEMENT OF DESCENT.

F. COMMENCE DESCENT FROM THE NAVIGATION AID SPECIFIED IN 2.E. AT, OR AS CLOSE AS POSSIELE TO, THE EXPECTED APPROACH TIME LAST RECEIVED AND ACKNOWLEDGED. IF NO EXPECTED APPROACH TIME HAS BEEN RECEIVED AND ACKNOWLEDGED, HOLD OVER THIS NAVIGATION AID FOR A PERIOD OF 5 MINUTES BEFORE COMMENCING DESCENT.

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

H. LAND, IF POSSIBLE, WITHIN THIRTY MINUTES AFTER THE ESTIMATED TIME OF ARRIVAL SPECIFIED IN F OR THE LAST ACKNOWLEDGED EXPECTED APPROACH TIME, WHICHEVER IS LATER

EMERGENCY FIRE, FLAME-OUT, GO-AROUND
EMERGENCY FIRE, FLAME-OUT, GO-AROUND

EMERGENCY

FIRE, FLAME-OUT, GO-AROUND

Emergency & Abnormal Procedures ATR 72

FIRE

FLAME OUT

Emergency & Abnormal Procedures ATR 72 FIRE FLAME OUT GO-AROUND PF -GO AROUND, FLAPS 15, ADJUST

GO-AROUND

PF

-GO AROUND, FLAPS 15, ADJUST TORQUE -Pushes GA button -Rotates into the bars, initially not exceeding 8° nose-up

POSITIVE CLIMP

PNF

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

ACCELERATION ALTITUDE

PNF

-Speed increase 170 kts -Flaps at Flaps retraction speed -Climb sequence

EMERGENCY FIRE,FLAME-OUT AT V 1
EMERGENCY FIRE,FLAME-OUT AT V 1

EMERGENCY

FIRE,FLAME-OUT AT V 1

FINAL TAKE OFF SPEED FLAPS 0° / 15° ENGINE FIRE FINAL TAKE OFF SPEED –
FINAL TAKE OFF SPEED FLAPS
0° / 15°
ENGINE
FIRE
FINAL TAKE OFF SPEED – FLAPS 0° / 15°
FINAL
T/O
SPEED
ENGINE FLAME OUT
!!! ALT HOLD !!!
VmLB 0
VmLB 15
EMERGENCY Memory Items
EMERGENCY Memory Items

EMERGENCY

Memory Items

ÿEngine Flame Out at Take – Off

- Eng. Start selector

- UPTRIM

- AUTOFEATHER

- PL

- CL

Cont Relight / On Check Check FI FTR then FSO

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

- Eng. Start selector

- PWR MGT

- ADU

- PL

- CL

- Bleed valves

Cont Relight / On MCT or TO Final TO speed Adjust Max RPM live engine Off

ÿEngine Flame Out (During Flight)

- Eng. Start selector

- PL

ÿBoth Engine Flame Out

- Eng. Start selector

- PL both

ÿEngine Fire / In flight

- PL

- CL

- Fire Handle

- 1 st Agent after 10s

ÿEngine Fire / On Ground

- Both PL

When aircraft stopped

- Parking BRK

- CL both

- Fire Handle

- 1 st Agent

ÿEmergency Descent

- Both PL

- Eng. Start selector

ÿElevator Jam

Cont Relight / On FI

Cont Relight / On FI

FI FTR then FSO PULL DISCH

GI / REV as RQD

SET FTR then FSO PULL DISCH

FI Cont Relight / On

 

-

Control Columns

PULL

ÿFlaps UNLK

 

o

During Take – Off

 

ß Before V1

 

-

Take Off Abort

Initiate

 

ß After

V1

 

-

VR,V2 Increase

+ 10 kt

o

During approach

 

- GA Power

Apply

- V GA

+ 10kt

2.00

LIMITATIONS

LIMITATIONS General
LIMITATIONS General

LIMITATIONS

General

Minimum flight crew Maximum operating altitude Cargo door opening

2 Pilots 25 000 ft < 45 kt cross wind

DESIGN WEIGHT LIMITATIONS Max. Taxi

MAXIMUM SPEEDS

22 030

Max. Take off

22 000

Max. Landing

21 350

Max. Zero Fuel

19 700

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

TAKE OFF AND LANDING

VRA

= 180 kt

Wiper operating

VWO

= 160 kt

Tire speed

Tail wind limit

10 kt

= 165 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

Green arc:

normal area

LIMITATIONS General
LIMITATIONS General

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

ß Each electric pump is able to supply one engine in the whole flight envelope

ß One electrical pump and associated jet pump are able to supply both engines in the whole flight envelope

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

ß Engine feed LO PR

ß Fuel tank LO LVL

ß Electrical pump on

below 300 mbar / 4PSI below 160 kg engine start / jet pump < 350 mbar / 5 PSI / fuel < 160 kg pressure from the HMU is below 500mbar / 7PSI HP fuel filter exceeds 45 PSI green (0°C – 50°C) Red dash ( -54°C and +57°C )

ß Fuel clog light

ß Fuel temp

HYDRAULIC SYSTEM

Each system is pressurized by an ACW electronic motor The auxiliary DC electrical pump is located in the blue HYD system

ß Specification:

ß Blue system supplies :

ß Green system supplies:

ß Normal filling level:

ß Alert LO LEVEL:

ß Normal Pressure:

ß LO PR:

ß OVHT:

ß Emerg. press (blue):

ß Normal precharge accumulator gas pressure:

ß Aux pump (auto) is running:

HYJET IV or skydrol LD 4 Nose wheel steering / flaps / spoiler / propeller brake / emergency and parking brake Landing gear / normal breaking 9,35 L 2,50 L ( XFEED automatically close ) 3000 PSI 1500 PSI T > 121°C > 1600 PSI

1500 PSI 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 CAUTION: Intensive use could discharge the main battery

LIMITATIONS General
LIMITATIONS General

LIMITATIONS

General

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

AIR - PRESSURIZATION Maximum differential pressure Maximum negative differential pressure

Maximum differential pressure for landing Maximum differential pressure for OVBD valve full open selection Maximum altitude for one BLEED off operation The manual control knob CAB ALT is used

Descent rate

-fast The max cabin rate of climb up to 20.000ft in auto mode Max CAB ALT (FL250 diff. press. 6 PSI)

-norm

PNEUMATIC SYSTEM

6.35 PSI - 0.5 PSI 0.35 PSI

1 PSI 20 000 ft from –1500 to +2500 ft/min -400 ft/min -500 ft/min +550 ft/min 6740 ft

ß 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)

ß The air bleed GRD X FEED is spring loaded closed – ground only, inhibited in flight auto open when only 1 eng is running.

ß During a starting sequence the bleed valves opening is inhibited

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

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

ß Propeller condition control (pneumatic actuator)

ß 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

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

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

ß Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve

ß Duct temperature limited to 88°C by pneumatic temp limiter in order to reduce hot air flow

ß An OVHT caution is provided to the pilot when Tduct > 92°C (but the pack valve does not close)

ß Cooling of air is performed

o

by two ground turbo shut off valves when:

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

o

by ram air when IAS < 150 kt

LIMITATIONS General
LIMITATIONS General

LIMITATIONS

General

ELECTRICAL SYSTEM

SOURCE

MAX LOAD

TIME LIGHT

DC GEN

400A

NONE

600A

2

min

800A

8

sec

INV

500

VA

NONE

575

VA

30 min

750VA

5

min

ACW GEN

2OKVA

NONE

3OKVA

5

min

4OKVA

5

sec

SINGLE DC GEN OPERATION In flight :

DC STARTER/GENERATOR

ß Nominal output power:

ß Nominal operating voltage:

if OAT exceeds ISA + 25, flight Ievel must be Iimited to FL 200

12 kW (400A) 27 to 31 V

- Starter mode:

up to

45% NH

- Generator mode:

after 61,5% NH

ß DC voltage indicator normal reading

- For battery without load:

25 to 28 volts

- For battery under load:

23 to 28 volts

ß DC current indicator -Normal reading is for each generator:

less than 300 A

AC CONSTANT FREQUENCY

ß Two static inverters of constant frequency

- Power

- Output voltage

- Frequency

- Type

- AC load indicator

( 400 Hz ) AC power 500 VA 115 V +/- 4V and 26V +/- 1V 400 Hz +/- 5Hz single Phase below 0,5

ß Input voltage from DC BUS 1+2 is between 18 Volt DC and 31 Volt DC

ß 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

ß 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

ß Nominal set voltage

ß Normal operating frequency range

BATTERIES

ß

ß

Main Bat

Emer Bat

115V / 200V 341 to 488 Hz ( 70 to 100% HP)

24V / 43 Ah 24V / 15 Ah

LIMITATIONS General
LIMITATIONS General

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

ß 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)

ß “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)

ß

Bank mode HDG sel.

- HI

27°max

 

- LO

15°max

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

ß Minimum height for auto pilot engagement after take off :

100ft

ß 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

ß 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
LIMITATIONS General

LIMITATIONS

General

LANDING GEAR

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

ß Gear must be considered down when one system indicates three green lights (??? )

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

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

ß Except gear warning:

ß Nose wheel steering angle

ß Nose wheel deflection of

ß Nose wheel steering is self centring after lift off

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

Gear down / flaps normal landing / Radio altimeters < 500 ft +/- 60° +/- 91° is possible during towing with no pressure in the system

exceeds 177° C

ANTI SKID

ß Gear down and locked aircraft speed exceeds 10 kt

ß 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

ß All icing detection Iights must be operative prior to flight into icing conditions at night.

ß The ice detector must be operative for flight into icing conditions.

ß Normal mode piloted by MFC

- FAST MODE

( SAT

>

-20°C )

:

60 sec

- SLOW MODE

( SAT <

-20°C )

: 180 sec

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

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

ß 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

ON

below 0°C and -10°C –10°C and -30°C

to be used when SAT is between

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
LIMITATIONS General

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

ß 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

ß 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
LIMITATIONS General

LIMITATIONS

General

ENGINE PARAMETERS Beyond these limits, refer to maintenance manual.

 

POWER

TIME

TQ

 

ITT

NH

NL

NP

OIL

 

OIL

SETTING

LIMIT

(%)

(°C)

(%)

(%)

(%)

PRESS

TEM

 

(PSI)

(°)

REVERSE

10 min
10
min

106.3

 
800
800

103.2

104.2

101

55

to 65

0

to 125

TAKE OFF

 

(***)

 

(****)

   

(3)

TAKE OFF

5 min
5 min

90

 

(*)

101.9

101.4

101

55

to 65

0

to 125

   

(3)

MAXIMUM

NONE

90.9

 
800
800

103.2

104.2

101

55

to 65

0

to 125

CONTINUOUS

 

(**)

 

(3)

GROUND

     

66 mini

   

40 mini

-

40 to

IDLE

125

(3)

HOTEL(4)

     

715

     

55

to 65

-

40 to

MODE

   

125

(3)

STARTING

 

5s

   

950(2)

 

- 54 min

OTHER

     

800

   

106

   
 

(5)

TRANSIENT

 

5s

         

120

   

20s

109.6

 
840
840

104.3

106.5

108

(1)(2)

 

10

min

106.3

           

20

min

             

140

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

(*)

ITT Iimits depends on outside air temperature refer to 2.01.04 P 3 for detailed information

(**)

Maximum continuous power is normally associated with 100% NP. Setting this power with NP

(***)

below 100% may Iead to a significant ITT increase and possible exceedance of Iimitations. MCT use should therefore be Iimited to the 100% NP case. Time beyond 5 min is Iinked to actual single engine operations only.

(****)

This value must be considered as acceptable overtorque value. For day to day operation, refer to Chapter 3.02.02.

(1)

- 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)

(5)

in the cockpit. - 106% Np is allowed to complete the flight without overshooting 75 % TQ.

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

LIMITATIONS General
LIMITATIONS General

LIMITATIONS

General

PROPELLERS GROUND OPERATION

ß Avoid static operation between 41 % and 65 % NP

ß Avoid use of feather position above 47 % TQ

ß Engine run up must be performed into the wind.

ß 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

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

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

STARTER 3 starts with a 1,5 minutes maximum combined starter running time followed by 4 minutes off

LIMITATIONS Aircraft Dimensions
LIMITATIONS Aircraft Dimensions

LIMITATIONS

Aircraft Dimensions

LIMITATIONS Aircraft Dimensions
LIMITATIONS Turning Capability
LIMITATIONS Turning Capability

LIMITATIONS

Turning Capability

LIMITATIONS Turning Capability

3.01

MULTIFUNCTION COMPUTER (MFC)

MFC General
MFC General

MFC

General

A
A

B

BATTERY POWER SUPPLYS

MFC 1A MFC 1B 2A 2B
MFC 1A
MFC 1B
2A
2B
General A B BATTERY POWER SUPPLYS MFC 1A MFC 1B 2A 2B TAKE OFF WITH TWO

TAKE OFF WITH TWO OR MORE FAILD MFC MODULES IS PROHIBITED

Note:

By opening the “cargo door control panel” Modul 1A and 2A are electrically supplied and the autotest is performed. After “BAT” switch “ON” only Modul 1B and 2B is performed.

Note:

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

3.02

CENTRALIZED CREW ALERTING SYSTEM (CCAS)

CCAS General
CCAS General

CCAS

General

WARNING CAUTION MFC 1B MFC 2B
WARNING
CAUTION
MFC 1B
MFC 2B

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

TO config Test pb tested

PWR MGT

TO

RUD TLU

OK

FLAPS

15°

PITCH TRIM

green arc

Before TO press After gear retract Before landing

“TO INHI” pb “TO INHI” is OFF “RCL”

3.03

AIR

AIR General
AIR General

AIR

General

AIR General X VALVE OPEN OVHT OVHT FAULT FAULT LEAK LEAK OFF OFF on ground, when
X VALVE OPEN OVHT OVHT FAULT FAULT LEAK LEAK OFF OFF on ground, when Bleed
X VALVE
OPEN
OVHT
OVHT
FAULT
FAULT
LEAK
LEAK
OFF
OFF
on ground, when Bleed Air is supplied from right engine in Hotel Mode
(started, when Prop. Brake is selected on)
X
VALVE
PACK
PACK
OPEN
VALVE
ON GROUND
DE ICE
ISOL.
BLEED
OR DECENT
VALVE
VALVE
VALVE
HP
VALVE
LP
HP
COMPRESSOR

The bleed valve automatically closes in the following cases:

- Bleed duct OVHT

- Bleed duct LEAK

- Actuation of associated ENG FIRE handle

- PROPELLER BRAKE selected ON ( for left Bleed valve only)

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

of air pressure, with engine bleed selected “ ON” The right pack supplies the cabin only,

The right pack supplies the cabin only, the left pack supplies the cockpit (65%) and the cabin (35%)

AIR Pneumatic System
AIR Pneumatic System

AIR

Pneumatic System

AIR Pneumatic System Air is generally bleed from the low compressor stage (LP) ENG BLEED p.b.

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

Air is generally bleed from the low compressor stage (LP) ENG BLEED p.b. supplies HP BLEED

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

ß VENTURI to avoid an important flow in case of duct break.

ß LP CHECK VALVE, prevents the resverse flow, when HP bleed is available.

ß 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).

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

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

ß The X VALVE OPEN light, on air bleed panel illuminates when CROSSFEED VALVE is open

AIR Pneumatic System
AIR Pneumatic System

AIR

Pneumatic System

X VALVE OPEN OVHT OVHT FAULT FAULT LEAK LEAK OFF OFF
X VALVE
OPEN
OVHT
OVHT
FAULT
FAULT
LEAK
LEAK
OFF
OFF

The Fault Bleed Light comes on amber and the CCAS is activated when:

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.

Disagreement between the valve and the selected position or in case of OVHT or LEAK

X VALVE PACK 1 OPEN OVHT LEAK FAULT OFF
X VALVE
PACK 1
OPEN
OVHT
LEAK
FAULT
OFF

Recovered

NOT Recovered

HP VALVE opens if pressure drops below 25 PSI

To conditioning the cabin in HOTEL MODE :

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

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

AIR Air Conditioning
AIR Air Conditioning

AIR

Air Conditioning

The control of the temperature can be effected either: - in normal mode, - in
The control of the temperature
can be effected either:
- in normal mode,
- in automatic mode.
FAULT
FAULT
OFF
OFF
Duct temperature limited to
88°C by pneumatic temp
limiter.
(MAX FL 200)
OVHT
OVHT
MAN
MAN
HIGH
FAULT
FAULT
OFF
OFF
OVHT
T > 92 °C
MAN
NORM: 17 psi
HIGH:
30 psi
HIGH
T > 88 °C
An OVHT caution is provided to the
Pilot when T duct > 92°C (but the pack
valves does not close)
FAULT
OFF
In case of loss of electrical supply to
the DIGITAL CONTROLLER:
FAULT
Both outflow valves go to full close
OFF
DISAGREE
T > 204 °C

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

IAS < 150 kt and landing gear is retracted for less than 10 min IAS < 150 kt and landing gear is extendet -By ram air when IAS < 150 kt

!!!

PACK VALVE !!!

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

AIR Flow Control
AIR Flow Control

AIR

Flow Control

The PACK VALVE is a butterfly type, electrically controlled, pneumatically operated. The solenoid is energized the valve opens

S TM S = solenoid (17 PSI) TM = torque motor (High/Norm) No high Electrical
S TM
S
= solenoid
(17 PSI)
TM
= torque motor (High/Norm)
No high
Electrical conditions:
and
Pack valve pb ON
No overheat
Bleeb valve open
(norm)
and
X feed open
ON No overheat Bleeb valve open (norm) and X feed open Right engine ‡ In absence

Right engine

In absence of air pressure or electrical supply, the pack valves are spring loaded closed.

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

AIR Air Conditioning
AIR Air Conditioning

AIR

Air Conditioning

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

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

RH PACK LH PACK
RH
PACK
LH
PACK
Enables, in case of smoke in the forward cargo compartment, to isolate the flight deck
Enables, in case of smoke in the forward cargo compartment, to isolate
the flight deck ventilatino preventing smoke to enter the flight compartment
!!!! CLOSE ONLY IN CASE OF FWD COMP SMOKE !!!!
OPEN
CLOSED
ELECTRIC
RACK
FLIGHT
DECK
ELECTRONIC
EXTRACT
RACK
FAN
Extract Fan runs on ground
- high
T >
52°

- norm

T <

52°

AIR Pressurization
AIR Pressurization

AIR

Pressurization

NON PRESSURIZED AREA PNEUMATIC OUTFLOW VALVE FAULT ON MAN ELECTROPNEUMATIC OUTFLOW VALVE ON FAST To
NON PRESSURIZED
AREA
PNEUMATIC
OUTFLOW
VALVE
FAULT
ON
MAN
ELECTROPNEUMATIC
OUTFLOW VALVE
ON
FAST
To be used if VS > -1500ft/min
Bei MAN: APT QNH kleiner als 1013, Kabine höher einstellen

Digital controller

failure. CCAS

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

AUTO PRESS

550 ft

550 ft

NORM FAST

NORM

FAST

400 ft

500 ft

AUTO PRESS 550 ft NORM FAST 400 ft 500 ft 10.000 ft CCAS System is activated
AUTO PRESS 550 ft NORM FAST 400 ft 500 ft 10.000 ft CCAS System is activated

10.000 ft CCAS System is activated

NORM FAST 400 ft 500 ft 10.000 ft CCAS System is activated MAX CAB ALT (FL

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

NORM FAST 400 ft 500 ft 10.000 ft CCAS System is activated MAX CAB ALT (FL
AIR Pressurization
AIR Pressurization

AIR

Pressurization

AUTO MODE

NON PRESSURIZED AREA In case of ADC1 Failure: Landing Elevation Digital The digital controller uses
NON PRESSURIZED
AREA
In case of ADC1 Failure:
Landing
Elevation
Digital
The digital controller uses as
reference Aircraft static air pressure
ADC 2
Controller
Take Off
Elevation
generated by
ADC 2 and 1013 HPa
ADC 1
ADC 1
ADC 1

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

NON PRESSURIZED AREA ON
NON PRESSURIZED
AREA
ON

The DUMP PB is mechanically protected. No other safety device protects DUMP function from inadvertent use.

DUMP FUNCTION

ON (guarded): both outflow valves fully open in AUTO PRESS mode only

NON PRESSURIZED MANUALE MODE AREA FL TARGET CAB ALT (ft) 140 0 170 2000 FAULT
NON PRESSURIZED
MANUALE MODE
AREA
FL
TARGET CAB
ALT (ft)
140
0
170
2000
FAULT
Only with MAN mode
+2500 / -1500
200
4000
MAN
250
6750
To switch from automatic to manual operation:

Turn the MAN RATE knob to 9 o`clock position, select MAN the CABIN PRESS PB an operate the MAN RATE knob as required.

AIR Pressurization
AIR Pressurization

AIR

Pressurization

Operation on ground

Electrical power AVAILABLE/ON and engines not running:

- outflow valves remain closed

At least one engine running even in hotel mode:

- air and electrical power available and outflow valves open

Between 30 sec and one minute after take off the bleed shut-off valves are opened thus supplying the jet pump. The required cabin pressure level is adjusted by digital controller which drives the outflow valves according to the flight profile and to the pressurization law registered in the controller.

1 2 3 4 5 Max ? press 6,35 psi
1
2
3
4
5
Max ? press
6,35 psi

1 min

1
1

Power off

Outflow valves closed

2
2

Power on

Controlled supplied, valves closed

3
3

Pack valve on

Jet pump operative outflow valves regulate

4
4

Landing gear

Depressuration sequence (530 ft/min)

compressed

5
5

End of phase 4

Outflow valves full opened

AIR Ventilation
AIR Ventilation

AIR

Ventilation

FAULT
FAULT
FAULT OVBD
FAULT
OVBD
AIR Ventilation FAULT FAULT OVBD OVBD valve disagreement -inflight, or grond Nr.1 engine running EXHAUST MODE

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

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

when fan failure, or overtemperature and CCAS is activated OVBD extract fan off. OVBD valve partially

OVBD extract fan off. OVBD valve partially open (in flight only) U/F valve closed

To be select in case of an:

OVBD valve OPEN

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

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

- outside - underfoor
-
outside
-
underfoor

OVBD

U/F

ON GROUND

OVBD OPEN

U/F closed

IN FLIGHT

OVBD closed

U/F open

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

3.04

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

AFC General

AFC

General

AFC General
AFC General
AFC General

AFC

General

AHRS 1

Avionics Standard Communication BUS AHRS 2
Avionics Standard Communication BUS
AHRS 2
General AHRS 1 Avionics Standard Communication BUS AHRS 2 A D U DATA BUS ADC 2
A D U

A D U

AHRS 1 Avionics Standard Communication BUS AHRS 2 A D U DATA BUS ADC 2 EADI
DATA BUS
DATA
BUS
ADC 2
ADC 2
EADI SGU 2 EHSI
EADI
SGU 2
EHSI
ADC 1
ADC 1
EADI EHSI SGU 1
EADI
EHSI
SGU 1
NAV SENSORS VOR 1 DME ILS 1 RAD ALT 1
NAV SENSORS VOR 1 DME ILS 1 RAD ALT 1

NAV SENSORS

NAV SENSORS

VOR 1 DME ILS 1 RAD ALT 1

NAV SENSORS VOR 1 DME ILS 1 RAD ALT 1
EADI EHSI SGU 1 NAV SENSORS VOR 1 DME ILS 1 RAD ALT 1 A F
A F C S Computer TRIM YAW ROLL PITCH Elevator Actuator Actuator Actuator
A F C S
Computer
TRIM
YAW
ROLL
PITCH
Elevator
Actuator
Actuator
Actuator

The aircraft is provided with an Automatic Flight Control System. It achieves:

ß autopilot function and/or yaw damper (AP and/or YD)

ß flight director function (FD)

ß altitude alert

Main components are:

ß one computer

ß one control panel

ß one advisory display unit (ADU)

ß three servo-actuators (one for each axis)

ß one computer ß one control panel ß one advisory display unit (ADU) ß three servo-actuators
ß one computer ß one control panel ß one advisory display unit (ADU) ß three servo-actuators
AFC FD / AP
AFC FD / AP

AFC

FD / AP

AFC FD / AP AP / FD Computer Informations through FD bars on ADI - in

AP / FD Computer

AFC FD / AP AP / FD Computer Informations through FD bars on ADI - in

Informations through FD bars on ADI

- in Pitch (vertical mode)

-

in Roll

(lateral Mode)

Engagement of modes is devidet into two phases

ß a arm phase

ß a capture phase

(white in ADU and ADI)

(green in ADU and ADI)

manual

or

autopilot

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

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

ß by the loss of logic condition

ß 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.

ß by action on STBY p.b. Of course at any time the FD bars can be
AFC TCS
AFC TCS

AFC

TCS

Touch Contro/ Steering (TCS) pb

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

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

35° bank hold if TCS 6° wing level 3° HDG HOLD
35°
bank hold
if TCS
wing level
HDG HOLD

3.05

COMMUNICATIONS

COMMUNICATIONS General
COMMUNICATIONS General

COMMUNICATIONS

General

F/O OBS (IF IINSTALLED) CAPT
F/O
OBS
(IF IINSTALLED)
CAPT

A switch located in the oxygen mask box when in released position (oxygen mask out), automatically transfer transmissions from the boom set mike to the oxygen mask mike. Transmission with hand mike remains available regardless of transfer switch position. Radio reception is not affected by the transfer switch position.

3.06

ELECTRICAL SYSTEM

ELECTRICAL SYSTEM General
ELECTRICAL SYSTEM General

ELECTRICAL SYSTEM

General

The electrical power generation is provided by following sources: - Main and emergency batteries -
The electrical power generation is provided by following sources:
-
Main and emergency batteries
-
Two engine-driven DC starter/generators
-

Two AC wild frequency generators

- Two external power units (AC and DC)

Weak DC GPU:

27

– 28 V

use EXT Power

26

– 27 V

EXT only for preparation

26 – 27 V EXT only for preparation start with battery

start with battery

<

26 V

disconnect EXT

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

GND HDLG BUS : BAT OFF

AC 1 AC 2 AC STBY AC AC BAT INV 1 INV 2 OFF DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
INV 2
OFF
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
BTC
-Refuel & defuel system
-Entrance lights
-DC aux hydraulic pump
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
GND HDLG
BUS
MICRO
feed
SW

When you open:

(Micro Switch)

-Cargo Door -Refuelling Control Panel Access Door -Onboarding Door

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

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

AC 1 AC 2 AC STBY AC AC BAT INV 1 OFF INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
OFF
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
AVAIL
GND HDLG
BUS
MICRO
SW

EXT PWR “AVAIL”:

SUPPLY:

- DC SVCE BUS - GND HDLG BUS

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

BATT ON:

AC 1 AC 2 AC STBY AC AC BAT INV 1 ON INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
EMER
BUS
MAIN
BAT CHG
BAT CHG
FAULT
FAULT
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
SHED
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
AVAIL
FAULT
GND HDLG
BUS
MICRO
SW

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

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

BAT ON / EXT POWER ON

AC BTR

AC 1 AC 2 AC STBY AC AC BAT INV 1 ON INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
FAULT
GND HDLG
ON
BUS
MICRO
SW

GPU ON only if bat switched “ON” “DC STBY BUS” connected automatically at “HOT EMER BAT BUS “ as soon as batteries are not supplying the Aircraft

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

HOTEL MODE

AC 1 AC 2 AC STBY AC AC BAT INV 1 ON INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
GND HDLG
ON
BUS
MICRO
SW

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

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

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

NORMAL SUPPLY

AC 1 AC 2 AC STBY AC AC BAT INV 1 ON INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
GND HDLG
ON
ON
BUS
MICRO
SW
ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

GEN 1 “FAIL”

AC 1 AC 2 AC STBY AC AC BAT INV 1 ON INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
GND HDLG
ON
BUS
MICRO
SW

BTC closes automatically

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

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

FAILURE DC BUS 1: AC BTR AC BTR will close only if DC BTC is
FAILURE DC BUS 1:
AC BTR
AC BTR will close
only if DC BTC
is NOT “ ISOL”
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER BAT
EMER
MAIN
BAT
BAT
IS
BUS
BUS
EMER
MAIN
ISOLATED
BAT CHG
BAT CHG
FAULT
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
SHED
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
GND HDLG
ON
BUS
MICRO
SW

In this case: DC GEN 2 only on line with DC BTC open !!!!! CM II becomes PF

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

FAILURE DC BUS 2: AC BTR AC BTR will close only if DC BTC is
FAILURE DC BUS 2:
AC BTR
AC BTR will close
only if DC BTC
is NOT “ ISOL”
AC 1
AC 2
AC STBY
AC
AC
BAT
INV 1
ON
INV 2
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
MAIN BAT
IS
ISOLATED
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
FAULT
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
SHED
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
GND HDLG
ON
BUS
MICRO
SW

CM I becomes PF

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

BOTH DC GEN FAIL 1 OVRD

AC 1 AC 2 With Batteries only: AC Bus 1 & 2 are never supplied
AC 1
AC 2
With Batteries only:
AC Bus 1 & 2 are
never supplied
AC STBY
AC
AC
BAT
OVRD
INV 1
INV 2
BAT
OVRD
ON
DC STBY BUS
DC
DC
EMER
ESS
BUS
BUS
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
BUS
EMER
MAIN
BAT CHG
BAT CHG
FAULT
FAULT
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
SHED
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
FAULT
GND HDLG
BUS
MICRO
SW

MAIN BAT BUS supply

EMER BAT BUS supply

- INV 1 + AC STBY BUS - DC STBY BUS - DC ESS BUS

- DC EMER BUS

2 Amber Arrows illuminate

ELECTRICAL SYSTEM DC POWER
ELECTRICAL SYSTEM DC POWER

ELECTRICAL SYSTEM

DC POWER

BOTH DC GEN FAIL + “UNDV” 2 OVRD

AC 1 AC 2 AC STBY AC AC BAT OVRD INV 1 INV 2 DC
AC 1
AC 2
AC STBY
AC
AC
BAT
OVRD
INV 1
INV 2
DC STBY BUS
„UND VOLT“
O
U
DC
DC
V
Illuminate
N
R
D
EMER
ESS
D
V
BUS
BUS
„OVRD“ Pb
HOT
HOT
EMER
MAIN
BAT
BAT
BUS
EMER
BUS
MAIN
BAT CHG
BAT CHG
FAULT
FAULT
UTLY
UTLY
DC BUS 1
DC BUS
2
BUS 1
BUS 2
DC SVCE / UTLY BUS
BTC
SHED
DC SVCE BUS
DC GEN 1
EXT. PWR
DC GEN 2
FAULT
FAULT
GND HDLG
BUS
MICRO
SW

EMER BAT BUS supply

- DC STBY BUS

- DC EMER BUS

- INV 1

- AC STBY BUS

ELECTRICAL SYSTEM AC POWER
ELECTRICAL SYSTEM AC POWER

ELECTRICAL SYSTEM

AC POWER

ACW EXT PWR “ON”

ACW SVCE BUS
ACW SVCE BUS
ACW SVCE BUS

ACW SVCE BUS

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

ACW EXT PWR “ON” + ENGINE “ON”

ACW SVCE BUS
ACW SVCE BUS
ACW SVCE BUS
ACW SVCE BUS

ACW SVCE BUS

ACW SVCE BUS
GXC EXC BTC 1 ACW BUS 1 ALT
GXC
EXC
BTC 1
ACW BUS 1
ALT
BTC 2 ACW BUS 2 OPEN ALT EXT. PWR GEN2
BTC 2
ACW BUS 2
OPEN
ALT
EXT. PWR
GEN2
( PRIORITY )
( PRIORITY )

Min NP for ACW = 70%

OPEN GEN1
OPEN
GEN1

Min NP for ACW = 70%

ELECTRICAL SYSTEM AC POWER
ELECTRICAL SYSTEM AC POWER

ELECTRICAL SYSTEM

AC POWER

ALT GEN 1 ‡ FAIL The ACW SVCE BUS is automatically shed when one generator
ALT GEN 1
FAIL
The ACW SVCE BUS is automatically shed when one generator is off line
ACW SVCE BUS
SACRIFIED
GXC
EXC
Auto closure when either ACW GEN drops off line
BTC 1
BTC 2
ACW BUS 1
ACW BUS 2
ALT
ALT
EXT. PWR
GEN1
GEN2
ACW BUS 1 ‡ FAIL ACW SVCE BUS LOST GXC EXC BTC 1 BTC 2
ACW BUS 1
FAIL
ACW SVCE BUS
LOST
GXC
EXC
BTC 1
BTC 2
ACW BUS 1
ACW BUS 2
ALT
ALT
EXT. PWR
GEN1
GEN2
ELECTRICAL SYSTEM AC POWER
ELECTRICAL SYSTEM AC POWER

ELECTRICAL SYSTEM

AC POWER

ALT GEN 2 ‡ FAIL ACW SVCE BUS SACRIFIED GXC EXC BTC 1 BTC 2
ALT GEN 2
FAIL
ACW SVCE BUS
SACRIFIED
GXC
EXC
BTC 1
BTC 2
ACW BUS 1
ACW BUS 2
ALT
ALT
EXT. PWR
GEN1
GEN2
ACW BUS 2 ‡ FAIL ACW SVCE BUS GXC EXC BTC 1 BTC 2 ACW
ACW BUS 2
FAIL
ACW SVCE BUS
GXC
EXC
BTC 1
BTC 2
ACW BUS 1
ACW BUS 2
ALT
ALT
EXT. PWR
GEN1
GEN2

3.07

EMERGENCY EQUIPMENT

EMERGENCY EQUIPMENT General
EMERGENCY EQUIPMENT General

EMERGENCY EQUIPMENT

General

BAGGAGE BAGGAGE BAGGAGE
BAGGAGE
BAGGAGE
BAGGAGE

The aircraft is equipped with fire fighting, oxygen and first aid equipment, placed throughout the cabin, readily available for use in emergency. The emergency lighting system provides aircraft illumination when all other electrical power sources are no longer available.

EMERGENCY EQUIPMENT Extinguisher
EMERGENCY EQUIPMENT Extinguisher

EMERGENCY EQUIPMENT

Extinguisher

EMERGENCY EQUIPMENT Extinguisher
EMERGENCY EQUIPMENT Oxygen
EMERGENCY EQUIPMENT Oxygen

EMERGENCY EQUIPMENT

Oxygen

EMERGENCY EQUIPMENT Oxygen
EMERGENCY EQUIPMENT Oxygen
EMERGENCY EQUIPMENT Evacuation provisions
EMERGENCY EQUIPMENT Evacuation provisions

EMERGENCY EQUIPMENT

Evacuation provisions

EMERGENCY EQUIPMENT Evacuation provisions
EMERGENCY EQUIPMENT Evacuation provisions
EMERGENCY EQUIPMENT Oxygen System
EMERGENCY EQUIPMENT Oxygen System

EMERGENCY EQUIPMENT

Oxygen System

LO PR OFF ON
LO PR
OFF
ON

IF below 1400 PSI, use table:

Green Arc from 85 to 2025 PSI:

Red Arc from 0 to 85 PSI:

Green Arc from 85 to 2025 PSI: Red Arc from 0 to 85 PSI: LO PR
Green Arc from 85 to 2025 PSI: Red Arc from 0 to 85 PSI: LO PR

LO PR supply below 50 PSI:

CPT F/O OBSER MASK MASK MASK
CPT
F/O
OBSER
MASK
MASK
MASK

Pressure Drop dilution control in N (normal)

120 min / 3 cockpit crew (10min descend FL 250 to FL130 + 110min FL130)

Smoke

dilution of 100 %

15 min / 3 cockpit crew

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

EMERGENCY EQUIPMENT Oxygen System
EMERGENCY EQUIPMENT Oxygen System

EMERGENCY EQUIPMENT

Oxygen System

EMERGENCY EQUIPMENT Oxygen System Fixed Oxygen System Portable Oxygen System
EMERGENCY EQUIPMENT Oxygen System Fixed Oxygen System Portable Oxygen System

Fixed

Oxygen

System

Portable