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This manual is intended for Flight Simulation use only, and may not be used in any real

world aviation applications. The authors are not responsible for any errors or omissions.
This manual may be printed out by the user or at the users request by a commercial
print shop. This authorization is provided by both the publisher of this product, and
manufacturer of the aircraft that is represented in this manual.
the
Orientation Manual
For Flight Simulation Use Only!
ATR 72-500
Table of Contents


0. Introduction
0-1: Important Information
0-2: Product Support
0-3: About this manual
0-4: The Incredible ATR

1. Getting Started

1-1: Click Spot Implementation and Computer Performance
1-2: Computer Performance (contd)
1-3: Joy Stick / Control Yoke Settings
1-4: Loading the ATR72-500
1-5: Loading the ATR72-500 (contd)

2. 2D Panels, Panel Windows & Interior Views

2-1: General panel window layout
2-2: Panel Window access
2-3: Panel Window Controller
2-4: 2D Instrument Panel Views
2-5: 2D Cockpit & Cabin Interior Views

3 - 17. Gauges and Systems: Description and Operation

A separate Table of Contents appears for these sections

18. Aircraft Model & Virtual Cockpit / Cabin

18-1: Important Information
18-2: General Description, Door operation & Sounds
18-3: Moving about the Virtual Cockpit & its features
18-4: Moving about the Virtual Cockpit & its features
18-5: Moving about the Virtual Cabin & its features

Aircraft Flight Manual (AFM)

A Flight Simulation approved version of the ATR AFM, which includes many system and operation descriptions,
aircraft performance charts and checklists.

Operation Tutorials

Two separate tutorials which document operations on flights between TFFR and TFFF and EDDM and LIPE.









For Flight Simulation use only




ATR 72-500
Introduction
0 - 1

IMPORTANT / CRITICAL INFORMATION

You must read this before attempting to use the ATR72-500 in Flight
Simulator !

Failure to follow this advice will almost certainly
ensure operating difficulties with this product.

The following applies not only to the ATR72-500, but to any add-on aicraft you may be installing
into Flight Simulator, and in most cases will ensure proper operation of the product.

The below instructions are provided by the developers of the ATR72-500, who have years of experience
programming in the FS environment, and know what is best in order to operate within the structure of
Flight Simulator. These instructions do not indicate that there is any defect in the ATR product, but
instead tell you how you should properly load new aircraft and save flights within the FS environment in
order to avoid operational problems.

With any add-on as complex as the ATR72-500 it is ESSENTIAL that after installation of the product that you first
load it into Flight Simulator AFTER first loading the default FS start flight. This is the start flight that features the
Cessna at Seattle - Tacoma (KSEA) airport.

NEVER load the ATR over some other saved flight, especially one containing another complex add-on
aircraft.

If your default start flight is not the default start flight described above, please do the following :

1. Start Flight Simulator (FS).
2. Select the default start flight from the menu.
3. Save this flight and check the box to make it your default start flight (you can always change it later).
4. Exit Flight Simulator.
5. Start Flight Simulator again.
6. Once the default start flight (the Cessna at KSEA) has loaded, select the ATR from the menu and load it
into FS.
7. With the ATR now loaded, make any changes to the flight situation that you wish, such as moving to a
different airport, changing weather settings, etc.
8. You may now save this flight with your ATR.
9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight from spot
view, tower view, virtual cockpit view, or any view except the 2D cockpit view.








Always save your flight from the 2D cockpit view, and NEVER from
any other view. This will ensure proper loading of gauges and
initialization of the aircraft.


For Flight Simulation use only



ATR 72-500
Introduction

0 - 2


Product Support



Before you do anything else:

You should read this manual, and the others included with this product from cover to cover before asking for
support or help with this product. We have found that over 95% of all product support questions can be answered
by reading the manual first.

If you still require help:


Product support is available through our web forum system.

Please visit http://atr.flight1.net for the support forum link.

You can also visit the support pages at www.flight1.com for other customer service issues.

Support at this forum may be provided by any one of the following individuals:

1. Members of the Development / Publishing Team.
2. Flight1 Certified Support Professionals.
3. Members of the products beta testing team.
4. Knowledgeable users of the product who know the correct answer.

While anyone may read this support forum, you will need to register in order to post a question or reply
with an answer.

Thank you.









For Flight Simulation use only




ATR 72-500
Introduction
0 - 3







About this manual

This manual is intended for flight simulation purposes only, and shall not be used for any real world aviation
application or reference.

This manual is intentionally written using gray scale colored text in many areas, and much of the print is
intentionally this medium gray color. This has been done to conserve ink while printing. In some cases black
type has been used for emphasis. Photographs used in this manual have also been reduced to black and white,
and also in contrast in order to conserve ink. Please be sure to double-check your printers settings prior to
printing in order to achieve the best results.

We have tested, and experienced no issues printing this manual on laser printers. If you are experiencing a
problem using a laser printer, you should check the printers quality settings.

By reading this manual you should become well acquainted with the simulated ATR 72-500, and
should be able to obtain the information necessary to fly the ATR within Flight Simulator. It is
also suggested that you have taken the lessons provided in Flight Simulator, and have at least
passed the Commercial Pilot or ATP flight exam that is provided in Flight Simulator.
Please take the time to read this manual completely; so that you can become properly acquainted with the ATR
72-500, its operation and systems, doing so will help avoid unnecessary support questions, and will allow you to
enjoy the ATR 72-500 to its fullest.

















For Flight Simulation use only






ATR 72-500
Introduction
0 - 4





The Incredible ATR!

With more than 600 aircraft in operation and over 100 operators worldwide, ATR is the worlds most successful
large turboprop aircraft family. Built on the best attributes of the earlier series, the 500 Generation, and in the case
of this simulation, the ATR72-500, offer even higher standards of passenger comfort with the widest cabin in its
class. The ATR72-500 series provide airlines with efficient and reliable service at unbeatable operating costs.

While assembled in Toulouse, France, in a historic facility that once manufactured the famed Caravelle jet
airliner, the ATR is truly a multi-national product. Just some examples: The fuselage is built in Italy. The wings are
manufactured for ATR by Airbus, who is located nearby. Engines, propellers and most of the avionics come from
the United States.

ATR is a part of the EADS family of companies and employs 570 people world wide.

If you wish to learn more about ATR feel free to visit their web site:

http://www.atraircraft.com/home.htm


A very warm thank you!

Flight One Software and the developers of this ATR 72-500 product for Microsoft Flight Simulator wish to extend
their heartfelt thanks to the numerous members of staff and management at ATR. Without the kind cooperation of
these individuals a product of this level of detail would not have been possible.

Also, our sincere thanks to you for purchasing the ATR72-500, as we hope you enjoy many hours flying this
wonderful aircraft.













For Flight Simulation use only




ATR 72-500
Getting Started
1 - 1

IMPORTANT WARNINGS!
Click Spots

All of the ATR 72-500s gauges and controls utilize a relatively unique implementation of click spots. In general
they work as follows:

1. As you pass your mouse cursor over the panel, passing over a click spot will cause it to turn from an arrow
cursor into a hand cursor. There are no + or - click spots as you might see on other panels. The hand
cursor will be empty.

2. In general a single click spot is used, and depending upon the function of that click spot, a left click will
accomplish the same task as a right click. Or, in other cases, a left click will accomplish one task, while a right
click will accomplish another.
EXAMPLE: To turn on the Landing Light switch, locate its click spot, then left click to toggle it on/off, or right click
to toggle it on/off. You could also left click to turn it on and right click to turn it off, or the reverse!
3. In some instances the click spot will not function as stated above, and instead will feature separate functions for
the left and right clicks. EXAMPLE: For a toggle switch with 3 positions, left clicks will move the switch in one
direction, while right clicks in the opposite direction.
4. Certain click spots will work with left and right clicks, and the mouse wheel, if you have such on your mouse.
This type of click spot is used on gauges that require adjustment, such as the radio knobs, etc. In this case the left
click turns the item left and a right click turns it right. Forward / back scrolling on your house wheel will also do
the same.
EXAMPLE: To adjust the Barometric pressure on the altimeter, you would locate the click spot over the Baro
knob. Then, left clicks would turn the knob to the left, and right clicks would turn it to the right. If you have a wheel,
scrolling forward / back on the wheel would accomplish the same thing. Thus, in the case of changing a setting,
the left click does one thing, and the right does another.
Computer Performance (Frame rates)
The ATR 72-500 is a VERY complex aircraft and panel product. With a highly detailed aircraft model, virtual
cockpit and cabin, a complete 2D interior, and highly detailed gauges and systems. It will place a greater
performance strain on your system than other similar aircraft. To date, no aircraft yet released for Flight Simulator
has been as complex as the ATR 72-500.
With the latest versions of FS, many users are under the somewhat false impression that products such as the
ATR 72-500 should run faster (frames per second) than they might have in previous versions; this is only partially
correct.
The newest versions of FS are more complex from a scenery standpoint than previous versions. From its
textures, to AI aircraft, to Auto Gen scenery, enhanced clouds and weather generation, all of these features tax
your system to a greater degree than previous versions of FS did. For example: A medium scenery density
setting in the current version of FS is still MORE than a medium density setting was in previous versions.
For those with slower computer systems especially, it will still be necessary to keep your scenery density at
minimum levels, and this may even require decreasing Auto Gen density, and reducing the number of AI aircraft.
Remember, some earlier versions of FS had none of these features, and these features do degrade performance,
often to a great degree.

If you find the ATR 72-500 running slower than you would like, then you will need to reduce your scenery density
settings further.

Continued on next page.


For Flight Simulation use only





ATR 72-500
Getting Started
1 - 2

FS Performance Notes

Make no mistake about it: The current version FS is a far more complex simulator than its predecessor. It is not
just a minor upgrade.

These notes do not just apply to the ATR 72-500 product, but to FS in general.

Aside from the advice provided on the previous page, we wish to strongly caution you concerning the various
scenery density, options, and hardware display settings available in FS. You will need to spend some time
experimenting with these settings, in order to see what works best with your system, and which settings provide
the best performance.

These various settings can be found off of the FS menu bar, under: Options / Settings then look for Display
and Traffic, and make changes as required under each of these headings.

Unless you have the very fastest computer available, with the most system and video memory, you will need to be
prepared to turn down some of these display settings and options.

Do not expect to simply push all the sliders to their maximum settings, enable all options, and then fly
away with fast, smooth performance. You may be lucky, and your computer can handle this. Then again,
if you have an older computer, such settings may prove un-wise.

In some cases updating your video cards drivers may help. If you are using a particularly old video card, you may
wish to consider upgrading it. In some cases increasing your systems memory (RAM) may help. We consider the
bare minimum of system RAM for FS to be 256mb, and this is a MINIMUM, 512mb would be preferable. Some
users even install a gigabyte or more of memory, but in most cases this is not necessary.

As to video memory, we would prefer to see no less than 64mb.

Locking Frame Rates: Flight Simulator allows you to lock the maximum frame rates you will get, and we strongly
suggest doing this. Lock your frame rates at no more than 30, or as low as 18; you need no more than this for
smooth operation.

AI Traffic: Do not assume that this has no impact, as on the ground, and at very busy airports it can.
If you find yourself running slow at a particular airport, turn down the volume of AI traffic.

Weather: Its a whole new world of weather in FS, and such realism, as always, comes at a price. Be sure you
examine the various settings available for weather (this is under the Display menu) and experiment with various
adjustments to see their effect on performance.


Continued on next page.












For Flight Simulation use only

ATR 72-500
Getting Started
1 - 3

Joystick / Control Yoke Settings


While it is impossible for us to suggest custom settings for the myriad types of flight controls, controller cards, and
system configurations that exist, here are some general suggestions for settings for your flight controls that will
assist in making your flying experience of the ATR72-500 as realistic as possible:

These settings are based on tests conducted with the popular CH Yoke and Rudder Pedals, and Microsoft
Sidewinder Joystick.

It is not required that you have a registered version of FSUIPC, however, please take note of the
suggestions concerning its use for those of you who have FSUIPC.

Control sensitivity:

If you have FSUIPC setup to control inputs, switch them all off first.

In the FS user interface for sensitivity make sure you have all axis sliders on maximum for sensitivity and the null
zones as small as possible. With these settings FS gets the full range of input to work with. To check the
minimum null zones, go in to slew mode and make sure that your aircraft is stable in position and moves
controllable with input on all 3 axis. If you have a registered FSUIPC version you may then go on the joystick tab
and adjust zero zones further to eliminate any noise (running numbers or off center positions). You then need to
set maximum value inputs to FS to +/-16384. This is the maximum value for FS needed to use the full range. It
gives true maximum and minimum inputs.

Control levers:

Do the same for all levers. Maximum/minimum is vital as otherwise you will get incorrect ground prop blade
angles resulting in excessive taxi speed, lack of de-acceleration on approach and no additional prop brake force
on 100% override.

Trim speed:

The FS user interface gives 3 options on repeat for trim buttons: No repeat, slow repeat and high repeat. Please
make sure that you use SLOW repeat. Only this one will give you the right time for the trim to run through its
range as it does on the real aircraft.

For those with FSUIPC, check the box for "fix control acceleration" on the technical tab in FSUIPC. If you do not
have this you may need to set repeat to 0 to avoid fast running of trim.

Brake power:

Again, put the repeat slider into the middle position in the assignment. That will give you a softer brake power at
short button or key press and increase brake power when you hold the button/key for more than a second.


Continued on next page.




For Flight Simulation use only





ATR 72-500
Getting Started
1 - 4


As you no doubt learned installing the ATR 72-500 was easy; a simple click on the executable that you
downloaded, or installing from the CD-ROM, and then following of the installers instructions.

Now that the ATR 72-500 is installed in to FS, it is time to go find it and become familiar with it. This is where this
manual will be very handy once printed out and at your side.

While you may wish to skip to read the ATR Configuration Manager Manual, and how it may be used to modify
numerous options concerning your ATR, we suggest familiarizing yourself with the ATR by using the default
configuration it is installed with. Then, once you are familiar with the aircraft, and have read other sections of this
manual, in order to learn about it various systems, gauges, etc. you can then proceed to modifying various
options on the ATR using the Configuration Manager.

Lets begin!

Start FS and proceed to the aircraft menu.

The ATR 72-500 can be found under the manufacturer Flight One Software; it will NOT be found under
ATR.

With the ATR 72-500 now located you will see that it appears with one of the several airline liveries it is provided
with. In time, using the included Text-o-Matic utility (described later in the manual) you will be able to create
additional ATR 72-500s with other liveries / paint schemes. For now, lets fly the ATR 72-500!

Select the ATR 72-500 version that you wish to fly and load it into FS. Be sure you load it over the default FS
start flight, the one that features the Cessna at Seattle / KSEA.

NOTE: As it is a highly complex aircraft you will note that the ATR takes longer to load than other aircraft
you have, and this time will depend upon your system resources. Tests have shown an average load time
of approximately 30 seconds, with a minimum of about 20 and a maximum of over one minute, but this
higher figure is quite rare.

The main, 2D instrument panel will now appear before you, and it does not get more real than this! From the
gauges programmed using actual photos of the real ATR 72-500s gauges, to the panel itself, there is little
compromise in design here, and you are looking at almost exactly what a real pilot sees when he flies the ATR
72-500.

Before moving on to the next section of this manual, lets take a moment to talk about how to navigate through the
various 3D views.

By default, changing your 3D view is accomplished using the S key on your keyboard to move forward through
these views, and Shift-S to move backward through them. These 3D views are:

1. 3D outside view with 2D main instrument panel
2. 3D Virtual Cockpit (VC) and panel, and the Virtual Cabin
3. 3D Tower View
4. 3D Spot plane view

From the 2D Main Panel, hitting the S key will take you to the virtual cockpit (VC). Hitting the S key again will take
you to the Tower View, and so on. For example, if you are on the Tower View, hitting S will take you to the Spot
Plane view, and hitting Shift-S will take you back to the Tower view.

Continued on next page.

For Flight Simulation use only



ATR 72-500
Getting Started
1 - 5


Take a moment to cycle through your 3D views, and then return to the 2D main panel. Yes, the VC is nice to look
at, and you might be spending much of your time flying behind it, however it is the 2D main panel that has the
easiest access to all the gauges and various features you will need to operate the aircraft with and that is where
we will start.

With your tour of the 3D world complete, go back to the main 2D instrument panel, and turn to the next section of
this manual. There you will find described all of the various instrument panels (there are as many as 5 instrument
panels) and the panel windows. You will also learn about the complete, photo real 2D interior that is also included
with the ATR 72-500 (yes, you get your choice of using 3D virtual cockpit and cabin, or 2D interior!).

This section will also describe how to access these instrument panels, panel windows, and 2D interior views,
using either keyboard, click spots, or in some case both.





Move to next section.































For Flight Simulation use only

ATR 72-500
2D Panels, Panel Windows & Interior Views
2 - 1

The ATR 72-500 contains both a complete virtual cockpit / cabin, and complete 2D instrument panels, panel
windows, and interior views. This section will describe the 2D instrument panels, panel windows and interior
views, and the keystrokes and click spots necessary to access them.

There are two, 2D panel arrangements available for the ATR. These can be selected, along with various other
options for them using the ATR Configuration Utility (described later in this manual).

These panel arrangements are:
1. Expanded View Panel (EVP): This is installed and configured by default.

2. Condensed View Panel (CVP): This must be selected using the ATR configuration utility.

Both panel arrangements are similar, with the Condensed View Panel lacking some of the instrument panels
available on the Expanded View Panel. These are noted below.

The EXPANDED View Panel arrangement
provides the following instrument panel
views:

Left Main Panel
Left Landing View Panel
Left Taxi View Panel
Center Main Panel
Right Main Panel
Right Landing View Panel
The CONDENSED View Panel arrangement
provides the following instrument panel
views:

Left Condensed View Panel
Left Condensed Landing View Panel
Left Taxi View Panel











The Expanded View Panel allows for starting from either the Left Main Panel (Captains seat) or the Right
Main Panel (First Officers seat). This can be configured using the ATR Configuration Utility, described
later in this manual. The cockpits internal 2D views will then correspond to the seat you have selected.

Click spots for accessing the above instrument panel windows will be described later in this section.

The 2D cockpit & cabin / interior view windows provided for BOTH panel arrangements are:


FS View Name* View Description

Look ahead/right Forward right side of cockpit
Look right Right side of cockpit
Look back/right Rear right side of cockpit
Look back Rear of cockpit
Look back/left Rear left side of cockpit
Look left Left side of cockpit
Look ahead/left Forward left side of cockpit
Look up Up (Taxi View Panel)
Look back/up Cabin View
Look back left/up Left Window / Wing View
Look back right/up Right Window / Wing View

* These views can be accessed either via the provided click spots (described later in this section) or by using the
default key strokes of these same names as provided for in FS.


Continued on next page


For Flight Simulation use only





ATR 72-500
2D Panels, Panel Windows & Interior Views
2 - 2

In addition to the 2D Instrument Panel Windows and interior View Windows, the ATR 72-500 is equipped with the
following Panel Windows that display other systems and gauges in the cockpit. In some cases these windows
display enlarged versions of gauges already on the panel; note (zoom) after the description.

These panel windows can be accessed via click spot, keyboard (for certain windows only), or via the Panel
Window Controller (PWC), which is described on the next page.


Expanded View Panel

FS Name Panel Window Description Default Keyboard Access

Window01 Center Stand Shift 2
Window02 MCDU (FMC) Shift 3
Window03 Overhead Panel Shift 4
Window04 Gear Panel Shift 5
Window05 Throttle Quadrant Shift 6
Window06 Engine Gauges (zoom) Shift 7
Window07 Auto Pilot (zoom) Shift 8
Window08 Reserved For 3rd Party Add-on Shift 9
Window09 CCAS Annunciator (zoom) Click spot or PWC access only
Window10 Captain's EFIS Control Panel Click spot or PWC access only
Window11 First Officer's EFIS Control Panel Click spot or PWC access only
Window12 Captain's Panel Window Controller Click spot or PWC access only
Window13 First Officer's Panel Window Controller Click spot or PWC access only

These windows may be accessed either via keyboard (Shift 1 through Shift 9) or via click spot separate click spot,
or via the Panel Window Control unit.

Condensed View Panel

FS Name Panel Window Description Default Keyboard Access


Window01 Center Stand Shift 2
Window02 MCDU (FMC) Shift 3
Window03 Overhead Panel Shift 4
Window04 Gear Panel Shift 5
Window05 Throttle Quadrant Shift 6
Window06 Engine Gauges (zoom) Shift 7
Window07 Auto Pilot (zoom) Shift 8
Window08 For 3rd Party Add-on Shift 9
Window09 CCAS Annunciator (zoom) Click spot or PWC access only
Window10 EFIS Control Panel Click spot or PWC access only
Window11 Panel Window Controller Click spot or PWC access only

Continued on next page





For Flight Simulation use only




ATR 72-500
2D Panels, Panel Windows & Interior Views
2 - 3

Panel Window Controller PWC


1 2 3 4 5 6


7 8 9 10 11






By default, the PWC appears below the RMI. It may be closed from view by clicking on the [X] and brought back
into view by clicking on the hidden click spot beneath the RMI.

Use the PWC to conveniently open / close all of the Panel Windows described on the previous page.

Description of buttons on the PWC:

1.Center Stand 7. Autopilot (zoom)
2 MCDU (FMC) 8. CCAS (zoom)
3.Overhead Panel 9. Captains EFIS Control Panel
4. Gear & Engine Gauge Panel 10. First Officers EFIS Control Panel (EVP only)
5. Throttle Quadrant 11. Close PWC
6. Engine Gauges (zoom)

NOTE: When a window has been opened using the PWC in most cases you can close that window using the
same button on the PWC or, in the event the window covers over the PWC (such as the overhead panel) you can
locate click spots on the corners of that panel window to close it.

In addition to the PWC, hidden click spots have been placed in intuitive spots on the main instrument panels that
also allow access to these windows. By turning on FS Tool Tips you will see descriptions of these clicks spots
when your mouse cursor is placed over them. Examples: Below the EHSI there is a click spot for the EFIS control
unit. On the autopilot display there is a click spot to access the autopilot panel window.








Turn on FS Tool Tips to help locate all click spots used to operate the
various Panel Windows.


Continued on next page








For Flight Simulation use only




ATR 72-500
2D Panels, Panel Windows & Interior Views
2 - 4

Navigating the Instrument Panels & 2D interior Views

Intuitive placement of click spots makes it easy to move between instrument panel and interior views. With Tool
Tips turned on, move your mouse cursor to the appropriate side of the screen, or spot on the instrument panel,
and click to move to the next view.

1. The black boxes describe the general location of click spots, and their associated BLACK arrows the
direction of movement to the adjacent instrument panel view when clicking on that spot.

2. The black boxes describe the general location of click spots, and their associated WHITE arrows the
direction of movement to the adjacent 2D interior view when clicking on that spot.


EVP Panel Shown.
CVP Panel follows
same concept, but
with less available
views.

Left Taxi Panel View



Left Landing Panel View Right Landing Panel View

Left Main Panel View Center Main Panel View Right Main Panel View











Turn on FS Tool Tips to help locate all click spots used to operate the
various Panel Windows.

Continued on next page

For Flight Simulation use only




ATR 72-500
2D Panels, Panel Windows & Interior Views
2 - 5

Navigating the Instrument Panels & 2D interior Views

From the main instrument panels you can now navigate your way around the cockpit and into the cabin using the
click spots shown below.

The black squares indicate the size and position of the click spot, which in most cases is one-half the size of the
screen. The Arrow indicates the direction of travel when clicking on that spot.

NOTE: The click spots are only operative over aircraft structure / interior. That area of a click
spot which overlays the outside view (window area) will not operate. Be sure to click over
aircraft structure, not outside view.


Rear Left Cockpit View Left Cockpit View Forward Left Cockpit View

Forward Right Cockpit View Right Cockpit View Rear Right Cockpit View



To Rear Right View







To Rear Left View
Rear Cockpit View

Left Window View Cabin View Right Window View






To Rear
View

To Left
View

To Rear
Left View

To
Forward
Left View


To Left
View

To Main
Panel View

To Main
Panel View

To Right
View

To
Forward
Right View

To Rear
Right View

To Right
View

To Rear
View




Hold LEFT
click and
drag to
operate
shade

Hold LEFT
click and
drag to
operate
shade
Hold LEFT
click and
drag to
operate
shade
ATR 72-500
Table of Contents
3 - Table of Contents
Table of Contents
3 - Table of Contents.................................................................................................................................................1
4 - CCAS & MFC.......................................................................................................................................................7
4.1CCAS Centralized Crew Alerting System.....................................................................................................7
4.1.1Controls...................................................................................................................................................9
4.1.1.1Crew alerting panel, CAP................................................................................................................9
4.1.1.2Master Warning (MW) / Master Caution (MC) Lights...................................................................10
4.1.1.3Control Panel................................................................................................................................10
4.2MFC Multi Function Computer...................................................................................................................10
4.2.1Controls.................................................................................................................................................11
5 - Fuel System.......................................................................................................................................................12
5.1Fuel Control Panel.........................................................................................................................................12
5.2Fuel quantity Indicator...................................................................................................................................13
5.3Fuel Flow / Fuel used Indicator.....................................................................................................................13
5.4X-Feed Advisory Light...................................................................................................................................14
5.5Fuel temperature indicator............................................................................................................................14
6 - Powerplant..........................................................................................................................................................15
6.1Fuel system...................................................................................................................................................16
6.2Lubrication system........................................................................................................................................18
6.3Ignition system...............................................................................................................................................19
6.4Propeller / Power Controls............................................................................................................................19
6.4.1Hydromechanical Unit (HMU)...............................................................................................................20
6.4.2Engine Electronic Control (EEC)...........................................................................................................21
6.4.3Propeller Valve Modulator (PVM)..........................................................................................................21
6.4.4Power Controls......................................................................................................................................21
6.4.4.1Power Levers................................................................................................................................22
6.4.4.2Idle Gate........................................................................................................................................22
6.4.4.3TOGA / Go Around Button............................................................................................................23
6.4.4.4Power Management......................................................................................................................23
6.4.4.5Condition Levers...........................................................................................................................24
6.4.5Hotel Mode............................................................................................................................................24
6.4.6ATPCS..................................................................................................................................................24
6.5Fire Protection...............................................................................................................................................25
6.6Controls and Indicators.................................................................................................................................26
6.6.1Torque indicator (TQ)............................................................................................................................26
6.6.2Propeller speed indicator (NP)..............................................................................................................27
6.6.3InterTurbineTemperature indicator (ITT)..............................................................................................27
6.6.4High pressure Turbine speed indicator (NH)........................................................................................28
6.6.5Oil Indicator...........................................................................................................................................28
6.6.6Engine 1&2 control panel......................................................................................................................29
6.6.7Engine start panel.................................................................................................................................30
6.6.8X-Start Fault Light.................................................................................................................................31
6.6.9IGN / Prop Brake Light..........................................................................................................................31
6.6.10Eng Test Panel....................................................................................................................................31
6.6.11ADC Switch.........................................................................................................................................32
6.6.12Engine Fire Panel................................................................................................................................32
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Table of Contents
7 - Electrical System................................................................................................................................................34
7.1DC power.......................................................................................................................................................34
7.1.1Generators............................................................................................................................................35
7.1.1.1Batteries........................................................................................................................................35
7.1.1.2The starters/generators.................................................................................................................36
7.1.2Distributors............................................................................................................................................36
7.1.3Controls.................................................................................................................................................37
7.1.3.1Generators....................................................................................................................................37
7.1.3.2Distribution....................................................................................................................................38
7.2AC constant frequency Power.......................................................................................................................40
7.2.1Generators............................................................................................................................................40
7.2.2Distributors............................................................................................................................................40
7.2.3Controls.................................................................................................................................................41
7.3AC wild frequency power controls.................................................................................................................43
7.3.1Generators............................................................................................................................................43
7.3.2Distributors............................................................................................................................................44
7.3.3Controls.................................................................................................................................................44
7.4External Power..............................................................................................................................................45
8 - Hydraulics...........................................................................................................................................................46
8.1Controls and Indicators.................................................................................................................................47
8.1.1Hydraulic power panel...........................................................................................................................47
8.1.2Pressure Indicator.................................................................................................................................49
8.1.3Aux Pump pedestal switch....................................................................................................................49
9 - Pneumatics.........................................................................................................................................................50
9.1Pneumatic System........................................................................................................................................50
9.1.1Controls.................................................................................................................................................51
9.2Air Conditioning.............................................................................................................................................51
9.2.1Controls.................................................................................................................................................53
9.2.1.1Compartment Remperature Panel................................................................................................53
9.2.1.2Avionics Vent Controls..................................................................................................................54
9.3Pressurization................................................................................................................................................55
9.3.1Auto mode.............................................................................................................................................56
9.3.2Dump function.......................................................................................................................................56
9.3.3Manual mode.........................................................................................................................................56
9.3.4Ditching mode.......................................................................................................................................56
9.3.5Controls.................................................................................................................................................56
9.3.5.1Automatic Controls........................................................................................................................56
9.3.5.2Manual controls.............................................................................................................................57
9.3.5.3Cabin press indicators..................................................................................................................58
10 - Flight Controls..................................................................................................................................................59
10.1Roll Control..................................................................................................................................................59
10.2Controls.......................................................................................................................................................59
10.2.1Spoiler Position Indicator.....................................................................................................................59
10.2.2Roll Trim Position Indicator.................................................................................................................60
10.2.3Roll Trim Control Switch......................................................................................................................60
10.3Pitch Control................................................................................................................................................60
10.3.1Pitch Trim Position Indicator...............................................................................................................61
10.3.2Pitch Trim Asym Light.........................................................................................................................61
10.3.3STBY Pitch Trim Control Switch.........................................................................................................61
10.3.4Stick Pusher pushbutton.....................................................................................................................62
10.3.5Stick pusher light.................................................................................................................................62
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Table of Contents
10.4Yaw Control.................................................................................................................................................62
10.4.1TLU Controls.......................................................................................................................................63
10.4.2LO SPD Light (Associated to TLU).....................................................................................................63
10.4.3Yaw Trim Position Indicator................................................................................................................63
10.4.4Yaw Trim Control switch.....................................................................................................................63
10.5Flaps............................................................................................................................................................64
10.5.1Flaps Control Lever.............................................................................................................................64
10.5.2Flaps Position Indicator.......................................................................................................................64
10.5.3Flaps Asymmetry Light........................................................................................................................65
10.6Gust Lock....................................................................................................................................................65
11 - Landing Gear and Brakes................................................................................................................................66
11.1Landing Gear...............................................................................................................................................66
11.1.1Landing Gear Control Panel................................................................................................................66
11.1.2Landing gear position indicattor overhead panel.............................................................................67
11.2Brakes.........................................................................................................................................................67
11.2.1Emergency/Parking Brake Handle......................................................................................................67
11.2.2Brake Temperature Indicator..............................................................................................................68
11.2.3Brake Pressure Indicator.....................................................................................................................68
11.2.4Anti-Skid Control Panel.......................................................................................................................68
12 - Ice and Rain Protection....................................................................................................................................70
12.1Anti-Ice Advisory System (AAS)..................................................................................................................70
12.1.1Controls...............................................................................................................................................71
12.1.1.1Ice Detector Panel.......................................................................................................................71
12.1.1.2De Icing Indicator........................................................................................................................72
12.2Engine and Wing protection........................................................................................................................72
12.2.1Controls...............................................................................................................................................73
12.2.1.1Engine/Wing De-Icing Panel.......................................................................................................74
12.2.1.2Horns Anti Icing Panel.................................................................................................................75
12.3Propeller Anti-icing......................................................................................................................................75
12.3.1Controls...............................................................................................................................................77
12.3.1.1Propeller Anti icing panel............................................................................................................77
12.4Window Heaters..........................................................................................................................................77
12.4.1Controls...............................................................................................................................................78
12.5Probe heat...................................................................................................................................................79
12.5.1Controls...............................................................................................................................................79
12.6Rain protection............................................................................................................................................79
13 - Flight Instruments.............................................................................................................................................81
13.1Air Data System...........................................................................................................................................81
13.1.1Controls...............................................................................................................................................82
13.1.1.1Airspeed Indicator.......................................................................................................................82
13.1.1.2Standby airspeed indicator..........................................................................................................82
13.1.1.3Altimeters....................................................................................................................................83
13.1.1.4Standby Altimeter........................................................................................................................83
13.1.1.5TCAS Vertical Speed Indicator...................................................................................................84
13.1.1.6TAT-SAT/TAS Indicator..............................................................................................................85
13.1.1.7ADC switch..................................................................................................................................86
13.2Attitude and Heading Reference System (AHRS).......................................................................................86
13.2.1Controls and Indicators.......................................................................................................................86
13.2.1.1Radio Magnetic Indicator (RMI)..................................................................................................86
13.2.1.2Standby Horizon..........................................................................................................................87
13.2.1.3Standby Compass.......................................................................................................................88
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Table of Contents
13.3Eletronic Flight Instrument System (EFIS)..................................................................................................88
13.3.1Controls...............................................................................................................................................88
13.3.1.1Electronic Attitude Director Indicator, EADI................................................................................88
13.3.1.2Electronic Horizontal Situation Indicator, EHSI...........................................................................90
13.3.1.3EFIS Control Panel, ECP............................................................................................................93
13.3.1.4CRS/HFG Panel..........................................................................................................................94
13.3.1.5CRS/ALT Panel...........................................................................................................................94
13.4Clocks..........................................................................................................................................................95
13.5Flight Recorders..........................................................................................................................................96
13.5.1Controls...............................................................................................................................................96
13.5.1.1Flight Data Entry Panel (FDEP)..................................................................................................96
13.5.1.2Cockpit Voice Recorder Panel....................................................................................................98
13.5.1.3Record Panel..............................................................................................................................98
14 - Navigation.........................................................................................................................................................99
14.1VOR / ILS /Marker /DME System................................................................................................................99
14.1.1Controls...............................................................................................................................................99
14.1.1.1Nav 1 and 2 control box..............................................................................................................99
14.2ADF Systems.............................................................................................................................................100
14.2.1Controls.............................................................................................................................................100
14.2.1.1ADF control box........................................................................................................................100
14.3Ground Proximity Warning System...........................................................................................................101
14.3.1.1Basic modes..............................................................................................................................101
14.3.2Controls.............................................................................................................................................106
15 - Automatic Flight Control System....................................................................................................................107
15.1.1Controls.............................................................................................................................................107
15.1.1.1AFCS Control panel..................................................................................................................107
15.1.1.2ADU...........................................................................................................................................108
15.1.1.3Autopilot OFF light....................................................................................................................108
15.1.1.4Flight Director Bars switch........................................................................................................109
15.1.1.5Go around pushbutton..............................................................................................................109
15.1.1.6Guidance Indication..................................................................................................................109
15.1.2Operation...........................................................................................................................................109
15.1.2.1Yaw damper..............................................................................................................................109
15.1.2.2Autopilot....................................................................................................................................110
15.1.2.3Flight Director............................................................................................................................110
15.1.2.4Vertical Modes..........................................................................................................................111
Altitude Select mode.........................................................................................................................111
Altitude Hold mode............................................................................................................................111
Vertical Speed mode.........................................................................................................................111
Indicated Airspeed Hold mode..........................................................................................................111
15.1.2.5Lateral Modes...........................................................................................................................112
Heading Select mode........................................................................................................................112
Navigation mode...............................................................................................................................112
Back course mode............................................................................................................................112
15.1.2.6Common Modes
...............................................................................................................................................................113
ILS Approach mode..........................................................................................................................113
Go around mode (FD only)...............................................................................................................113
16 - Communication..............................................................................................................................................114
16.1COM 1 & 2, Transponder..........................................................................................................................114
16.1.1Controls.............................................................................................................................................114
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Table of Contents
16.1.1.1Audio Control Panel..................................................................................................................114
16.1.1.2VHF control box........................................................................................................................115
16.1.1.3Transponder control box...........................................................................................................115
16.1.1.4Calls..........................................................................................................................................116
16.1.1.5Emergency beacon...................................................................................................................117
16.2Traffic Collision Avoidance System, TCAS...............................................................................................117
16.2.1Controls.............................................................................................................................................117
16.2.1.1TCAS Control Box.....................................................................................................................117
16.2.2Operation...........................................................................................................................................118
16.3The SELCAL system.................................................................................................................................118
16.3.1Controls.............................................................................................................................................119
16.3.1.1SELCAL code selector..............................................................................................................119
16.3.1.2SELCAL controls.......................................................................................................................119
17 - Flight Management System............................................................................................................................120
17.1Flight Management....................................................................................................................................120
17.1.1System Description...........................................................................................................................120
17.1.2Functions...........................................................................................................................................120
17.1.2.1Guidance...................................................................................................................................120
17.1.2.2Navigation data base................................................................................................................120
17.1.3Multifunction Control Display Unit (MCDU).......................................................................................121
17.1.3.1Display Conventions..................................................................................................................122
17.1.3.2Functional Areas.......................................................................................................................123
Display Screen..................................................................................................................................123
Line Select Keys (LSK).....................................................................................................................123
Annunciators.....................................................................................................................................123
17.1.3.3Keyboard...................................................................................................................................124
Function Keys...................................................................................................................................124
Special Purpose Keys.......................................................................................................................124
Alpha Numeric Keys.........................................................................................................................125
17.1.3.4Page Formats and Data Labels................................................................................................126
17.1.3.5Data Entry.................................................................................................................................127
17.1.4Terminology.......................................................................................................................................128
17.2Flight Operation.........................................................................................................................................129
17.2.1Preflight.............................................................................................................................................129
17.2.1.1Identification Page.....................................................................................................................129
17.2.1.2Flight Planning..........................................................................................................................131
17.2.1.3Performance Initialization..........................................................................................................137
17.2.1.4Route Legs................................................................................................................................139
17.2.1.5Route activation........................................................................................................................140
17.2.1.6Route Data Page.......................................................................................................................141
17.2.1.7Wind Input.................................................................................................................................141
17.2.2Takeoff / Climb..................................................................................................................................142
17.2.2.1Direct-To...................................................................................................................................142
17.2.3Cruise................................................................................................................................................143
17.2.3.1Route Modification....................................................................................................................143
17.2.3.2Active RTE Legs Pages............................................................................................................146
17.2.3.3PROGRESS Page....................................................................................................................150
17.2.3.4Position Report..........................................................................................................................152
17.2.3.5Holding Patterns........................................................................................................................152
17.2.4Descent.............................................................................................................................................156
17.2.4.1Descent Path Construction.......................................................................................................156
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Table of Contents
17.2.4.2Display of VNAV Data (Summary)............................................................................................157
17.2.4.3ACT RTE LEGS Page (VNAV Information)..............................................................................159
17.2.4.4PROGRESS Page (VNAV Information)....................................................................................160
17.2.4.5DESCENT Page........................................................................................................................161
17.2.4.6VNAV Messages.......................................................................................................................162
17.2.5Arrival / Approach..............................................................................................................................164
17.2.5.1Arrival Selection........................................................................................................................164
17.2.5.2Approach Terminology Used In This Guide..............................................................................165
17.2.5.3Non-Precision Approaches.......................................................................................................166
17.3Miscellaneous............................................................................................................................................166
17.3.1REF NAV Data Page.........................................................................................................................166
17.3.2DATA INDEX and NEAREST Pages................................................................................................168
17.3.3Create and Save User Routes..........................................................................................................169
17.3.3.1Import of a flight simulator planner created route.....................................................................169
17.3.3.2Saving a user defined route......................................................................................................170
17.3.3.3Loading a user defined route....................................................................................................171
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ATR 72-500
CCAS & MFC
4 - CCAS & MFC
4.1 CCAS Centralized Crew Alerting System
CCAS stands for Centralized Crew Alerting System. The CCAS continuously monitors all aicraft systems to
provide alerts to the crew in case there is a system malfunction, or hazardous aircraft configuration. These alerts
shall identify the malfunction without ambiguity and direct the proper corrective action.
Three types of visual warnings are used:
Master Warning (MW) and Master Caution (MC). These flashing warning lights come along with aural
warnings. By pressing on the light the light is extinguished and the aural warning silenced.
Crew alerting panel (CAP) this panel provides condensed in one panel several warning lights so that the
origin of a failure can be identified.
Local Alert lights these warning lights are integrated in the system central panels. They provide the pilots
with detailed information about the failure and direct proper corrective action. Only few local alert lights are
combined with an aural warning.
The ATR's cockpit is laid out according two basic principles:
All flight deck lights out
Except for blue or green lights for transient phases all lights are extinguished during normal operation
Detection sequence
The detection phase comprises three phases:
Phase Function Means of detection
1 Alert Aural & Master Warning / Master Caution light
2 Identification Crew alerting panel
3 Isolation Local alert
Alerts in case of system malfunctions are divided into four alert levels:
LEVEL 3: Warnings
Warnings indicate an emergency and immediate crew action is required.
These warnings are identified by
- The Master Warning light is flashing associated with a continuous repetitive chime (CRC),
- a red warning on the Crew Alerting Panel, CAP
- a spefic aural warning
LEVEL 2: Cautions
Timely crew action is required for cautions which indicate abnormal aircraft situations.
Cautions are identified by:
- The Master Caution light flashes amber associated with a single chime (SC) and an
- amber light on the CAP
LEVEL 1: Advisories
Advisories indicate situations where crew monitoring is required.
Advisories are identified by:
- an amber local light without chime
LEVEL 0: Information
Just for crew information like DME hold
The information is provided by blue, green or white lights on the control panels
As already mentioned different kinds of aural warnings sound depending on the situation:
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CCAS & MFC
A continuous repetitive chime (CRC) is used for all warnings directly identified by a specific CAP light
A single chime (SC) is used for all cautions directly identified by a CAP system light
Specific aural warnings for all warnings that are not directly identified by a specific CAP light and which are of
a particular operational importance:
Warnings
stall (cricket)
overspeed (VMO, VFE, VLE (clacker)
AP disconnect (cavalry charge)
Trim in motion (whooler)
Cautions:
altitude alert (c chord)
calls (door bell)
AP capability downgrading (3 click)
All alerts may be inhibited when not desired:
Press the CLR pushbutton on CAP to extinguish all amber lights on CAP except PRKG BRK, GPWS FAULT,
MAINT PANEL which can not be extinguished
ENG Oil, smoke warnings and some cautions may be inhibited before takeoff by pressing the TO pushbutton.
This also inhibits the associated aural warnings.
As soon as one gear is not locked down or the RCL pushbutton is pressed the inhibitions will be cancelled.
Nuisance aurals may be cancelled for an entire flight with the emergency audio cancel switch on the control
panel (see control panel section).
The following list shows which indications on the CAP can be expected during normal operation:
After engine start:
No alert light is illuminated except PRKG BRK when parking brake is set.
Before takeoff
Press TO CONFIG TEST
if aircraft is in correct configuration (Trim, Flaps, Gust Lock, PWR MGT selector) no light will illuminate
if aircraft is not in correct configuration:
Master Warning light will flash red
CRC will sound
CONFIG red light will illuminate on CAP with
FLT CTRL when pitch trim and/or wing slaps are not in TO position and/or AIL Lock is illuminated
indicating a disagree between the gust lock control and the actuators
ENG when PWR MGT is not set to TO position
the TLU FAULT light if the Travel Limiting Unit is not set in LO SPD mode
Press TO on CAP, INHI light illuminates blue and takeoff may be initiated. When gear is retracted the inhibition is
disengaged and the INHI light extinguishes.
Before starting descent:
Press RCL on CAP.
No light will illuminate on CAP provided no failure occured in flight
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CCAS & MFC
4.1.1 Controls
4.1.1.1 Crew alerting panel, CAP
1. Warning Lights
Illuminate red
2. Caution Lights (LEVEL 2)
Illuminates amber
3. Caution Lights (LEVEL 1)
Amber lights that can only be cleard by corrective action
4. Recall, RCL pushbutton
When pressed all inhibited or cancelled caution lights will illuminate if the respective system is still not
functioning.
All aural warnings will be reactivated
5. Clear, CLR pushbutton
When depressed, certain LEVEL 2 caution lights will be cleared
6. Takeoff, TO pushbutton
When depressed the INHI light illuminates blue and the ENG OIL warning lights, Smoke Warnings, all CAP
amber lights except EFIS COMP, PARKG BRK, GPWS FAULT, MAINT PNL, ENG, FLT CTRL and
associated aural warnings are inhibited.
The blue INHI light extinguishes when TO INHI function is cancelled
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CCAS & MFC
4.1.1.2 Master Warning (MW) / Master Caution (MC) Lights
1. Master Warning, MW light
Illuminates in case of a warning associated with a red CAP light.
When depressed the MW light will extinguish and the aural warning silenced.
2. Master Caution, MC light
Illuminates in case of a caution associated with an amber CAP light.
When depressed the MW light will extinguish.
4.1.1.3 Control Panel
1. TO CONFIG TEST PUSHBUTTON
Is used before to takeoff to check if aircraft is in correct configuration for takeoff.
To perform an automatic RECALL and thus reactivating all aural warnings previously cancelled by Emergency
Audio Cancel
2. EMERGENCY AUDIO CANCEL
This switch is safety wired guarded. The use of the switch is to cancel aural warnings which sound and are
caused by a false system indication.
4.2 MFC Multi Function Computer
The ATR is equipped with two independent Multi Function Computers MFC 1 and MFC 2 which perform
numerous logic functions.
Each computer includes two independent modules A and B and each module receives signals from various
systems and system controls. These signals are processed and the resulting orders are transmitted to the
various systems in order to
monitor, control and authorize operation of the aircraft systems
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CCAS & MFC
manage system failures and flight envelope anomalies and command triggering of associated warnings in the
CCAS.
4.2.1 Controls
The controls for the MFCs are located on the overhead panel:
Each of the four pushbuttons controls operation of the associated module:
ON (pushbutton pressed in) The module operates
OFF (pushbutton released) The module stops operating.
The OFF white indicator light comes on
FAULT The amber light illuminates and the CCAS is activated when a malfunction or
electrical supply fault is detected.
The module then automatically becomes inoperative.
This light also flashes during self-test of the module.
During powering, since all four modules are selected ON, the following sequence
is executed:
MFC 1A and MFC 2A FAULT lights (self-test of these modules) are flashing.
MFC 1A and MFC 2A FAULT lights extinguish. MFC 1B and MFC 2B FAULT
lights (self-test of these modules) start flashing
MFC 1B and MFC 2B FAULT lights extinguish.
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ATR 72-500
Fuel System
5 - Fuel System
The ATR 72 offers two fuel tanks each able to carry 3185 liters which equals 840 US gals. The tanks are placed
each in either wing. During normal operation each engine is fed by the respective fuel tank. Meaning the left
engine is fed with fuel from the left tank (no. 1). To ensure that fuel is provided to the engine throughout all
possible attitudes within the flight envelope each tank is fitted with a 200 liters feeder compartment.
Two pumps are installed in the feeder compartment: One electrical pump and one jet pump. The jet pump is
driven by high pressure, HP, fuel from the engines hydromechanicalunit, HMU, and is controlled by a motive flow
valve. Either pump is able to prevent sufficient fuel to the engine within the whole flight envelope.
There are controls for the electrical pump only. The jet pump is controlled automatically.
To monitor and control the fuel system several indicators and switches are included in the simulation.
5.1 Fuel Control Panel
The primary control is the fuel control located on the overhead panel. It comprises of:
1. Two fuel pump switches for the electrical pumps of each tank
Controls the electric pump and motive flow valve in each tank.
The switch has two positions: RUN and OFF.
RUN: illuminates green when the electrical fuel pump is activated.
This also activates the motive flow valve. The jet pump and electrical pump work according
the following logic:
o When jet pump low delivery is detected:
- Electrical pump is automatically activated
- Jet pump motive flow is controlled open but remains closed until sufficient
pressure has built up
o 30 seconds after HP fuel pressure is available and normal jet pump is working properly
(sensed by a 600 mbar / 8.5 PSI pressure switch) the electrical pump is switched off
OFF: illuminates white when electrical pump is deactivated and the motive valve controlled closed
2. Two LP valve position indicators, one for each tank
Each valve is controlled by the associated fire handle. Two possible positions can be indicated:
IN LINE: Flow bar illuminates green the valve is open
CROSS LINE: valve is closed, green illuminated flow bars cross the flow line
As long as the valve is in transit, flow bars are extinguished
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Fuel System
3. Two FEED LO PR lights
Amber light that illuminates when fuel delivery drops below 300 mbar / 4 PSI. Indicates a pump failure or
fuel starvation. Furthermore it activates the CCAS
4. one cross-feed switch to activate cross feeding between left and right tank
Two positions are possible to select:
IN LINE Flow bar illuminates green and valve is open
Both electrical pumps are automatically activated
CROSS LINE The flow bar illuminates green and crosses the system flow line. The valve is closed
As long as the valve is in transit, flow bars are extinguished. Permanent extinguishing of both bars
indicates a valve fault.
5. Tank fuel indicator
A temperature measuring device is installed in the left feeder compartment.
5.2 Fuel quantity Indicator
To monitor fuel quantity the fuel quantity panel is installed on the center panel:
1. Fuel quantity indicators
Show current fuel quantity in left and right fuel tank in kg
2. Test Pushbutton
Press to test fuel quantity displays. While pressing test button displays should read 8s only
3. LO LVL amber lights
When fuel quantity in one tank drops below 160 kg (353 lbs) the respective light illuminates. The
electrical pump of the affected fuel tank is switched on automatically.
5.3 Fuel Flow / Fuel used Indicator
1. Fuel Flow (FF) Indication
The mass flux to the engine is displayed in 100 kg/h.
2. Fuel used (FU) counter
Fuel used in kg is indicated here
3. FU reset knob
Resets fuel used counter to 0. Pull to reset.
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Fuel System
Note: All the digits (On the FU counter as well as on the FUEL QTY. ind.) may be tested by the overhead
panel ANN LIGHT switch on TEST position.
5.4 X-Feed Advisory Light
On the right hand side of the engine instruments the fuel X-Feed advisory light is located. In case X-Feed is
activated this advisory light illuminates.
5.5 Fuel temperature indicator
In addition to the fuel temperature indicator on the overhead panel there are two more fuel temperature indicators
for either tank.
In spite of the temperature indicator on the overhead the temperature indicators on the center panel use a color-
scale:
Yellow sector: -54 to 0C
Green sector: 0 to 50C
Yellow sector: 50 to 57C
Red Dash: -54 to +57C
In case the fuel filter is clogged the FUEL CLOG warning light illuminates.
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ATR 72-500
Powerplant
6 - Powerplant
Two Pratt & Whitney PW 127 F turbo-prop engines drive the ATR 72-500.
Each offers 2,750 shaft horse-power (shp) maximum takeoff rating but during normal operation these are only
used for one-engine operation in case the other engine fails.
A six-blade Hamilton Standard 568 F propeller will produce the thrust needed.
Before starting to discuss the controls and indicators for the engine lets get clear about the engines tasks,
interfaces and subsystems.
In general the engine provides
4. Thrust
5. Electrical power
6. Pneumatic air
Nevertheless some more interfaces exist to the following systems:
Fuel system
Hydraulic system
So lets split up the engine in its parts and subsystems. Well start at the propeller and move towards the exhaust:
4. A six-blade Hamilton Standard 568 F propeller
5. The propeller reduction gear box
The turbines rotation speed is reduced in this two-stages-gear box. Several systems are installed on the
gear box:
o The AC wild power (ACW) generator (see electrical chapter)
o The propeller valve module (PVM) controlled by the Propeller Electronic Control (PEC)
o The High Pressure (HP) pump and overspeed governour
o The auxiliary feather pump
o The propeller brake (right engine only)
o The fuel cooled oil cooler (FCOC)
1. Air inlet
The opening visible below the propeller. Air flow divides into two airflows. One going into the engine and
the other passes the oil cooler to provide cooling (see lubrication system)
2. Low compressor
Axial, two-stage compressor fitted on the same shaft as the low pressure turbine
3. Diffusor pipes
4. High Pressure compressor
Axial, two-stage compressor fitted on the same shaft as the high pressure turbine
5. Accessory Gear box
It is located at the top of the engine and is driven by the HP spool. It contains drives for:
o The DC starter / generator
o The HP fuel pump
o The oil pumps
1. Combustion chamber
2. High pressure turbine
3. Low pressure turbine
4. Free turbine drives the reduction gearbox
Basically the turbo-prop engine works similar to the jet-engine. Through the air inlet the compressor is fed with
air. The airflow is compressed and deccelerated in two compressors before it enters the combustion chamber.
Slower speeds are needed for proper combustion. In the cobustion chamber fuel is burned which rises the
airflows temperature and thus its kinetic energy. In the turbines the airflow accelerates again and the airflows
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Powerplant
pressure drops. The turbines are needed to drive the compressors and generators. Three shafts are installed in
the engine: One for the high pressure compressor and the high pressure turbine. The low pressure compressor
and low pressure turbine are mounted on the second shaft. Mounted on the third, inner shaft is the free turbine.
This shaft ends in the reduction gear box where the speed is reduced so the propeller is driven with lower
speeds.
Now youve got a rough idea what the engine is comprised of. Well there are still some things to discuss before
taking a closer look at some of the mentioned subsystems:
6. The fuel system
7. The lubrication system
8. The ignition system
6.1 Fuel system
The fuel subsystem controls fuel flow into the engines and fuel heat if necessary. The following graphic shows
the organization:
Lets start in the fuel tank:
The fuel pump switched which is discussed in the previous chapter activates the engine pumps (electrical and jet
pump). Fuel proceeds through the fuel heater where it exchanges heat with lubrication oil if needed. Before
entering the high pressure, HP, pump the fuel temperature is measured and displayed by the fuel temperature
indicator which is discussed in the previous chapter too. Then it enters the hydro mechanical unit, HMU, which
fulfills two functions:
2. It senses the fuel flow delivery to the engine by a metering valve assembly and returns excessive fuel to
the HP pump inlet
3. Through an engine valve it provides the motive flow which is required by the fuel tank jet pump
When the fuel has passed the HMU its flux is measured and displayed on the fuel flow indicator (discussed in
previous chapter). Before the fuel now enters the engines fuel nozzles in the combustion chamber it is used to
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cool down the oil in the lubrication system. The subsystem where the heat exchange takes place is called FCOC
fuel cooled oil cooler.
6.2 Lubrication system
So, how is the engine lubricated ?
The following graphic shows the way the oil takes through all different systems:
The oil for lubrication is contained in a 14.4 liters tank (1). The pressure pump (2) is driven by the accessory gear
box forces the oil through the air/oil cooler (3) and a filter (4) both fitted with bypasses in case of clogging. The
air/oil cooler is located in the air inlet in the engine nacelle.
The pressure regulating valve (7) controls oil pressure and the low temperature valve (8) prevents damaging
pressure surges on cold starts.
The oil flow then divides into two flows, one going to the reduction gear box (RGB) passing the fuel heater (5)
and the FCOC (6), while the other flow goes into the scavenge system.
Scavenging is blown down or gravity drained except for No. 6 and 7 bearing cavity and the reduction gear box, on
which gear pumps are used.
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6.3 Ignition system
Each engine is equipped with a high energy ignition system:
Two engine ignition exciters A and B powered by the DC ESS BUS and
two spark igniters, one for each ignition exciter.
The ignition cycle is divided into two phases:
1. Phase: for 25s intensity: 5-6 sparks per second
2. Phase: intensity: 1 spark per second
The ignition system provides ignition for:
Ground start using system A or system B or both (depends on start selector position)
In flight start using system A AND system B regardless of start selection
Furthermore exciters A and B are automatically activated if NH of one engine drops below 60%. This action is
inhibited if:
NH drops below 30%
EEC is deselected
Deselecting EEC enables manual activation of exciters A&B, using the MAN IGN guarded push-button
Condition Lever (CL) is set on feather or fuel Shut Off (S/O) position or
On the failed engine in case of ATPCS sequence
6.4 Propeller / Power Controls
The propeller is driven by a free turbine. To reduce the turbines speed a gear box is installed the reduction gear
box. Several subsystems help controlling the propeller. The following graphic will introduce the subsystems and
how they interact.
The propeller pitch is hydromechanically controlled by a Propeller Valve Module (PVM). This valve is controlled
by the Propeller Electronic Control (PEC) installed in each engine. The interface between the Propeller Electronic
Control (PEC) and the cockpit is the Propeller Interface Unit (PIU). Two systems remain: The EEC and the HMU.
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The Engine Electronic Control (EEC) is used to calculate the propeller speed on reference of air speed and
altitude. To adjust the calculated propeller speed the EEC controls the fuel flow in the Hydromechanical Unit
(HMU). The HMU itself then adjusts fuel flow into the engine so that the needed rotation speed is gained.
Propeller pitch is adjusted by three control devices on the flight deck:
Power Lever (PL)
Condition Lever (CL)
Power Management selector (PWR MGT)
All these systems protect the propeller from low pitch angles in flight, overspeed and hydraulic pressure loss.
Furthermore the right engine is equipped with a propeller brake. This brake prevents the propeller from moving
so the right engine can be used similar to an APU to provide bleed air and electrical power on ground without the
engines or to be exact the propellers running. This feature is called Hotel mode and will be discussed later. Let's
take a brief look at these mentioned systems.
6.4.1 Hydromechanical Unit (HMU)
Tasks:
fuel metering in steady state operation
commands rotor speed in accordance with 2 laws (1
st
:law: top law, with EEC on to protect NH overspeeds, 2
nd
law: base law, EEC is OFF)
Fuel Flow adjustment in accordance with commands transmitted by the EEC
Ensures engine shutdown (HP fuel shutoff)
6.4.2 Engine Electronic Control (EEC)
Regulates a given power (by controlling the stepper motor in the HMU) to obtain a predicted torque. This
torque setting is a function of
the power lever position
the PWR MGT selector position
flight conditions
the position status of the bleed air valves
Ensures minimum propeller speed control, on ground and at low power
In case of engine failure, the EEC delivers uptrimmed take-off power for the remaining engine
6.4.3 Propeller Valve Modulator (PVM)
Controls the propeller maximum speed Np according PWR MGT selector at high power
Controls propeller pitch at low power and when using reverse
ensures low pitch through a solenoid (when Power levers are below Flight Idle, FI position)
6.4.4 Power Controls
Engine power is controlled by 1 subsystem, 4 controllers, 2 Gates/Switches and 1 button:
The Power Management system
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2 power levers
2 condition levers
Gust Lock (Switch)
Idle Gate
TOGA / Go Around Button (indicated by the '1' in the graphic)
All these controls are located on the throttle stack:
6.4.4.1 Power Levers
The power levers are the two levers on the left.
Use these levers to adjust engine thrust from max rated torque to reverse.
Four power lever positions are rather important:
Ground Idle, GI: The throttle is retarded
Fwd Stop: Full throttle is applied
TO Notch: Indicates takeoff power setting. It is computed by PWR MGT system. Click the power
levers with the right mouse button to move power levers to TO Notch.
Note: Joysticks or other hardware to adjust power will cause problems when
using this feature ! Make sure that the power setting device is calibrated and in
idle position.
Reverse Pull throttle back against spring pressure to apply reverse thrust.
Another important feature is the GUST LOCK. The gust lock is used to prevent excessive throttle used when
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operating the right engine in HOTEL mode. See above graphic the text 'Gust Lock' indicates click area to toggle
Gust Lock.
6.4.4.2 Idle Gate
The Idle Gate prevents reducing power lever angle below flight idle as long as the aircraft is airborne. The gate is
removed automatically when the aircraft is landed so that ground idle can be selected. An amber band is
indicated when the idle gate is removed. The idle gate can not be adjusted manually.
Click the power levers with the right mouse button to cycle between flight idle and TO notch.
Note: The throttle axis of joysticks or other hardware may interfere with this feature !
6.4.4.3 TOGA / Go Around Button
The TOGA button in the ATR does not influence the power setting see the Automatic Flight Control System
chapter for more information.
6.4.4.4 Power Management
The Power Management system automatically adjusts torque setting when Power Levers are in TO Notch. The
calculated torque setting is displayed in the torque indicator (see respective section).
1. Power Management Selector
Use Power Management Selector to adjust power setting according to flight phase:
TO Takeoff / Go around, set TO for takeoff and when the gear is down during approach
MCT Maximum continuous torque (single engine operation only)
CLB Climb, set CLB after flaps up command climb sequence
CRZ Cruise
2. PEC SGL CH Lights
SGL CH light illuminates when one channel of propeller electronic control is lost. The system will automatically
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be transfered to the remaining channel.
Note: On ground, at each propeller unfeathering, LO PITCH protection is tested by the PEC and the back-up
channel is used during 2 seconds. SGL CH light illuminates during unfeathering then extinguishes. Therefore
the correct working of back-up channel is confirmed.
3. PEC FAULT lights
FAULT Illuminates amber and CCAS is acticated when both propeller electronic control
channels are lost.
OFF(pushbutton released) PEC is deactivated and NP is blocked at 102% whenever power is sufficient
The Power Management system sets the following values according to power management selector position and
flight phase:
TO on ground: NP = 100%
TO in flight: NP = 82
TO in flight and PL > ~50% (go around) NP = 100%
MCT NP = 100%
(PWR MGT selector must remain for at least 2 seconds in this position before given NP is set)
CLB NP = 82%
CRZ NP = 82%
6.4.4.5 Condition Levers
The condition levers operate
feather control
HP fuel shut off valves
propeller speed NP
There are four positions:
FSO Fuel Shutoff
FTR Feather (plus Minimum Mixture)
AUTO propeller speed is controlled by Power Management (Maximum Mixture)
100% OVRD 100% NP (Maximum Mixture)
6.4.5 Hotel Mode
As mentioned before the Hotel mode is used to provide pneumatic air and electrical power when on ground and
the engines shall not be started yet. This is similar to an APU.
Perform the following steps to start HOTEL mode for the right engine:
Check blue hydraulic systems is pressurized
Move Engine 2 Condition Lever to FTR
Enable the gust lock
Wait for the ready light on the overhead panel (next to the prop brake switch)
Flip the prop brake switch to ON
6.4.6 ATPCS
ATPCS means Automatic Take-off Power Control System.
In case of an engine failure during takeoff the ATPCS provides uptrimmed power on the remaining engine and
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automatically feathers the failed engine.
This feature enables to reduce takeoff power for both engines by approcmiately 10% without affecting takeoff
performance.
The ATPCS systems has two modes dependant which arming conditions are fulfilled:
Uptrim and auto feathering functions armed:
PWR MGT Selector TO
ATPCS pushbutton ON
Both Power Levers above 49
Both torques above 46%
Aircraft on ground
Auto feathering function armed:
PWR MGT Selector TO
ATPCS pushbutton ON
Both Power Levers above 49
Both torques above 46%
Aircraft in flight
6.5 Fire Protection
Each engine is equipped with a fire protection system. It is comprised of:
two detection loops, A and B mounted in parallel
a fire detection unit
The detection unit is based on variation of resistance and capacitance. If a change in resistance is sensed only
the associated loop will be declared failed by the detection unit and a fault signal is given.
In case a fire signal is detected by both loops A and B or a fire signal is detected by one of the 2 loops if the other
one is selected OFF the red ENG. FIRE Cap illuminates.
The fire extinguishing system includes two bottles which may be used for engine 1 or engine 2. The bottles are
located on each side of the fuselage and dual squibs are installed in the discharge heads on each bottle.
The squibs are ignited by depressing the corresponding illuminated AGTN pushbutton on the ENG FIRE panel
(see Controls section)
6.6 Controls and Indicators
6.6.1 Torque indicator (TQ)
The main parameter for engine thrust control is torque which is defined as TQ=
engine power
propeller speed
For each engine two sensing probes are fitted to the reduction gear box. One of them sends s signal to the Auto
Feather Unit, AFU which supplies the analogue torque indicator (pointer). The other probe sends a signal to the
Engine Electronic Control, EEC, which supplies the electronic torque indicator (digital counter).
1. Digital Counter
Displays actual torque see definition above.
If 000 is displayed the probe failed.
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If --- is displayed, Engine Electronic Control, EEC cannot control the Handling Bleed Valve (HBV)
If LAB is displayed a wrong EEC is installed
2. Pointer
Displays actual torque the scale is divided by colors according the following scheme:
Green sector 0-100%
Red mark 100%
Amber sector 100-106%
Red dashed radial 106,3%
Blue dot 115% (for Test function only)
Red dot 120%
3. FDAU target
The Flight Data Acquisitation Unit, FDAU, calculates depending on PWR MGT selector position and displays
the computed torque setting with a yellow triangle. During takeoff the FDAU displays reserve takeoff torque
4. Manual target
Displays the manually selected torque (white triangle). Use Knob (see item 5) to select manual torque target
5. Knob
Adjusts manual torque target.
Left mouse button decreases torque setting
Right mouse button increases torque setting
6. Test pushbutton
Initiates the test sequence while pressed the pointer and counter will display 115% torque
6.6.2 Propeller speed indicator (NP)
1. Digital Counter
Actual Propeller Rotation Speed, NP, is indicated
2. Pointer
Displays actual NP.
Amber sector 41,6 65%
Green sector 70,8 100%
Red mark 100%
Red dot 120%
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Blue dot 115% (see test function)
3. Test pushbutton
Initiates test function during test, both counter and pointer will display 115%
6.6.3 InterTurbineTemperature indicator (ITT)
1. Digital Counter
Actual ITT (T6) is displayed
2. Pointer
Displays actual ITT
Green sector 300 765C
Red Point + H 715C (Hotel mode)
Amber sector 765 800C
Red mark 765C (Temperature limit during normal takeoff)
White/red mark 800C (Temperature limit in uptrim conditions)
Red point 840C (Temperature limit for 20 seconds)
Red point + S 950C (Temperature limit for 5 seconds during engine start)
Blue dot 1150C (see test function)
3. Alert light
Illuminates amber and CCAS is activated when ITT > 800C or > 715 in Hotel mode
4. Test pushbutton
Allows to test indicator during test counter and pointer will display 1150C (blue dot)
6.6.4 High pressure Turbine speed indicator (NH)
1. Digital Counter
Actual High Pressure Spool Rotation Speed, NH, is indicated
2. Pointer
Actual NH is displayed
Green sector 62 102,7%
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Red mark 102,7%
Blue dot 115% (see test function)
3. Pointer
Actual Low Pressure Spool Rotation Speed, NL, is indicated
Green sector 62 104,2%
Red mark 104,2%
Blue dot 115% (see test function)
4. Test pushbutton
Initiates test sequence while pushbutton is pressed both counter and pointer will display 115% (blue dot)
6.6.5 Oil Indicator
1. Oil Pressure Indication
Actual oil pressure is displayed
Green sector 55 65 PSI
Amber sector 40 55 PSI
Red mark 40 PSI
Dashed white/red radial at 55 PSI
2. Oil Low Pressure Light
Illuminates red when Oil Press indication drops below 40 PSI. A seperate pressure switch activates the CCAS
at 40 PSI
3. Oil Temperature Indication
Actual oil temperature is displayed
Green sector 45 125C
Amber sector 125 140 C and below 0C
Red mark 140 C
6.6.6 Engine 1&2 control panel
1. EEC pushbutton
Controls the EEC of the associated engine
ON (pusbutton pressed in) EEC adjusts HMU action see EEC and HMU section
OFF (pusbutton released) HMU controls only NH as a function of power lever position.
OFF Light illuminates white
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FAULT Illuminates amber and CCAS is activated when an EEC failure is detected.
Power is locked at its pre-failure value.
Reversion to HMU base law is archieved by deselection of failed EEC
2. ATPCS pushbutton
Pusbutton pressed in If pressed on ground: Uptrim and Autofeather function are preselected (see
ATPCS section)
If pressed in flight: Only the autofeather function is preselected
OFF (pushbutton released) Uptrim and Autofeather function are deselected
ARM Illuminates green when arming conditions are met
3. UP TRIM light
Illuminates green when the uptrim signal is sent to the remaining engine at the beginning of ATPCS sequence
4. LO PITCH Light
Illuminates amber when the actual blade angle is lower than the normal Flight Idle blade angle (this light is
illuminated during all ground operation below flight idle). CCAS is activated in flight only
6.6.7 Engine start panel
The engine start panel is located on the overhead panel.
1. ENG Start Rotary Selector
Selects the ignition mode and/or start sequences.
OFF & START ABORT Interrupts/Disarms starting sequence by deenergizing the ignition circuit
CRANK Enables engine cranking ignition is inhibited
START Selects a start sequence. Three START positions are available for selection.
Ignition is selected when fuel shut-off valve is open (controlled by Condition
Lever, CL). Starter and ignition are automatically deactivated when passing
45 % NH.
START A Only ignition exciter A is supplied on ground
START B Only ignition exciter B is supplied on ground
START A & B Ignition exciters A and B are supplied
2. Start pushbuttons
Initiates starting (or cranking) sequence of the related engine when ENG START Rotary Selector is moved to
one START position or to CRANK position.
Note: As soon as one engine is running and associated DC GEN connected to the main DC electrical
network, the other engine start is performed as a cross start: initated on Main Bat supply only, the start is
assisted by the opposite DC GEN from 10% NH (on ground only).
If the DC GEN is connected to the network but the cross start does not operate normally the amber X START
FAULT light illuminates on the main electrical panel
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ON (pushbutton pressed in) Initiates sequence ON light illuminates white. The start sequence ends when
reaching 45 % NH and the light will extinguish automatically
FAULT Illuminates amber and the CCAS is activated if:
starter remains engaged after 45% NH
Generator Control Unit, GCU fails during starting
when the propeller brake is ON but the Gust Lock is not activated (right engine only)
3. MAN IGNition guarded pushbutton
Manual ignition is selected by depressing the guarded pushbutton. The exciters on both engines are
continuously energized when MAN IGN is selected. The ON light illuminates blue.
4. Propeller Brake pushbutton
The prop brake switch is a two position toggle switch and it conrolls the engagement of the hydraulic propeller
brake on the right engine. Blue hydraulic pressure is needed for propeller brake operation.
ON propeller brake engagement
OFF propeller brake releasing
The UNLK light illuminates red and after 15 seconds the CCAS is triggered to indicate that the propeller brake
is NOT locked and the fully locked or the fully released position.
5. Ready Light
The Ready Light illuminates green when engagement or disengagement conditions for the propeller brake are
met
6. Prop Brake Light
Illuminates blue when the propeller brake is fully locked
Extinguishes when propeller brake is not fully locked.
6.6.8 X-Start Fault Light
The X-START FAULT Light illuminates to indicate that the cross start sequence has failed, although the other DC
Gen is connected.
It is located above the engine starter panel on the overhead panel.
6.6.9 IGN / Prop Brake Light
The IGN Light is located on the right-hand side of the engine instruments (center panel). It illuminates blue to
indicate that exciters are energized.
The Prop Brake Light is located on the right-hand side of the engine instruments (center panel). It illuminates
blue to remind the crew that the PROP BRK pushbutton is selected ON and the mechanical lock is engaged.
6.6.10 Eng Test Panel
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The ENG TEST Panel is located on the pedestal.
It allows to check the correct functioning of the ATPCS.
Before the rotary selector can be moved the protection has to be lifted this is done by clicking on the hinge. Left
mouse button click turns selector counter-clockwise, right mouse button click turns selector clockwise.
ARM Mode ATPCS ARM Light should illuminate
ENG Mode Check that ENG UPTRIM light illuminates
2.15 seconds later check ATPCS ARM light extinguishes
6.6.11 ADC Switch
The ADC is the Air Data Computer. The air data computers are not simulated thus this is switch with no function
nevertheless you can switch it as you like.
In the real plane this switch selects from which air data computer data is fed to the EEC and the FDAU.
No. 1 is used on odd days
No. 2 is used on even days
The FAULT light illuminates amber and indicates an missmatch between switch position and ADC selected.
6.6.12 Engine Fire Panel
Two ENG Fire panels are located on the overhead panel. The engine 1 fire panel is on the left hand side of the
overhead panel and the engine 2 fire panel on the right hand side. Both engine fire panels are identical.
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1. ENG FIRE Handle
The ENG Fire Warning light is integrated in the handle which illuminates red when a engine fire is detected
and the CCAS is activated as well. The CCAS stays activated until the fire warning is deactivated regardless
of fire handle position. The fire warning light extinguishes when the temperature detected by the loops has
dropped below the warning threshold.
The handle has two positions:
Normal position (mechanically locked)
Pulled
Pulling the handle automatically:
feathers the propeller
closes the ENG LP VALVE
closes the HP VALVE and BLEED VALVE
closes the DE ICE VALVE and ISOLATION VALVE
deactivates DC GEN and ACW GEN
illuminates SQUIB lights
2. Squib Test pushbutton
Controls the test of the squibs in the discharge heads and their electrical circuits.
When pressed with the respective Fire Handle in the normal position, the two squib lights illuminate if squibs
and circuits are operative.
3. Agent pushbuttons
Control the ignition of squibs and resultant discharge of fire extinguisher bottles
SQUIB The lights of the squibs which may be activated illuminate white when the ENG FIRE Handle is
pulled
DISCH The light illuminates amber when the related fire extinuisher bottle is depressurized after
discharge
Note: As there are two bottles for both (!) engines the respective DISCH light illuminates on the
Engine Fire Panel of the other engine too.
4. Loop pushbutton
Controls the activation of aural and visual alerts when a fire signal or a fault signal (LOOP) is generated by the
fire detection control unit for the related loop.
Pushbutton pressed in Aural and visual alerts are activated when a fire or a fault signal is generated by
the fire detection unit for the related loop
OFF (pushbutton released) Aural and visual warnings are inhibited for the related loop. The OFF light
illumuniates white. LOOP amber light illuminates on CAP.
FAULT The light illuminates amber and the CCAS is activated when the associated
pushbutton is selected ON and a fault signal is generated by the fire detection
control unit. LOOP amber light illuminates on Cap.
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5. Test switch Spring Loaded in neutral position
Spring loaded in neutral position. Initiates the test sequence of the fire detection unit and fault signals when
both LOOP pushbuttons are selected ON:
FAULT - FAULT lights of both LOOP A and LOOP B pushbutton illuminate
- CCAS is activated, LOOP amber light illuminates on Cap
FIRE - ENG FIRE red light illuminates in associated fire handle
- FUEL SO light illuminates in associated Condition lever if condition lever is not
in fuel shutoff position
- CCAS is activated, ENG Fire red light illuminates on Cap.
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Electrical System
7 - Electrical System
Electrical power is needed throughout the entire aircraft for a countless number of subsystems. Flight
Instruments as well as the coffee makers need electrical power. There are four main systems to provide
electrical power to all the ATR's systems:
The DC system DC stands for direct current
The AC constant frequency system AC means alternating current
The AC wild frequency system
The external power system
On one side of these systems there are producers of electrical power and on the other side are consuments
of electrical power. Electrical Power is distributed through several busses.
Electrical power producers in the ATR:
Main battery
Emergency battery
Two engine-driven direct current (DC) starter/generators
Two alternating current (AC) wild frequency generators
Two external power units (AC and DC)
The list of consuments is nearly endless and shall be spared for the sake of readability of the manual.
Of course it is possible to transfer electrical power from the AC system to the DC system and vice versa:
Two systems are available to transform DC power to AC and AC power to DC.
Two static inverters transform DC power to constant frequency AC power. One transformer rectifier unit (TRU)
transforms electrical power from the AC wild frequency system to the DC system.
So let's go through the four different electrical systems.
7.1 DC power
The DC electrical system runs at 28 Volt direct current (28 VDC).
The DC system gets electrical power from
the engines/generators
the batteries (main and emergency)
Transformer Rectifier Unit - TRU
Electrical Power is then dirstributed by several busses. At first the producers of electrical power will be discussed,
followed by the distributors and then the controls.
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Electrical System
See the following graphic how generators and distributors interact during normal operation:
7.1.1 Generators
7.1.1.1 Batteries
The ATR uses two batteries: one 24V Ni-Cd battery of 43Ah (main battery) and another of 15 Ah (emergency
battery).
The emergency battery is capable of providing electrical power to the emergency network even if the main
battery is completely discharged by repeated engine start attempts.
The batteries are monitored by the Multi Function Computer (MFC) which:
Connects the battery to the associated DC BUS for charging
Analyses the charge current and/or associated DC BUS voltage
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Electrical System
7.1.1.2 The starters/generators
The two DC starters/generators are driven by the engine accessory gear box. Each generator is able to provide:
12 kW (400A) nominal output power @ 27 to 31 volts
Starter mode
When in starting mode the starter is connected by the START contactor to
The main battery or
External power or
The main battery and the other operating generator
During engine startup the starter cranks the engine to the point of self sustaining (engine START ON light
illuminates on the ENG START panel).
At the end of the start sequence 45% NH the start contactor opens (START ON light extinguishes) and the
starter/generator switches to generator mode.
Generator mode
When the engine reaches 61.5% NH the starter/generator acts as a generator. Each generator feeds its DC BUS
through a generator contactor when DC Pushbutton is selected and external power is not used.
The generator control unit (GCU) is provided to control the generator and starter contactor. Furthermore it
establishes a constant voltage with various loads and provides several fault protections:
Over/under voltage
Over/under speed
Differential fault current
Generator overload
Power and fault current limiting
Bus tie lock out
Reverse current
Equalizing load (in case of BTC failed closed)
The BUS TIE CONTACTOR (BTC) allows DC BUS 1 and 2 on line, when only one generator is operating or
when the aircraft is powered from external power
7.1.2 Distributors
Eleven busses distribute power to the aircrafts subsystems:
9. DC BUS 1 and 2 main busses
10. HOT BAT BUSSES
11. DC ESS BUS / DC EMER BUS / DC STBY BUS
12. UTLY BUS 1 and 2
13. DC SVCE BUS
14. GND HDLG BUS
15. TRANSFER BUS
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Electrical System
7.1.3 Controls
7.1.3.1 Generators
1. DC GEN pushbutton
ON (pusbutton pressed in): Associated generator is energized and associated generator contactor
closes
OFF (pusbutton released): associated generator is deenergized and disconnected by opening the
generator contactor
FAULT Illuminates amber together with activation of the CCAS in event of:
a protection trip is initiated (by GCU). In case of generator
underspeed reset will be automatically otherwise a manual reset
must be performed
A generator contactor opens and the pushbutton is not selected
OFF. The BUS TIE CONTACTOR closes and the affected bus is
automatically fed by the remaining bus.
2. BTC pushbutton
The DC BUS TIE CONTACTOR connects both main DC BUSSES in case either generator fails. The
BTC must be closed to do so.
NORM (released) The BTC is controlled by another the Bus Power Control Unit, BPCU:
In normal conditions with both generators running, the BTC is opened
for isolated operation of both generator circuits
in case of external power operation, operating in HOTEL mode or
with just one generator operating, the BTC is automatically closed
and the flow bar illuminated
ISOL (pressed in) The BTC is opened, the ISOL light illuminates white
3. EXT PWR pushbutton
Connects and Disconnects external power
AVAIL External power is available
ON External power is connected see external power section for more details
4. DC SVCE/UTLY BUS pushbutton
Controls connection/disconnection of DC SVCE BUS and both UTLY BUSSES to associated main
busses.
NORM (pushbutton pressed in) DC SVCE BUS and both UTLY BUSSES are available
OFF (pushbutton released) DC SVCE BUS and both UTLY BUSSES are both disconnected from
DC BUS. The OFF light illuminates white
SHED Illuminates amber and the CCAS is activated when a load shed condition controlled by the BPCU
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Electrical System
is present and at least one UTLY BUS is disconnected from associated
main DC BUS.
7.1.3.2 Distribution
4. DC BUS OFF lights
Illuminates amber when respective DC BUS is not supplied. The CCAS will be activated if one DC BUS
is OFF
5. BAT CHG pushbuttons
Controls operation of EMER BAT and MAIN BAT Charge Contactors
ON (pusbutton pressed in) The contactor is controlled by the MFC and closed during normal
operation. It opens in case of:
Thermal runaway of battery
Undervoltage of DC MAIN BUS (< 25 V)
Start sequence initiated (in this case both battery charge contactors
are opened and closed when start rotary selector leaves START or
CRANK position)
An OVRD signal on BAT switch
OFF (pusbutton pressed in) The charge contactor is opened. The OFF light illuminates white.
FAULT Illuminates amber and the CCAS is activated in event of:
Overheat is detected by the MFC
a failure in the charge contactor
6. TRU pushbutton
This pushbutton controls the Transformer rectifier Unit, TRU
NORM (pushbutton released)
One engine driven generator operating:
DC EMER and DC STBY BUS are supplied from HOT EMER
BAT BUS
INV 1 is supplied from DC BUS 1
DC ESS is supplied from HOT MAIN BUS
Both engine driven generators failed
DC EMER is supplied from HIT EMER BAT BUS
INV 1, DC STBY BUS and DC ESS BUS are supplied from HOT
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ATR 72-500
Electrical System
MAIN BAT BUS
ON (pushbutton pressed in) The TRU is connected to ACW BUS 2. ON light illuminates white.
Arrow illuminates amber when supply of DC EMER BUS, DC STBY
BUS, INV 1 and DC ESS BUS from TRU is effective
7. Emergency supply indicator
Right arrow illuminates amber when DC ESS BUS is supplied from the MAIN BAT.
Left arrow illuminates amber when the DC EMER BUS is supplied from the EMER BAT.
8. OVRD pushbutton
When on batteries supply this pushbutton allows to transfer the DC STBY BUS and the INV 1 from HOT
MAIN BAT BUS to HOT EMER BUS.
NORM (pushbutton released) The DC STBY BUS and INV 1 are supplied from the same source as
DC ESS BUS
OVRD (pushbutton pressed in) The DC STBY BUS and INV 1 are supplied from the same source as
DC EMER BUS. OVRD light illuminates white
UNDV The light illuminates amber and indicates that DC STBY BUS voltage is
below 19.5 V. OVRD may be used if necessary
9. BAT toggle switch
The BAT switch provides three different positions:
OFF ESS BUS, DC STBY BUS and INV 1 are isolated from the HOT MAIN
BAT BUS.DC EMER BUS is isolated from the HOT EMER BAT BUS
ON With engine driven generators OFF and EXT POWER OFF:
ESS BUS, STBY BUS and INV 1 are supplied from the HOT MAIN BAT
BUS. EMER BUS is supplied from the HOT EMER BAT BUS.
With power generation other than battery available:
ESS BUS is supplied by the HOT MAIN BAT BUS, EMER BUS and
STBY BUS are supplied by the HOT EMER BAT BUS.
OVRD Allow to be sure busses are supplied by their respectice battery by
overriding all protections. This position is protected by a toggle guard.
10. DC AMP indicator
Indicates the charge (CH) or discharge (DCH) current of the selected battery
11. BAT AMP reading selector
Used to select which battery is checked by the ammeter (see item above)
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ATR 72-500
Electrical System
7.2 AC constant frequency Power
The AC (alternating current) constant frequency system provides electrical power with alternating current to
several of the aircrafts systems. It is connected to the DC BUS system by two static inverters INV 1 and 2.
Furthermore the AC system can be supplied with power from the AC wild frequency system by a Transformer
Rectifier Unit, TRU. See the following graphic for a schematic of the AC const. Freq. System (to read the graphic
start at the bottom and go on to the top).
7.2.1 Generators
The AC constant frequency system is supplied with electrical power by two static inverters. These inverters are
powered from DC BUS 1 and 2 and voltage shall range between 18 VDC and 31 VDC for satisfactory operation.
The inverters will produce voltage with the following characteristics:
power: 500 VA (115 VAC BUS), 250 VA (26 VAC BUS)
output voltage: 115 V 4 V and 26V 1V
Frequency: 400 Hz 5 Hz
type: single phase
In event of power loss on both DC BUSSES, INV 1is automatically supplied by HOT MAIN BAT BUS, or by HOT
EMER BAT BUS in OVRD configuration or by TRU when selected ON.
7.2.2 Distributors
INV 1 normally supplies:
AC BUS 1
AC STBY BUS 1
INV 2 normally supplies:
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ATR 72-500
Electrical System
AC BUS 2
In case either inverter fails or there is a loss of input power the associated AC BUS is isolated and tied together
with the remaining bus as long as the BTC pushbutton is not in ISOL position.
In case INV 1 fails or input power on INV 1 is lost, AC STBY BUS is automatically supplied from INV 2.
7.2.3 Controls
5. INV FAULT light
In case an under- or overvoltage is sensed at either inverter this warning light illuminates amber and the
CCAS is activated
6. BUS OFF light
This warning light illuminates amber and activates the CCAS when the associated AC BUS is
deenergized
7. OVRD pushbutton
When on battery supply INV 1 and hence the AC STBY BUS are normally fed by the HOT MAIN BUS.
This pushbutton allows to transfer supply to HOT EMER BAT BUS.
NORM(pushbutton released) The INV 1 and AC STBY BUS are supplied from the same source as DC
ESS BUS
OVRD (pusbutton pressed in) The INV 1 and AC STBY BUS are supplied from the same source as DC
EMER BUS, OVRD light illuminates white.
UNDV This light illuminates to indicate that the DC STBY BUS voltage is lower
than 19.5 V. INV 1 requires 18 V for normal operation. OVRD may be
used if necessary
8. BTC pushbutton
This pushbutton controls the AC BUS TIE. When closed it connects bith AC BUSSES
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ATR 72-500
Electrical System
NORM (pusbutton released) The BPCU automatically controls the BTC and a seperate logic controls
the AC BTR.
In normal conditions (both inverters running), the AC BTR is open
allowing isolated operation of both inverter circuits
In case of inverter failure, the AC BTR is automatically closed. The
INV FAULT light illuminates but associated BUS OFF light remains
extinguished
ISOL (pusbutton pressed in) The AC BTR is open, ISOL light illuminates white
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Electrical System
7.3 AC wild frequency power controls
The AC wild frequency system produces and distributes electrical power with alternating current and various
frequency. The following graphic shows the way the ACW frequency system is organized:
7.3.1 Generators
Two propeller driven generators produce electrical power for the ACW frequency system. Each generator is a
brushless, air-cooled, 3 phase generator and is rated to deliver 20 KVA continously.
Nominal set Voltage 115/200 V
Operating frequency range 341 to 488 Hz (70 to 100% NP)
Each generator is controlled by a generator control unit, GCU. The GCU is in charge to ensure the following
control and protection functions:
under- and overvoltage
under- and overfrequency
power and fault current limiting
bus tie lock out
differential protection
open phase
voltage regulation
The Bus power control unit, BPCU, ensures control and protection functions for:
External Power
BUS TIEs
BTCs
SVCE BUS
It is possible to partially energize the DC system from the ACW system using the transformer rectifier unit, TRU.
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ATR 72-500
Electrical System
7.3.2 Distributors
Power is distributed by three busses:
Two main busses, ACW BUS 1 and 2
ACW SVCE BUS
7.3.3 Controls
- ACW GEN Pushbutton
This pushbutton is used to control the energization and the resetting of associated generator
ON (pushbutton pressed in) Associated generator is energized and generator contactor closes
OFF (pushbutton released) Associated generator is deenergized and generator contactor opened.
OFF light illuminates white
FAULT Illuminates amber and the CCAS is activated in the following cases:
Protection trip initiated by the GCU.
If this protection trip is caused by a NP overspeed or underspeed for
LESS than 3 seconds, reset will be automatic.
Otherwise a manual reset has to be performed
Generator contactor opening is sensed without pushbutton being
selected OFF
In both cases the BTC is closed automatically and thus the affected
ACW BUS supplied from the remaining generator.
The light extinguishes and the fault circuit is reset when pushbutton is
cycled to the out position.
- ACW BUS OFF light
Illuminates amber and activates the CCAS when associated ACW BUS is not supplied
- BTC Pushbutton
The BTC controls the BUS TIE CONTACTORS (BTC 1 and 2) similar to the DC and AC BTCs.
NORM (pushbutton released) BPCU automatically controls BTC 1 and 2:
BTC 1 and 2 are open (normal conditions, both generators running),
allowing individual operation of both generator circuits
In case of external power operation, or single generator failure, BTC
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ATR 72-500
Electrical System
1 and 2 are automatically closed the flow bar is illuminated
ISOL (pusbutton pressed in) BTC 1 and 2 are open, ISOL light illuminates white
- EXT PWR Button
Refer to external power section
7.4 External Power
The ATR has two external power receptables located just aft of the nose gear. Through these receptables the
ATR supply with DC and AC external power is possible One receptable for DC, the other for AC.
DC and AC external power are both controlled via the Bus Power Control Unit, BPCU.
As there is a DC power receptable and a AC power receptable, there are two External Power switches. One is
located on the DC power controls (see DC controls section). In case DC power is available the AVAIL light
illuminates. To select external DC power press the pushbutton it will the blue ON light illuminates to confirm
selection.
The same goes for external AC power. The External AC power switch is located on the AC Wild Frequency
Controls panel (see ACW control section).
The AVAIL light indicates that external AC power is available.
To select external AC power simply press the pushbutton the blue ON light will illuminate to indicate external
AC power supply.
To deselect either external power supply press the respective external power switch once again. The blue ON
light will extinguish and the AVAIL light illuminate again.
Just make sure that the engines are started soon, or the right engine is started in HOTEL mode so that power
supply is given and the ATR's batteries won't drain.
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ATR 72-500
Hydraulics
8 - Hydraulics
This chapter deals with hydraulic system in the ATR. Hydraulics are needed to move the flight controls, lower and
raise the gear, control the nose wheel steering and the propeller brake.
The ATR's fuel system is comprised of three subsystems:
the blue hydraulic system, which supplies
the nose wheel steering
flaps
spoilers
the propeller brake
emergency and parking brake
the green hydraulic system
the landing gear
normal brake
the auxialliary hydraulic system which is included in the blue system
For security reasons there is a x-feed valve so hydraulic power can be transfered from the blue and the auxiliary
hydraulic system to the green system.
Check the following graphic to learn about the hydraulic systems interfaces.
Each system is driven by an Alternate Current Wild Power, ACW, electric motor driven pump. These pumps
normally deliver 3,000 PSI (209.6 bars) pressure. Delivered pressure is indicated. The blue system is furthermore
equipped with an auxiliary Direct Current, DC motor driven pump which can be energized even when no electrical
power is available.
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Hydraulics
8.1 Controls and Indicators
8.1.1 Hydraulic power panel
1. Blue and Green hydraulic system pump pushbuttons
Pushbuttons to activate/deactivate the main hydraulic pumps.
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ATR 72-500
Hydraulics
Normally the pumps produce 3000 PSI (206,9 bars) hydraulic pressure. In case a pressure drop below 1500
PSI (103,5 bars) is sensed the LO PR light illuminates amber and the CCAS is activated
In case either pump is deactivated the white OFF light illuminates
Both pumps are AC wild electric motor driven pumps.
2. Auxilliary hydraulic system pump switch
The auxilliary pump switch has 3 positions:
AUTO (button pressed in): the auxiliary pumps runs as soon as the following conditions are met:
ACW blue pump pressure below 1500 PSI (103,5 bars)
propeller brake released and
Gear handle DOWN and
at least one engine running
OFF (pushbutton released): The auxiliary pump is deactivated the OFF light illuminates white
LO PR: the light illuminates amber and CCAS is activated when auxiliary pump outlet pressure drops
below 1500 PSI (103,5 bars) and functioning conditions are met.
The auxiliary pump is a DC motor driven pump.
3. X-Feed switch
Controls the opening and closing of the X-Feed valve.
Pushbutton released: crossfeed valve is closed and blue and green system seperated
ON: Pushbutton is in opens the X-Feed valve and connects blue and green hydraulic circuits. The ON light
illuminates white.
In case a LO LVL alert for either hydraulic circuit X-Feed valve is inhibited to open and automatically closed
when open.
4. Blue, green and auxiliary hydraulic system overheat warning lights
The light illuminates amber and the CCAS is activated when pump case drain line overheat is detected
T > 121C / 250 F
5. Blue and green hydraulic system LO LVL warning light
The LO LVL (low level) warning light illuminates amber (and the CCAS is activated) in case any tank quantity
drops below 2,5 l (0,67 US gal). X-Feed automatically closes.
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ATR 72-500
Hydraulics
8.1.2 Pressure Indicator
1. Blue and Green hydraulic pressure indicator
Displays hydraulic pressure in x 1,000 PSI for blue and green hydraulic system
2. Brake ACCU indicator
Displays the brake accumulator pressure in x 1,000 PSI in the blue system, available for emergency and
parking pressure if pressure > 1,600 PSI.
Note that in event of electric failure the pointers move to 0
8.1.3 Aux Pump pedestal switch
When used this switch energizes the auxiliary DC hydraulic pump. To start engine No. 2 in Hotel mode (see
powerplant chapter for an explanation) hydraulic power is needed and in case no hydraulic ground power unit is
available the auxiliary hydraulic pump is able to provide hydraulic pressure for 30 seconds.
The following conditions have to be met:
GND HDLG BUS under power
other auxialiary pump operation conditions are not met
Caution: This switch operates even with battery master switch selected OFF. Excessive use might drain battery.
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ATR 72-500
Pneumatics
9 - Pneumatics
External air is used to operate the air condition and ventilation system, the pressurization system and the anti-
icing system. External air is sucked into the aircraft at four locations:
engine air intakes
main landing gear fairings
low pressure ground unit (through a connector)
bleed valves installed in the engine compressors (thus it is already pressurized)
Pneumatic air is conditioned by packs and then distributed to the pressurized zones by ducts. Afterwards it is
discharged through outflow valves.So the pneumatics in the ATR can be divided in three main systems:
Pneumatic System
Which starts with the inlets and distributes air to the air conditioning
Air Conditioning
Assures supply with fresh air with the right temperature
Pressurization
To adjust the cabin pressure, the ratio of air flowing into the aircraft to air flowing out of the aircraft is
controlled by the pressurization system.
9.1 Pneumatic System
Compressed air is tapped of the engine's low pressure and high pressure compressor stages and then
distributed through several subsystems and ducts to the air condition and the ice protection systems.
Generally air is tapped of the low pressure stage through low pressure bleed air check valves. In case pressure
from the low pressure stage is insufficient, the air source is automatically switched to the high pressure
compressor stage. The high pressure, HP valve is a electrically controlled butterfly valve which remains closed in
absence of electrical supply. When air is tapped of the high pressure stage, thus the HP valves are open, the low
pressure check valves are closed automatically.
When the HP valves are closed air is drawn from the low pressure stage only.
Compressed air for the ice-protection systems is drawn from the high pressure stage only !
Before the air enters the pneumatic systems it has to pass the electronically controlled butterfly bleed valve. This
valve acts as a shutoff valve and closes automatically in the following cases:
Bleed duct Overheat, OVHT
Bleed duct leak, LEAK
Associated Engine Fire Handle is actuated
Engine failure during takeoff UPTRIM signal
Propeller Brake is selected ON (Only the left bleed valve is closed)
in absence of air pressure the valve is spring-loaded closed, regardless of electrical power supply
To connect the left hand and right hand air bleed system a crossfeed valve is installed. This valve is a spring
loaded closed, solenoid controlled, pneumatic shutoff valve and is closed with the solenoid deenergized.
A leak detection system is installed to detect duct leaks. In case a leakage is sensed the associated pack valve,
HP valve and BLEED valve (and GRD X FEED valve if thge left loop is affected) are automatically closed.
Furthermore an overheat detection system is installed which closes the BLEED valve and the BLEED AIR SHUT-
OFF valve whenever any abnormal over temperature conditions occur. They operate at 274C (525F) and are
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ATR 72-500
Pneumatics
controlled by the MFC.
9.1.1 Controls
Engine Bleed switch
Controls the associated HP and BLEED valve
ON (pushbutton pressed in) associated HP and BLEED valve solenoids are energized and the valves
will open if pressure is available
OFF (pushbutton released) associated HP and BLEED valves are closed. OFF light illuminates white
FAULT The light illuminates amber and CCAS is activated when the bleed valve
position disagrees with the selected position, this especially occurs in
case of leakage or overheat
Overheat Light
The light illuminates amber and the CCAS is activated when an overheat condition is sensed by the
overheat detection system (T > 274C / 525 F)
Leak Warning light
The light illuminates amber and the CCAS is activated when leak detection system senses a leakage.
X-Valve Light
The light illuminates amber when the GRD X FEED valve is open
9.2 Air Conditioning
Two independently working packs process air to regulate air flow and temperature. The processed air is then
supplied to the air condition system and the left pack supplies the cockpit and the cabin while the right pack
supplies the cabin only.
Before the air enters the pack it passes the pack valves. These two (left and right) valves are pneumatically
operated and electrically controlled and they have to functions:
shut the pack off
pressure control which means flow control. Normal and high flow are available for selection.
The pack valves are spring loaded closed. In case electrical power is lost or there is no air pressure these valves
are closed.
When the air has passed the pack valve its temperature is regulated in a heat exchanger. There the bleed air
exchanges heat with external air. External air is supplied to the heat exchangers by
two ground turbo fans when:
IAS 150 kts and landing gear is retracted for less than 10 minutes.
Note: In case of ENG OIL LOW PRESS, the turbo fan starts on the opposite side and is running as long as
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ATR 72-500
Pneumatics
IAS 150 kts regardless of landing gear position
by ram air when IAS > 150 kts
Note: Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve.
The conditioned air is then blown into the cabin by outlet ramps and evacuated through guides along the cabin
walls at floor level.
A part of the evacuated air is recirculated by recirculation fans and the other part is evacuated overboard through
the outflow valves.
For the flight deck, forward cargo compartment, electric and electronic equipment things look slightly different.
Again the ventilated air is ducted overboard or recirculated, but it is recirculated underfloor to the pressurized
compartment and the selection is operated by the overboard (OVBD) valve which controls the underfloor (U/F)
valve:
OVBD full closed U/F open
OVBD partially or full open U/F closed
OVBD NORMAL MODE: Automatic selection
OVBD MANUAL MODE: to be used in case of AUTO MODE failureor, on ground to accelerate
cabin heating (full closed position)
Recirculated air is extracted by a fan that can be operated at different speeds:
Rotation speed is minimum below 20C (68F)
Rotation speed is maximum above 52C (126F)
Rotation speed varies linearly between minimum and maximum.
The EXHAUST pushbutton may be used to control the OVBD valve in a partially open position but can only be
used when OVBD valve AUTO MODE is activated.
Temperature is regulated by mixing hot and cool air in the packs. As mentioned the left pack supplies the cockpit
and the cabin while the right pack supplies the cabin only. Two temperature control modes are available;
AUTOMATIC MODE
Each pack discharge temperature is controlled by an electronic temperature controller which computes
temperature control valve position taking into account:
Duct temperature
Zone temperature demand selector
Associated compartment temperature
Aircraft Skin temperature
MANUAL MODE
Each pack temperature control valve is controlled directly by the zone temperature demand selector and
limited by the pneumatic temperature sensor.
The air condition is equipped with an overheat detection system too.
When duct temperature downstream of the mixing chamber increases over 88C (191F) the temperature control
valve is closed progressivly by the limiter in order to reduce hot air flow.
When duct temperature passes 92C (200F) an Overheat caution is provided to the crew the pack valve is not
closed.
In case duct temperature passes 204C (399F) the pack closes automatically.
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ATR 72-500
Pneumatics
9.2.1 Controls
9.2.1.1 Compartment Remperature Panel
9. Pack valve switch
pushbutton pressed in Associated pack valve is open if electrical supply and air pressure are
available
Note: There is a 6 seconds delay on the right pack for passenger
comfort
OFF (pushbutton released) Associated pack valve is closed. The OFF light illuminates white
FAULT In case the pack valve position disagrees with selected position, or an
overheat (duct temperature > 204C / 393F) is detected the FAULT
light illuminates amber and the CCAS is activated. In case of an
overheat the valve is closed automatically.
10. Flow pushbutton
NORM (pushbutton released) Both pack valves are controlled automatically to provide 22 PSI
regulated pressure
HIGH (pushbutton pressed in) Both pack valves are controlled to provide 30 PSI regulated pressure
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ATR 72-500
Pneumatics
which increases flow. The HIGH light illuminates blue.
11. Compartment Temperature selector
Selects temperature for compartment.
12. Temperature Selector Pushbutton
Selects the temperature control mode of operation
AUTO (pushbutton pressed in) Automatic mode is selected. Valve position is controlled by electronic
temperature controller
MAN (pushbutton released) Manual Mode is selected. The Compartment Temperature Selector
directly controls the position of the valve. The pneumatic temperature
limiter will limit the maximum duct temperature below 88C (191F). The
MAN light illuminates white.
OVHT In case an overheat temperature is detected (T > 92C / 200F) the
OVHT light illuminates amber and the CCAS is activated.
It is not inhibited in MAN mode
13. Recirculation Fan Pushbutton
Selects operation of respective recirculation fan.
Pushbutton pressed in Recirculation fans are activated. Fan rotation speed varies from
1,500RPM to 2,200 RPM linearly, depending on temperature control
valve position. If temperature is lower than 18C (61F), high speed is
automatically selected.
OFF (Pushbutton released) Fan stops. No recirculation, all the air is provided by the packs. The
OFF light illuminates white.
FAULT In case a low fan speed ( < 900 RPM) or fan electrical motor overheat condition is sensed the
FAULT light illuminates amber and the CCAS is activated
14. Compt indicator
Indicates temperature in selected compartment in C
15. Duct indicator
Indicates the temperature in the duct of the selected compartment before the air leaves the duct.
16. Compt selector
Selects the zone for which the temperature is indicated (FLT COMP or CABIN)
17. Gnd X-Feed
See Pneumatic System section
9.2.1.2 Avionics Vent Controls
7. OVBD valve control switch
In normal configuration the switch is secured in AUTO position to assure proper EXHAUST mode. The
switch can be unsecured to manually select switch position.
FULL OPEN The OVBD valve is fully open
CAUTION: Do not select OVBD valve full open if differential
pressure exceeds 1 PSI.
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ATR 72-500
Pneumatics
AUTO The OVBD valve position is a function of
The EXHAUST mode pushbutton selection
The aircraft condition (flight or ground)
FULL CLOSE The OVBD valve is fully closed
8. Exhaust mode pushbutton
Controls the OVBD valve as long as OVBD valve control switch is in AUTO position.
NORM (pushbutton pressed in) On ground, engine 1 not running (OIL LOW PRESS)
extract fans runs continuously
OVBD valve is full open
U/F valve is closed
in flight (or on ground, engine 1 running)
extract fans runs continuously
OVBD valve is full closed
U/F valve is open
OVBD (pushbutton released)
extract fan is OFF
OVBD valve is partially open (in flight only)
U/F valve is closed
OVBD light illuminates white
FAULT Illuminates amber and the CCAS is activated in case of fan failure or
overheat
Note 1: Aircraft on ground and external power available: if exhaust
mode is set on OVBD position, a ground mechanic call is generated
and intermediate position is inhibited
Note 2: When start sequence is initiated, extract fan stops for 120
seconds to avoid pressure shocks. Exhaust mode fault illuminates,
however the ground mechanic call is not generated
9. Fault light
Illuminates amber and the CCAS is activated when there is an OVBD VALVE position disagreement:
when on ground, engine 1 not running (OIL LOW PRESS) OVBD
valve is not fully open (except with CTL switch on FULL CLOSE)
when in flight or on ground engine 1 running, OVBD valve is fully
open (except with CTL switch ON FULL OPEN)
The light goes off when the OVBD VALVE reaches the seleced position.
9.3 Pressurization
The ambient pressure decreases with increasing altitude. Thus the cabin is pressurized to reduce load on the
aircrafts hull due to differential pressure. Cabin pressure is controlled by the ratio of air flowing into the aircraft to
the aircraft which leaves the aircraft through outflow valves. The ATR is equipped with two outflow valves:
one electropneumativ outflow valve
one pneumatic outflow valve
Normally cabin pressure is controlled by the fully automatic digital electronic controller but the pressurization
system can be controlled manually by using the manual pneumatic controller. During automatic operation the
pneumatic outflow valve is slaved to the electropneumatic outflow valve and their opening will be the same.
Safety functions are implemented in case of controller failure:
the positive differential pressure is limited to 6.35 PSI
the negative differential pressure is limited to -0.5 PSI
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ATR 72-500
Pneumatics
9.3.1 Auto mode
The outflow valves are controlled by the digital controller. It computes a signal to position the outflow valve, taking
the following parameters into account:
Landing elevation from landing elevation selector
Takeoff elevation is memorized by the controller
Cabin pressure
Aircraft static pressure generated by Air Data Computer, ADC 1 with captains altimeter baro setting. In case
of ADC 1 failure the aircraft static pressure is generated by ADC 2 with a 1013.2 HPa (29.92 in. Hg)
reference.
The controller computes a theoretical cabin altitude and sends a signal to the outflow valve torque motor in order
to adjust the actual cabin altitude by opening or closing the outflow valves.
In case the electrical signal is lost the outflow valves are closed.
9.3.2 Dump function
The Dump function sends a fully open signal to the outflow valves.
CAUTION: The DUMP pushbutton is mechanically protected and NO other safety devices protect from use of the
DUMP function.
9.3.3 Manual mode
When operating in manual mode the electropneumatical valveis closed and the pneumatic outflow valve
operated only. The control knob is used to select cabin climb or descent rate in the interval from -1500 ft/min to
+2500 ft/min.
9.3.4 Ditching mode
Two electrical motors (one for each outflow valve) maintain both outflow valves in a closed position.
Ditching mode is available in automatic and manual mode.
9.3.5 Controls
9.3.5.1 Automatic Controls
Landing elevation indicator
Displays selected landing elevation. Last two digits always show 0.
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ATR 72-500
Pneumatics
Elevation Set Trigger switch
Sets landing elevation. Selection between -1,500 feet and 9,900 feet possible. Adjustment is possible by
increments of 100 feet only.
Move mouse pointer above switch to increase landing elevation. Left mouse button increases by 100
feet, right mouse button increases by 1,000 feet.
Move mouse pointer underneath switch to decrease landing elevation. Left mouse button decreases by
100 feet, right mouse button decreases by 1,000 feet.
Descent rate pushbutton
Selects cabin descent rate:
NORM (pushbutton released) max. Cabin descent rate is -400 ft/min
FAST (pushbutton pressed in) max. Cabin descent rate is -500 ft/min. The FAST light illuminates blue.
Test pushbutton
Initiates test sequence. During test landing elevation shall read 18,800 and -8,800 alternately and FAULT
light illuminates amber on MAN pushbutton.
Dump guarded pushbutton
This pushbutton allows selection of DUMP mode
NORMAL (pushbutton released) The digital controller operates normally. DUMP mode is NOT selected
ON (pushbutton pressed in) Selects DUMP mode and opening signal is sent to the
electropneumatical outflow valve. Both outflow valves open fully. The
ON light illuminates white
9.3.5.2 Manual controls
- Mode pushbutton
Selects the pressure control mode:
pushbutton pressed in The digital controller is in operation (AUTO mode)
MAN (pushbutton released) The digital controller is out of operation and the manual controller
regulates cabin pressure. The MAN light illuminates white.
FAULT In case of digital controller failure the FAULT light illuminates amber and the CCAS is activated
- Manual rate knob
Selects cabin climb and descent rate when operating in manual mode. Maximum selectable cabin climb
rate is +2,500 ft/min and maximum selectable sinkrate is -1,500 ft/min.
When operating in AUTO mode the knob must be placed to NORM.
Left mouse button turns knob clockwise
Right mouse button turns knob counter-clockwise
- Ditch guarded pushbutton
Selects ditching mode.
ON (pushbutton pressed in) The outflow valves are forced to closed position regardless of the
pressure control mode. The ON light illuminates white.
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ATR 72-500
Pneumatics
9.3.5.3 Cabin press indicators
16. Altitude indication
Indicates the cabin pressure in thousands of feet altitude based on 1013.2 HPa (29.92 in.Hg.)
17. Rate indicator
Indicates the cabin altitude rate of change in x 1,000 ft/min
18. Diff indicator
Indicates the differential pressure between cabin and aircraft static pressure from -1 to +8 PSI.
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10 - Flight Controls
An aircraft can be moved around three axes. So a control for each axis is needed:
Pitch - controlled by two elevators, mechanically actuated
Roll - controlled by one aileron, mechanically actuated and one spoiler, hydraulically actuated (blue
system) on each wing
Yaw - controlled by a rudder, mechanically actuated
Furthermore a pair of mechanically linked inboard and outboard flaps are provided for each wing. The flaps are
actuated hydraulically from the blue system.
The following graphic shows where to find the different systems .
10.1 Roll Control
Roll is controlled turning the yoke left and right. The yoke movement is transfered through cables and rods to the
ailerons which will deflect according yoke movement. In the real plane max yoke deflection is +/- 87 while
ailerons travel +/- 14 up/down. During steep turns spoilers come up to increase roll rate. The spoilers retract and
extend automatically dependent of the yoke deflection.
The ATR offers a roll trim which resets the neutral position of the aileron. It is electrically controlled from a twin
control switch through an electrical actuator. Maximum trim settings are 6.7 up and 6.7 down.
10.2 Controls
10.2.1 Spoiler Position Indicator
The spoiler position indicator is located on the overhead panel in the upper-left corner.
When illuminated each blue light indicates that the associated spoiler is not in the retracted position.
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10.2.2 Roll Trim Position Indicator
The roll trim indicator is located on the right hand side of the engines.
It indicates the left aileron trim controlled tab travel.
10.2.3 Roll Trim Control Switch
The roll trim control switch can be found on the pedestal.
It is used to control the roll trim.
Press right mouse button to command right wing down.
Press left mouse button to command left wing down.
10.3 Pitch Control
Pitch is controlled by two elevators. These elevators are driven mechanically by the control columns thus by flight
simulators pitch commands.
Furthermore two pitch trim systems are offered:
The normal trim which is controlled by rocker switches in the real airplane is controlled by flight simulators trim
commands in this ATR
The standby trim system which is controlled by a trim switch located on the pedestal.
In the real aircraft a stall warning, a stick shaker and stick pusher system is included this is not possible within
flight simulators limitations. Thus only the stall warning is functional but stick shaker and stick pusher controls are
implemented to enhance realism.
When the aircraft approaches an critical angle of attack the stall warning sounds and the stick shaker somes on,
shaking the complete control column. In case the angle of attack is still increased the stick pusher comes on
pushing the control column forward.
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Flight Controls
10.3.1 Pitch Trim Position Indicator
Indicates right pitch trim actuator tab travel.
A green sector from 0 - 2.5 indicates pitch trim takeoff range. If trim is out of this range the warning horn will
sound during takeoff.
10.3.2 Pitch Trim Asym Light
Illuminates to indicate a pitch tabs desynchronization.
10.3.3 STBY Pitch Trim Control Switch
The STBY pitch trim control switch is a guarded switch. To open protection click on the hinge to the left. There is
a click area above the switch click there to trim nose up.
The click are to trim nose down is underneath the switch.
Notice that activation of standby pitch trim disengages autopilot
CAUTION: Do not use normal trim and standby trim simultaneously.
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10.3.4 Stick Pusher pushbutton
FAULT ligh (amber) Indicates a stick pusher or stick shaker failure
OFF position switches the stick shaker, stick pusher and the stall warning off.
CAUTION: No aural or visual warnings remain that indicate a stall.
10.3.5 Stick pusher light
The stick pusher light is located on the first officers main panel. To access the first officers main panel
configurate the ATR for FO main view panel using the ATR configuration manager !
The stick pusher light illuminates green to indicate the stick pusher is operating.
10.4 Yaw Control
Yaw is basically controlled using the pedals to control rudder position. A Travel Limitation Unit, TLU, is fitted on
the aircraft to limit deflection according to airspeed. The bigger the airspeed the bigger the loads on the rudder
become. To prevent damage to the rudder when full left or right rudder is selected the maximum deflection angle
of the rudder is reduced when reaching 185 kts during acceleration. During deceleration full rudder movement is
regained when reaching 180 kts.
Normally the TLU operates automatically and gets the information about airspeed from the Air Data Computers
ADC 1 and 2. In case of ADC failure the pilot can select LO SPD or HIGH Speed manually.
Yaw Trim is performed by offsetting the spring tab zero position. Yaw trim is controlled from a twin rudder rotary
selector through a trim actuator. A Releasable Centering Unit, RCU, prevents pedal movement during trim
operation. So the pedals remain in neutral position when rudder trim is used. The trim setting is indicated on the
trim indicator. Maximum values are +/- 3 dots.
To prevent excessive movement of the rudder due to gusts a yaw damper is installed. In flight the yaw damper
regulates rudder travel speed.
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Flight Controls
10.4.1 TLU Controls
The TLU control panel is located on the overhead panel in the upper left corner.
AUTO Automatic mode HI SPD is automatically selected when reaching 185 kts during acceleration
LO SPD is automatically selected when reaching 180 kts during deceleration
HI SPD High Speed mode is selected manually
LO SPD Low Speed mode is selected manually
FAULT Illuminates amber when a system failure is detected:
system disagree
both ADCs failed
ADC data corrupt
TLU position synchro failure
10.4.2 LO SPD Light (Associated to TLU)
This light is located on the right hand side of the engine instruments.
LO SPD light illuminates green when rudder travel is not limited
10.4.3 Yaw Trim Position Indicator
Indicates units of trim motor displacement
10.4.4 Yaw Trim Control switch
Controls the yaw trim actuator.
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Flight Controls
Left mouse button trims Nose left
Right mouse button trims Nose right.
10.5 Flaps
Each wing is equipped with two mechanically linked flaps (inboard and outboard flap). The flaps are controlled by
the flap control lever which sends an electrical signal to the flap valve which hydraulically acuates the four flap
actuators. The flap lever can be positioned to 0, 15 and 30.
In case the flap angle differs by more than 6.7 the flap asymmetry warning is activated and the electrical supply
to the flap control system is isolated.
So flaps stay in their present position and the flap lever has no more effect on the system. Maintenance action is
required to reset flap system.
10.5.1 Flaps Control Lever
Controls the flap operation. Distinct positions correspond to flaps 0, 15 and 30. To change flap setting use
flight simulator commands for flap extension and retraction or the mouse buttons:
Left mouse button extends flaps
Right mouse button retracts flaps.
10.5.2 Flaps Position Indicator
The flaps position indicator is located on the right hand side of the engine instruments. It indicates the actual
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Flight Controls
flaps position.
A blue EXT flap indicates that the flap valve is hydraulically commanding flap extension.
10.5.3 Flaps Asymmetry Light
Illuminates amber when flaps asymmetry exceeds 6.7
10.6 Gust Lock
Due to flight simulators limitations the gust lock implementedin the Flight One ATR reduces to the function of
limiting power lever travel to provide protection against too high power settings when in Hotel mode.
In the real airplane it provides locking devices for the elevators and ailerons to protect the flight controls on
ground.
The gust lock is activated by clicking the click area as shown in the Powerplant chapter.
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Landing Gear and Brakes
11 - Landing Gear and Brakes
The ATR's landing gear is comprised of
one forward retracting nose gear
two retractable main gears
Both are hydraulically actuated and all are equipped with shock absorbers. For ground operation a nose wheel
steering is provided. In case of hydraulical or electrical failure the gear can be extended by gravity.
11.1 Landing Gear
The landing gear is controlled by the landing gear lever and the gear indication system. The landing gear lever
can be found right hand side of the engine instruments while there are two landing gear position indicators.
These landing gear position indicators are supplied from two different sensor units. The primary system,
managed by MFC module 1A supplies the indiator above the gear lever and the secondary system is managed
by MFC module 2A and indicates the gear position on the overhead panel.
Remember:
During reatraction the gear is automatically braked
As soon as the gear is locked in the selected position, hydraulic pressure is released from the connecting line
The gear doors are mechanically linked to the gear and are retracted opened and closed automatically
In case normal gear extension fails there is a gear emergency extension. The gear extends and locks due to
gravity and aerodynamic forces. Check your flight simulator which for the assigned key for manual gear
extension.
The nose wheel steering mechanism is mechanically controlled from the cockpit and powered by the blue
hydraulic system. Nose steering angle is +/- 60 and maximum possible nose wheel deflection (during towing !) is
+/- 91. An internal mechanism returns the wheel to centered position when the aircraft is of ground. Steering
control will be as long maintained as one gear remains on the ground.
Use differential braking/differential thrust in case steering mechanism is deactivated.
11.1.1 Landing Gear Control Panel
1. Landing Gear Control Lever
Click with either mouse button toggles gear lever:
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Landing Gear and Brakes
UP Gear retraction is selected
DOWN Gear extension is selected
A red light in the gear lever indicates and the CCAS is activated whenever any gear is not sensed down and
locked by the detection system.
2. Landing gear position indicator
Displays gear position as seen by MFC 1. illuminates green when respective down and locked is sensed.
UNLK illuminates red when respective gear is not locked in the lever selected position or, if on ground, the
uplock box is not in the open position.
11.1.2 Landing gear position indicattor overhead panel
Displays gear position as seen by MFC 2. illuminates green when respective down and locked is sensed.
UNLK illuminates red when respective gear is not locked in the lever selected position or, if on ground, the uplock
box is not in the open position.
11.2 Brakes
The four main gear wheels are equipped with multidisc carbon brakes, each operated by one set of five
hydraulically powered pistons. There is a normal brake and a parking brake. The normal brake is supplied with
hydraulic power from the green system while the parking brake is supplied by the blue hydraulic system.
To prevent locked wheels during braking am anti-skid-system is provided which is activated when the gear is
extended and aircraft speed exceeds 10 kts. Each wheel and each pair of external or internal wheels are
monitored. The aim of the anti-skid system is to minimize maximum stopping distance while minimizing wheel
slip and brake and rire wear as well.
The locked wheel protection system is realized by comparing left hand and right hand wheel speeds. The right
hand and left hand outboard wheels speeds are compared as well as the inboard wheel speeds. For velocities
above 23 kts and a speed differential of more than 50% or greater between the two speed signals will result in
generation of a locked wheel signal and thus in brake release.
When the aircraft touches down braking action is inhibited as long as wheel spin up is below 35 kts or for 5
seconds so th wheel speed can built up especially on low friction pavements or with light vertical wheel load.
11.2.1 Emergency/Parking Brake Handle
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Landing Gear and Brakes
Controls emergency and parking braking mode through the emergency and parking metering valve. Springloaded
to the OFF position.
EMER not simulated
PARKING Full pressure is applied to the brakes
Caution: Anti Skid is deactivated for Emergency Braking action
11.2.2 Brake Temperature Indicator
The light illuminates amber and the CCAS is activated when at least one of the brakes temperature
exceeds 150C.
11.2.3 Brake Pressure Indicator
Displays the pressure of the accumulator supplied by the blue system. Normal value is 3,000 PSI.
Check Hydraulic Chapter for more information on hydraulic system.
11.2.4 Anti-Skid Control Panel
Remember that simulation of anti-skid is not possible in flight simulator. The panel is included to enhance
realism.
1. Anti Skid Pushbutton
Controls activation/deactivation of anti-skid-system.
2. Anti-Skid channel fault lights
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Landing Gear and Brakes
Illuminate amber and CCAS is activated in case a failure is detected in the associated channel. Anti-Skid is
lost for any faulty channel
3. Test pushbutton
Initiates test sequence. FAULT lights for all anti-skid channels illuminate as long as pushbutton is pressed.
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Ice and Rain Protection
12 - Ice and Rain Protection
To fly the ATR in most weather conditions ice- and rain-protections must be provided. Three kinds of systems are
installed in the ATR
Pneumatic ice protection
Using hot air tapped of the engines by the left and right de-ice valves regardless of bleed valve position. The
pneumatic system supplies the following ice-protection systems:
outer, center and inner wing leading edges
horizontal tailplane leading edges
engine air intakes and gas paths
Electrical heating
Electrical power from the AC wild frequency system is provided to the heaters. Electrical heating is provided
for the following systems
propeller blades
windshields
probes
flight control horns
Windshield wipers
Furthermore an anti-icing advisroy system is installed to warn the crew in case build-up of ice is sensed.
The following sections will be discussed throughout this chapter
Anti-Ice Advisory System
Engine and Wing protection
Propeller Anti-icing
window HeatersProbe heat
Rain protection
12.1 Anti-Ice Advisory System (AAS)
The Anti-Ice Advisroy System, AAS, is comprised of an ice detector, an icing evidence probe and three lights in
the cockpit: icing (amber), icing AOA (green) both located on the center panel and de-Icing (blue) located on the
memo panel.
The ice detector is located under the left wing and alerts the crew as soon as ice accretion is sensed. As soon as
ice accretion is sensed the amber icing light illuminates on the center panel.
The Anti-Ice Advisory System performs self-test contiunuously and a FAULT light illuminates and a single chime
sounds in case a failure is detected.
The following graphic shows the ice-detection cycle:
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Remember that only ice accretion is indicated !
When the ICING light extinguishes ice accretion has stopped but the aircraft is not yet free of ice.
12.1.1 Controls
12.1.1.1 Ice Detector Panel
1. Ice Det Indication Light
In case icing accretion is detected ICING light illuminates amber.
Provided both orns anti icing and airframe de icing are selected ON it illuminates steady.
In case horns anti icing and/or airframe de icing are not selected ON the light flashes.
Whenever a failure is detected the FAULT light illuminates amber.
2. Ice Det Push to test pushbutton
Checks the right operation of the ice detector.
Press and hold for 3 seconds:
- amber ICING light flashes on central panel (with associated warning)
- ICE DET FAULT illuminates (with associated warning) if a faulty ice detector is sensed
3. Icing AOA pushbutton
- Icing AOA light illuminates green as soon as one horns anti icing pushbutton is selected ON. Thus the crew
is alerted that stall threshold is lower in icing conditions
- Icing AOA light can only be extinguished manually by depressing it, provided both horns anti icing are
selected OFF.
Stall threshold values recovers the values defined for flight in normal conditions.
Icing evidence probe
The icing evidence probe is located on captains side and visible through the side window. It indicates ice
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accretion as it is not heated. The following graphics show the icing evidence probe not iced during the day, iced
during the day and heavily iced in the night.
12.1.1.2 De Icing Indicator
Illuminates Blue on memo panel when airframe deicing system is selected ON
Flashes Blue on memo panel when airframe deicing system is still selected ON five minutes after last ice
accretion detection
12.2 Engine and Wing protection
The basic principle of the engines and wings ice protection system is to inflate boots in order to remove ice.
Delivery pressure is controlled by the de ice valves to 1.4 bar (20.3 PSI). Seven distribution valves control air
supply to the boots:
1. left engine air intake and seperation chamber
2. right engine air intake and seperation chamber
3. left outer wing leading edge
4. left center wing leading edges and left internal wing leading edge
5. right outer wing leading edge
6. right center wing leading edges and left internal wing leading edge
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7. horizontal tailplane leading edge
The distribution valves are controlled by the MFC and have one input and two outputs A and B.
Two types of boots are used:
chordwise boots A and B alternating for the leading edges and the gas paths
annular boots for the engine intakes
For the annular boots anti-ice MUST be activated before ice accretion takes place - don't wait for ice accretion
The boots are inflated according defined sequences. The sequence for normal mode is shown below. Two
beginnings of the following sequence may be selected:
Slow mode: next sequence starts at 180 seconds (SAT < -20C)
Fast mode: next sequence starts at 60 seconds (SAT > -20C)
In OVRD mode the timer is completely seperated from the MFC and fast mode is available only. The following
graphic shows the sequence for OVRD mode.
12.2.1 Controls
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12.2.1.1 Engine/Wing De-Icing Panel
1. Airframe Bleed pushbutton
Controls both de ice and isolation valves
Pushbutton pressed in Normal operation both DE ICE and ISOLATION valves are open
OFF (Pushbutton released) Deactivates airframe de-icing as both DE ICE and ISOLATION valves are
closed. Engine anti-ice may still be used.
FAULT In the following cases the light illuminates amber and the CCAS is activated:
Air pressure downstream of de-ice valves drops below 14 PSI for
more than 10 seconds
Inflation sequence of airframe boots A or B is not correct
Air temperature upstream of the de-ice valves exceeds 230C
Release pushbutton to inhibit alert
2. Airframe pushbutton
Controls the output A and B of both wing and stabilizers distribution valves.
Pushbutton released Normal Operation associated boots stay deflated
ON (pushbutton pressed in) MFC is initiated to start de-icing sequence depending on MODE SEL
pushbutton. The ON light illuminates blue
FAULT This light illuminates amber and the CCAS is activated when:
no downstream pressure is detected with associated distribution
valve output selected open
A downstream pressure is detected with associated distribution
valve output selected closed
3. Engines pushbuttons
Controls de-ice valves and outputs A and B of respective engine distribution valves
ON (pushbutton pressed in) DE-Ice valve is controlled open and a signal is sent to the MFC to initiate a
sequence. The ON light illuminates blue.
Pushbutton released Associated boots stay deflated. In case of airframe airbleed FAULT and ENG FAULT
de-ice valves are controlled in closed position.
FAULT The FAULT light illuminates amber and the CCAS is activated in case:
no downstream pressure is detected with associated distribution
valve output selected open
A downstream pressure is detected with associated distribution
valve output selected closed
AIRFRAME AIRBLEED pushbutton is selected OFF and air
temperature upstream of the de-ice valve exceeds 230C
Inflation sequence of engine boots A or B is not correct
4. De Icing mode sel pushbutton
Controls the selection of wings/engines boots inflation sequences when MAN mode is selected on MODE SEL
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AUTO pushbutton see item 5
FAST (pushbutton released) timing cycle 60 seconds
SLOW (pushbutton pressed in) timing cycle 180 seconds SLOW light illuminates blue
5. De-Icing Override pushbutton (guarded)
Controls emergency de-icing operation.
NORM (pushbutton released) Normal operation
OVRD (pushbutton pressed in) The OVRD light illuminates white and emergency de-icing is activated
and thus the OVRD sequence is started (timing cycle 60s). This
position is used when the associated FAULT light illuminates.
FAULT The light illuminates amber when both MFC modules associated to air
intake boots control fail resulting in an incorrect inflation sequencing
6. Mode sel AUTO pushbutton
Pushbutton released Normal operation (operating in automatic mode). The DE-ICING MODE Sel pushbutton
(see item 4) is inoperative. De-ice sequence is selected automatically.
FAULT Illuminates amber and the CCAS is activated when MFC and/or ADC
fails. FAST mode is selected automatically.
MAN (pushbutton pressed in) DE-ICING MODE Sel pushbutton is operative and allows selection of
proper de-icing sequence depending on SAT. MAN illuminates white.
12.2.1.2 Horns Anti Icing Panel
Horns Anti Icing pushbuttons
Controls the activation/deactivation of the following units:
RUD and L ELEV: Rudder and left elevator horns anti-icing
AIL and R ELEV: Ailerons and right elevator horns anti-icing
Horns heating is inhibited on ground !
ON (pushbutton pressed in) Associated anti icing units are activated. The ON light illuminates blue
Note: Selecting at least one horn of the horns ON, reduces stall alert
threshold
OFF (pushbutton released) Associated anti icing units are deactivated.
FAULT The light illuminates amber and the CCAS is activated to indicate that
electrical power is lost on the associated system
12.3 Propeller Anti-icing
Propeller anti icing is performed by electrical powered heaters installed in the propeller blades.
The resistors used for heating are installed near the blade surface of the inboard section of the blade leading
edges. The heating elements of three blades are electrically connected (every other blade) and they are supplied
with 115 V electrical power from the AC wild frequency system.
Two operating modes are available and automatically selected depending on the temperature.
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The following graphics show the time sequences of both modes:
Low power cycle normal operation
High Power Cycle MODE SEL ON
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12.3.1 Controls
12.3.1.1 Propeller Anti icing panel
1. Prop pushbutton
Controls the propeller heating elements of left and right propeller.
ON (pushbutton pressed in) The heating units are activated the ON light illuminates blue
pushbutton released The heating elements are not activated
FAULT The FAULT light illuminates amber to indicate that at least one blade is
not heated / electrically supplied.
2. Anti-Ice Mode Sel pushbutton
Controls the of propeller heat cycles. Only active when MAN is selected on MODE SEL AUTO pushbutton
(see item 3)
pushbutton released Low Power cycle selected
ON (pushbutton pressed in) High Power cycle selected. The ON light illuminates blue
Note: Select Low Power when temperature is between 0C and -10
(32F and 14F)
Select High Power when temperature is between -10C and -30C (14
F and -22F)
Below -30C (-22F) icing problems should not be existant
3. Mode Sel Auto pushbutton (same pushbutton as Engine and Wing protection)
pushbutton released Normal operation (automatic operating mode), Anti-Icing Mode Sel
pushbutton is inactive.
FAULT Illuminates amber and the CCAS is activated when MFC and/or ADC
fails. High Power Cycle is selected automatically.
MAN (pushbutton pressed in) DE-ICING MODE Sel pushbutton is operative and allows selection of
proper de-icing sequence depending on SAT. MAN illuminates white.
12.4 Window Heaters
The cockpit windows are electrically heated to prevent icing and fogging of the windows.
The front windows are protected by a thin heated film which is supplied with 200V electrical power from the AC
wild frequency system.. A temperature controller keeps the outer windshield temperature above 2C (35.6 F) to
prevent icing while the inner temperature is kept above 21C (70F) to prevent fogging.
The side windows are protected by an electrically heated system which comprises smal wires embeedded
between two lies of glass. It is supplied with 28 volts DC and keeps the inner temperature over 21C (70F) to
prevent fogging.
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Ice and Rain Protection
12.4.1 Controls
1. Windshield HTG L or R pushbutton
Controls activation of L and R window heat systems
Pushbutton pressed in power is supplied to the window heat system
OFF (pushbutton released) Window heat system is deactivated, no electrical power supply. The OFF light
illuminates white
FAULT In case electrical power is lost the FAULT light illuminates amber and the CCAS is activated.
2. Side Windows pushbutton
Controls activation of Side windows heat system
ON (pushbutton pressed in) Side Window Heat System is activated the blue ON light illuminates
Pushbutton released Side Window Heat System is deactivated
FAULT In case electrical power is lost the FAULT light illuminates amber and the CCAS
12.5 Probe heat
To prevent icing on air data sensors, electrical heating is provided for:
pitot tubes
left and right static ports
Alpha (angle of attack) probes
TAT probes
All probes except TAT are heated on ground and in flight. The TAT is heated in flight only ground heating is
prohibited.
12.5.1 Controls
1. Pitot Lights
Illuminates amber and the CCAS is activated if any pitot tube is not heated on ground or in flight
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2. Alpha, TAT lights
Illuminates amber and the CCAS is activated if probe is not heated
3. Stat lights
Illuminates amber and the CCAS is activated when the respective probe is not heated. Static ports are
monitored by CCAS in flight
4. Capt, Stby and F/O pushbuttons
Control the activation of their respective probes
ON (pushbutton pressed in) Probe heating is activated
OFF (pushbutton released) Probe heating is deactivated. OFF light illuminates white and respective probe
FAULT light illuminates amber
12.6 Rain protection
For rain protection two windshield wipers are installed. One is installed on the captains windshield and the other
on the first officers windshield. The wipers are operated by an electrical motor and controlled by two windshield
wiper selectors on the overhead panel. The maximum speed to operate the wipers is 160 kts.
Wiper rotary selector
Controls the windshield wiper on the associated side. Press right mouse button to turn clockwise, left mouse
button to turn counter-clockwise. 3 positions are available:
OFF windshield wiper is off
SLOW wiper operates at 80 cycles/min
FAST wiper operates at 130 cycles/min
Due to limitations within flight simulator the wipers are only visible in the visual cockpit and external views but not
from the 2D panel.
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Flight Instruments
13 - Flight Instruments
This chapter covers all instruments needed to basically fly the ATR.
It is devided into 5 sections:
Air Data System
Covers airspeed indiators, altimeters and vertical speed indicator
Attitude and Heading Reference System (AHRS)
Covers Standby Horizon, standby compass, Radio Magnetic Indicator (RMI)
Eletronic Flight Instrument System (EFIS)
Covers EADI, EHSI and EFIS control panel
Clocks
Flight Recorders
Covers Flight Data recorder and Voice recorder
13.1 Air Data System
Three air data systems provide flight environment data:
Two main systems
One standby systems
Two independent Air Data Computers, ADC 1 and ADC 2 comprise the main systems. Several probes and ports
provide
static air pressure
total air pressure
total air temperature
to both units so the ADCs are able to compute the following parameters:
pressure altitude
vertical speed
indicated air speed (IAS)
true air speed (TAS)
total air temperature (TAT)
static air temperature (SAT)
Just a quick explanation on total and static values. Take pressure as an example; total pressure may be devided
into static pressure and dynamic pressure. Static pressure is the ambient pressure, so to speak the pressure one
can measure when one is not moving while dynamic pressure is the pressure due to movement. Total pressure
is simply the sum of static and dynamic pressure.
ADC 1 supplies the computed data to the captains flight instruments (altimeter, airspeed indicator, vertical speed
indicator) and several other systems. ADC 2 supplies the first officers flight instruments some more systems.
The standby system consists of two static ports and one pitot probe. The standby airspeed indicator and standby
altimeter are directly supplied by raw data.
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13.1.1 Controls
13.1.1.1 Airspeed Indicator
1. Airspeed Pointer
Indicated airspeed, IAS, is indicated by pointer on scale from 60 to 400 kts.
From 70 to 210 kts 2 kts increment
from 210 to 250 kts 5 kts increment
from 250 to 400 kts 10 kts increment
2. VMO pointer
The red and white striped pointer indicates maximum airspeed, calculated by the associated ADC. An aural
warning (clacker) will sound (initiated by the CCAS) if this value is exceeded.
3. Movable Indices (BUGS)
Four colored bugs may be set manually to desired speeds. There are four clickareas for each bug which is
indicated by a number. Left mouse button click decreases value while right mouse button click increases
value. Green bug: 7, Red bug: 8, white bug: 9, yellow bug: 10
4. Speed selector
Sets speed bug (see item 5). Left mouse button click decreases selected speed and right mouse button cick
increases selected speed
5. Speed bug
Indicates the selected speed
6. OFF/Red Flag
not simulated
13.1.1.2 Standby airspeed indicator
Indicates airspeed calculated from standby static and standby pitot pressures. Scale is graduated from 40 to 330
kts. From 40 to 200 kts the scale is graduated in 5 kts increments and from 200 to 330 kts in 10 kts increments.
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Flight Instruments
13.1.1.3 Altimeters
1. MB and In. Hg counters
Display barometric pressure. Display range: 948 1049 mbar and 28 30.99 in. Hg
2. BARO knob
Selects barometric pressure. Left mouse button click decreases value and right mouse button click increases
value.
3. Altitude pointer
Indicates altitude one revolution represents 1,000 ft altitude change
4. Altitude counter
Displays altitude, indicating thousands, hundreds and twenties feet increments.
When altitude is below 10,000 feet the most left drum shows a black and white flag.
When altitude is below 0 feet the most left drum shows a NEG black flag
In case of ADC failure, indicator failure or power failure a red OFF flag is indicated
5. Altitude alert light
Illuminates amber when altitude alert is triggered
13.1.1.4 Standby Altimeter
1. MB counter
Display barometric pressure. Display range: 948 1049 mbar
2. Baroset knob
Selects barometric pressure. Left mouse button click decreases value and right mouse button click increases
value.
3. Altitude pointer
Indicates altitude one revolution represents 1,000 ft altitude change
4. Altitude counter
Displays altitude, indicating ten thousands, thousands and hundreds feet increments.
When altitude is below 10,000 feet the most left drum shows a black and white flag.
When altitude is below 0 feet the most left drum shows an orange and white flag
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13.1.1.5 TCAS Vertical Speed Indicator
The Vertical Speed Indicator displays the vertical speed of the airplane. Integrated into the ATRs vertical speed
indicator is a TCAS system. TCAS means Traffic Collision Avoidance System.
The TCAS display unit is included into the vertical speed indicator gauge by the little plane symbol and its
surrounding. Other traffic is diplyad by colored symbols depending on its relative position, speed and heading. In
case a collision might occur at first an traffic advisory (TA) is given the display symbol of the incoming aircraft
changes to an amber colored filled circle. In case a collision becomes likely a resoultion advisory is given by the
TCAS system and the displayed symbol changes to an red colored filled square. Furthermore colored arcs are
displayed in the vertical speed indicator to indicate a flight path which avoids a collision. An red arc means
prohibited vertical speeds, a green arc displays the vertical speeds to choose in order to avoid a collision.
See the TCAS section in the communication chapter for more information on TCAS system.
1. Vertical speed pointer
Indicates rate of climb/descent from 0 to +/- 6,000 ft/min.
2. Vertical speed recommended arc (green)
Green arc indicates vertical speed range to fly in activated by TCAS
3. Vertical speed prohibited (red)
Red arc indicates vertical speeds not to enter or to fly out of
4. Fixed aircraft mockup
Indicates own aircraft surrounded by circle which equates 2 nm distance
5. Display range selection
Displays actual selected TCAS range.
Select 6 nm for takeoff, low altitude climb, approaches and landings
Select 12 nm range for high altitude cruise.
6. Test
Initiates test sequence
7. Light sensor
8. Extended altitude surveillance status
Selects altitude range scanned by the TCAS system
ABV viewing traffic from 2,700 ft below to 9,900 ft above
BLW viewing traffic from 2,700 ft above to 9,900 ft below
normal position: viewing traffic from 2,700 ft below to 2,700 ft above
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9. Intruder Symbol
filled square (red) TCAS Resolution Advisory
filled circle (amber) TCAS Traffic Advisory
filled diamond (cyan) proximity traffic
blank diamond (cyan) other traffic
10.Intruder relative altitude
displays relative altitue of traffic. Altitude is displayed in x 100 feet by two digits and a + indicating position
above own altitude or a indicating a position below own altitude
11.Relative vertical speed indicator
indicates climbing traffic
indicates descending traffic
12.Vertical speed flag
Appears when indicator is not able to display vertical speed of surrounding traffic. When V/S flag appears,
relative vertical speed indicator disappears
13.Resolution Advisory Flag
Appears only if the indicator is not able to display RA's or vertical speed
14.Traffic function flag
TD FAIL indicator is not able to display intruders
TCAS OFF TCAS is in STBY mode
TCAS FAIL TCAS is failed
TEST shows up during test
15.TA only indication
Indicator is in TA ONLY mode and won't give any Resolution Advisorys
13.1.1.6 TAT-SAT/TAS Indicator
1. TAS indicator
Indicates True Air Speed as three digits. Displays --- when selected ADC signal is not valid
2. TAT indicator
Indicates total air temperature in C as three digits. A indicates temperatures below 0C. When selected
ADC signal is not valid --- is displayed
3. SAT pushbutton
Displays SAT when pressed. SAT is then displayed in C in the TAT window
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13.1.1.7 ADC switch
Selects ADC to feed both EEC, TAT/SAT/TAS Indicator. FAULT light illuminates when ADC selection does not
match switch position.
13.2 Attitude and Heading Reference System (AHRS)
The attitude and heading reference system computes the aircrafts heading and attitude so that flight instruments
can be supplied with heading and attitude data. Vertical accuracy remains within +/- 1.4 and heading accuracy
within +/- 2. Two AHRS modules compute attitude and heading data and supply the following systems:
Symbol Generator Unit, SGU 1 (see EFIS section) with attitude and heading supplied by AHRS 1
First officers RMI (heading) supplied by AHRS 1
FDAU with attitude and heading supplied by AHRS 1
Radar (attitude) supplied by AHRS 1
Symbol Generator Unit, SGU 2 (see EFIS section) with attitude and heading supplied by AHRS 2
Captains RMI supplied by AHRS 2
13.2.1 Controls and Indicators
13.2.1.1 Radio Magnetic Indicator (RMI)
1. Compass Card
Displays heading. Graduated in 5 degree increments
2. Bearing pointers
Indicate the bearing to the station selected.
3. VOR/ADF selectors
Click to select whether the ADF or the respective VOR station is displayed. Possible selections:
ADF 1 or VOR 1 use either left or right mouse button to toggle selection
ADF 2 or VOR 2 use either left or right mouse button to toggle selection
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13.2.1.2 Standby Horizon
1. Attitude sphere
Marked every 5 degrees of pitch axis, to +/- 80 degrees
Roll angle is given by a sclae marked at 10, 20, 30, 60 and 90 degrees
2. Aircraft symbol
Orange, represents the aircraft position on the attitude sphere
3. Setting knob
Causes rapid erection when pulled and instrument is powered
13.2.1.3 Standby Compass
Normally the standby compass is in hidden up position. Move selector to Down, DN to bring standby into view.
The compass rose is graduated in 10 degree increments.
1. Stby compass selector
UP compass is idden from view
DN compass is in view
2. Standby compass
standby compass itself
13.3 Eletronic Flight Instrument System (EFIS)
The main idea of the EFIS system is to present a lot of information to the pilot condensed in one system. Thus
data supplied by several sources (AHRS, ASI, Navigation Equipment) is processed so that it can be displayed on
two Cathodic Ray Tubes (CRT).
Actually the Signal Generation Unit is the interface between the data sources and the pilots CRTs. The SGU is
comprised of three parts:
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Part A Data input which acquires data from attitude, heading and navigation systems.
Part B Avionics Standard Communication Bus, ASCB. This part is the interface with the ASCB which
enables the SGU to exchange data with the other piots systems.
Part C Symbol Generation. The part that generates the visual information presented to the pilots by the
two CRTs.
Two instruments are displayed by the CRTs. The upper one displays the Electronic Attitude Director Indicator,
EADI and the lower one the Electronic Horizontal Situation Indicator, EHSI.
To control both CRTs an EFIS Control Panel, ECP is provided. For course, heading and altitude selection two
panels are installed: One CRS/HDG panel on the captains side which allows course selection for VOR 1 and the
heading and one CRS/ALT panel on the first officer's side which allows course selection for VOR 2 and altitude
selection.
13.3.1 Controls
13.3.1.1 Electronic Attitude Director Indicator, EADI
1. Aircraft Symbol
The fixed aircraft symbol indicates the aircrafts attitude by the relationship of the aircraftsymbol to the
movable horizon.
2. Roll attitude (white)
Displays actual roll attitude through a movable index and fixed scale reference marks at 0, 10, 20, 30, 45 and
60 degrees.
3. Horizon and Pitch scale
As mentioned for item 1the aircrafts attitude is displayed by the relationship of the aircraft symbol and the
movable horizon. The blue zone indicates the sky zone (nose up pitch) and the brown zone indicates earth
zone (nose down pitch). Furthermore a white pitch scale is integrated in the movable horizon with reference
marks at 5, 10, 15, 20, 30, 40 and 60 degrees nose up and 5, 10, 15, 20, 30, 45 and 60 degrees nose down.
Red arrows come into view for pitch angles above 40 nose up and below 30 nose down.
4. Slip indicator
Indicates if the flight is coordinated or not. Keep the ball centered for coordinated flight.
5. Fast / Slow Indicator
A moving white index indicates the difference between the selected airspeed (Airspeed Indicator speed bug)
and the aircrafts speed. Speed deviation is indicated from +15 kts to -15 kts. The lower end indicates slow
speeds and the upper end indicates speeds to fast.
At +/- 15 kts the white index is half visible.
At F or S deviation is +/- 11 kts
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At deviation is +/- 5.5 kts
When the white index is right in the middle deviation is 0 kts.
6. Radio Altitude, RA Indication
Displays radio altitude. Altitude is displayed in blue letters, RA in white letters. Range is 20 2,500 feet, above
2,500 feet radio altitude information is not displayed.
In case information is not valid, amber dashes are displayed
7. Autopilot, Flight Director lateral modes annunciator
Displays active and armed lateral autopilot modes. Armed modes are displayed in white letters, active modes
are displayed in green letters. Available modes: VOR, LOC, HDG, LNAV see Automatic Flight Control
System section
8. Autopilot, Flight Director vertical modes annunciator
Displays active and armed vertical autopilot modes. Armed modes are displayed in white letters, active modes
are displayed in green letters. Available modes: ALT, GS see Automatic Flight Control System section
9. CPL status indicator
Indicates which panel, captains or first officer's is selected see Automatic Flight Control System section
10.Autopilot Message indicator
AP ENG Illuminates green when autopilot is engaged
10.Flight Director Command Bars
Display computed commands to cpature and maintain a desired flight path. Align the aircraft symbol with the
command bars to fly desired path see Automated Flight Control System section
11.Glideslope and Localizer Indication
Indicates deviation from ILS glideslope and localizer. An ILS station must be tuned to NAV 1 to display
deviation indicators. In case either bar can not be displayed a red cross is displayed over the deviation
indicator.
12.Decision Height, DH, Indicator and annunciator
Displays selected decision height in blue and DH letters in white. In case selected DH is zero, no decision
height information is displayed. The decision height selector is located on the EFIS Control Panel, ECP and
maximum selectable decision height is 990 ft.
When the aircraft approaches selected decision height + 100 ft (radio altitude) a white box appears. When the
aircraft descends through decision height the amber DH symbol illuminates inside the white box.
13.Runway symbol
The runway symbol appears when radio altitude is lower than 200 ft.
14.Marker beacon indication
The white box appears as soon as a LOC frequency is selected on NAV 1.
A blue O illuminates when passing Outer Marker
An amber M illuminates when passing Middle Marker
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An white I illuminates when passing Inner Marker
When a VOR frequency is selected the white box is not displayed but the white box and indication appear
simultaneously when a marker beacon is overflown.
13.3.1.2 Electronic Horizontal Situation Indicator, EHSI
The Electronic Horizontal Situation Indicator offers two operating modes:
ROSE display and
ARC displayed
Both displays are similar so the main features are discussed for the ROSE display and then the ARC mode and
its differences are introduced.
Use the ECP to toggle display modes (see ECP section)
1. Lubber Line
The lubber line is used to read the aircrafts heading on the white heading dial
2. Heading Bug
Is positioned by the HDG knob and displays selected heading.
3. Aircraft Symbol
Displays aircrafts position
4. Course Pointer
Indicates selected course for NAV 1
5. Selected Heading Indicator
Digitally displays selected heading
6. Ground Speed / Time to go, TTG indicator
Indicates aircraft's ground speed or time to NAV 1 station. Tuned NAV station must provide DME (Distance
measuring equipment) signal so that ground speed or time to go can be computed and displayed
7. NAV 1 selected course indicator
Indicates selected course for NAV 1
1. Course deviation indicator
Indicates course deviation by dots relative to aircrafts position (reference is aircraft symbol). In case no signal
is received a red cross is displayed
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2. Glideslope deviation indicator
Displays glideslope deviation by scale and moving green index. Index and scale are visible only when ILS
station is tuned to NAV 1. In case no signal is received a red cross is displayed
A. Nav source annunciator
Identifies the NAV 1 source
B. Blue Pointer (0)
Indicates the bearing to a station (VOR or ADF) selected by No. 1 system see ECP section
C. Green Pointer ()
Indicates the bearing to a station (VOR or ADF) selected by No. 2 system see ECP section
D. Distance counter
Displays distance to tuned NAV 1 station. Requires a DME signal from NAV 1 station.
ARC Mode
1. Digital Heading Display
Digitally displays current heading
2. Quadrantal Heading Scale
Heading is displayed on an arc showing 45 either side of the actual heading
3. Weather radar annunciator
Indicates half of the selected display range (select on ECP) and indicates if weather radar is in a mode other
than OFF by indicating the display range in white letters. Weather radar function is not available within flight
simulators limitations.
4. Heading arrow
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In case a heading is selected that is out of the heading scale the arrow shows the shortest direction to turn to
archieve the selected heading
Composite Mode
The composite mode is used in case one of the CRT fails the most important information from the EADI and
EHSI are presented together on the remaining CRT then.
You may also activate the composite mode by switching off either CRT using the brightness selector on the EFIS
control panel.
1. Heading Scale
Indicates heading linearly at the bottom of the attitude indicator
2. Heading digital display
Displays current heading
3. Selected heading bug
Indicates selected heading in case a heading out of the scale is selected a small arrow is indicated
4. Selected course pointer
Is represented by a small arrow
5. TO/FROM indicator
Is written in letters next to the selected course
6. Heading indicator
Displays selected heading digitally
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13.3.1.3 EFIS Control Panel, ECP
1. FULL / ARC mode EHSI toggle switch
Toggles Rose and Arc display modes of EHSI. Default mode after startup is Full, Rose mode
2. Ground speed / Time to target toggle switch
Toggles whether ground speed or time to target is displayed on EHSI. Default mode after startup is Ground
speed
3. EADI brightness selector and Decision Height DH selector
Outer knob is used to select EADI on/off and adjust EADI brightness.
Press left mouse button to decrease brightness and switch EADI off
Press right mouse button to increase brightness and switch EADI on
Inner knob is used to select Decision height between 0 and 990 ft.
Press left mouse button to decrease decision height
Press right mouse button to increase decision height
4. EHSI brightness selector
This selector is used to select EHSII on/off and to adjust EHSI brightness.
Press left mouse button to decrease brightness and switch EHSI off
Press right mouse button to increase brightness and switch EHSI on
5. Blue Pointer (0) selector
Selects navigation source for blue pointer.
VOR 1 displays bearing for VOR 1, ADF 1 displays bearing for ADF 1, RNV 1 displays bearing to station
tuned by Flight Management System, FMS (see Automatic Flight Control System section). OFF position
switches pointer off.
Left mouse button turns selector counter-clockwise
Right mouse button turns selector clockwise
6. Green Pointer () selector
Selects navigation source for green pointer.
VOR 2 displays bearing for VOR 2, ADF 2 displays bearing for ADF 2, RNV 2 displays bearing to station
tuned by Flight Management System, FMS (see Automatic Flight Control System section). OFF position
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switches pointer off.
Left mouse button turns selector counter-clockwise
Right mouse button turns selector clockwise
7. Range selector
Use button to increase range. Press button to decrease range. Maximum range is 160 nm and minimum
range is 10 nm.
8. Nav Source Toggle switch
Toggles navigation source - see Automatic Flight Control System section
9. MAP mode toggle switch
Toggles Route display. In case a route is programmed into the GNSS it can be displayed on the EHSI by
activating the MAP mode.
10. Items 10 to 16 are not simulated !
None of these buttons / knobs is functional !!!
13.3.1.4 CRS/HFG Panel
1. NAV 1 Course selector
Selects course for navigation station 1 selected course is displayed on EHSI by digital counter and course
pointer
Press left mouse button to decrease selected course
Press right mouse button to increase selected course
2. Heading Selector
Selects heading shown on EHSI by digital counter and blue heading bug.
Press left mouse button to decrease selected course
Press right mouse button to increase selected course
13.3.1.5 CRS/ALT Panel
1. Altitude Selector
Selects altitude. There are two clickareas one left of the knob and another on the right hand side.
Press left mouse button to increase/decrease selected altitude by 100 ft
Press right mouse button to increase/decrease selected altitude by 1,000 ft
2. NAV 2 course selector
Selects course for navigation station 2.
Press left mouse button to decrease selected course
Press right mouse button to increase selected course
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13.4 Clocks
Each pilot is provided with a clock which is able to display:
Greenwich Mean Time or local time
elapsed time
chronometer information
1. Upper window display
Displays GMT or local time depending on selection. A dot above GMT or LOC indicates whether GMT or
local time is displayed
2. Mode Selector
M flip flop position allowing to switch between GMT and LOCal time displayed
RUN normal position (two dots are illuminates between the hours and minutes in upper
window)
HLD Displayed time (GMT or LOC) is frozen the two dots extinguish
MIN sets minutes counter
H sets hours counter
3. Lower window display
Displays elapsed time in hours and minutes or chrono time (CHR) in minutes depending an the function
selected
4. Elapsed Timer, ET pushbutton
Depressed once: ET is reset to zero and time starts running (two dots between hours and minutes
illuminates in the lower window)
Depressed second time: Elapsed Timer stops (the two dots extinguish)
5. CHRonometer pushbutton
Depressed once: Chronometer starts (the two dots illuminate in the lower window)
Depressed second time Chrono stops lower window displays hours and minutes, the two dots extinuish
Depressed a third time Chrono resets to zero
6. Seconds pointer
Pointer makes one revolution per minute when CHR is activated
13.5 Flight Recorders
Each ATR is equipped with one ockpit voice recorder, CVR and one digital flight data recorder, DFDR.
As soon as the aircraft is energized the recorders are activated automatically. The recorders remain OFF as long
as external power is supplied. The recorders are switched off automatically 10 minutes after engines are cut.
The cockpit voice recorder stores the last 30 minutes of cockpit conversation.
The DFDR splits up in two subsystems:
The Flight Data Entry Panel
The flight data entry panel is used to enter data such as time, date, flight number or maintenance data.
The record unit
which actually records flight data. The last 25 hours of flight are stored.
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These systems do not actually work in flight simulator but are in included to enhance realism.
13.5.1 Controls
13.5.1.1 Flight Data Entry Panel (FDEP)
1. Data display
Displays data and time. Use Update pushbutton to cycle through data.
2. Data entry panel
Enable to insert different data: hour, minute, month, day, year and flight number.
Use knob below digit to adjust associated digit.
Left mouse button decreases value
Right mouse button increases value
3. Update pushbutton
Update pushbutton is used to cycle through data and to update data.
The first digit of the Data entry panel must be set to 9 so that data may be entered:
First sequence: hours and minutes
- Press Update pushbutton, the display flashes
- insert hour and minutes on data entry panel
- Press Update pushbutton. Entered data is corrected and is displayed for 5 seconds. The following
sequence must be initiated within these 5 seconds !
Seconds sequence: month and day
Similar to first sequence enter month and day instead
Third sequence: year
Similar to first sequence enter year instead
Note: Once data is inserted, reset the flight number on data entry panel
4. Events pushbutton
Marks tape record when momentarily depressed. Used to identify a special event.
5. Status FDAU light
Illuminates amber when FDAU is failed
6. Status SYST light
Illuminates amber when
- the DFDR is failed or
- electrical power is lost
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13.5.1.2 Cockpit Voice Recorder Panel
1. Monitor indicator
Used for test function only. Movement of pointer indicates that all channels are operative
2. TEST pushbuttonSimilar to first sequence enter month and day instead
Initiates test function pointer movement indicates all channels are operative
3. ERASE pushbutton
Depress for 2 seconds to reset recordings.
Selection is on ground possible with parking brake set.
13.5.1.3 Record Panel
1. RCDR pushbutton
Cockpit voice recorder and digital flight data recorder are energized (manual mode) when button is pressed
2. RESET pushbutton
Inhibits recording in manual mode
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14 - Navigation
14.1 VOR / ILS /Marker /DME System
The ATR is equipped with the following systems
two VOR receivers
two ILS receivers
one Marker, MKR receiver
one DME interrogator/receiver
The VOR receivers are independent but use the same VOR antenna which is fitted to the vertical stabilizer. Each
receiver is conrtolled by the respective NAV control box located on the glareshield. The ILS system is controlled
by the same panels but use two seperate antennas. One for localizer, LOC signals and the other for glideslope,
GS signals.
One control box is installed on captains side for NAV 1 and the other on first officers side for NAV 2.
The marker beacon receivers are connected to the marker antenna and are controlled by the NAV 1 and the
NAV 2 control boxes. Signals are caught by the marker antenna, processed for visual display and aural
annunciation.
The Distance Measuring Equipment, DME for NAV 1 and NAV 2 is controlled by the NAV 1 and NAV 2 control
boxes too. A Hold mode is available to lock the DME to one station and tune the NAV system to another station.
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14.1.1 Controls
14.1.1.1 Nav 1 and 2 control box
NAV 1 and 2 control box are indetical. The following graphic shows NAV 1 but NAV 2 looks the same and offers
the same functions.
1. Power, Mode switch
OFF NAV system is switched off
ON NAV system is activated
HLD DME is held on current active frequency and an other frequency may be tuned
Press left mouse button to turn knob counter-clockwise
Press right mouse button to turn knob clockwise
2. Frequency select knobs
There is an inner and an outer knob. The inner knob adjusts the digits right of the decimal and the outer knob
changes the digits left of the decimal.
Left mouse button decreases values
Right mouse button increases values
3. Frequncies display
Displays active frequency (upper frequency) and preset frequency.
4. X-frequency, XFR / Memory, MEM switch
The switch has two positions: the upper, XFR (X-frequency) position which toggles the preset frequency to
active and the current active to preset frequency. The lower switch position, MEM, cylces through stored
frequencies.
Four frequencies may be stored.
5. Store, STO button
Currently preset frequency is stored in memory. Four channels are available for storing frequencies.
After STO button is pressed the upper display shows current channel into which frequency will be stored. Use
MEM switch to cycle through channels.
Press the STO button a second time to actually store selected frequency
6. Active, ACT button
Pressing the ACT button for two seconds enables to adjust active frequency directly without having to use the
XFR function. The lower window displays dashes when in ACT mode.
Press ACT button a second time to return to normal operation.
See flight instruments chapter for description of Course 1 and Heading panel.
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14.2 ADF Systems
An ADF system is built in the ATR so that relative bearings to NDBs or broadcast stations may be indicated. The
ADF control boxes are installed on the pedestal.
14.2.1 Controls
14.2.1.1 ADF control box
1. Power, Mode switch
OFF ADF system is switched off
ANT ADF system in ANT mode
Signals are recieved but NOT displayed
ADF ADF system in ADF mode
Signals are received and displayed on RMI
TONE ADF system in TONE mode
'Radio' mode within flight simulators limitation it works similar to ADF mode
Press left mouse button to turn knob counter-clockwise
Press right mouse button to turn knob clockwise
2. Frequency select knobs
There are four clickareas around the knob. The upper left clickarea adjusts 100 kHz values (first two digits),
the upper right clickarea adjusts 10 kHz values (third digit), the lower left clickarea adjusts 1 kHz values
(fourth digit) and the lower right clickarea adjusts 100 Hz values (digit right of the decimal).
Left mouse button decreases values
Right mouse button increases values
3. Frequncies display
Displays active frequency (upper frequency) and preset frequency.
4. X-frequency, XFR / Memory, MEM switch
The switch has two positions: the upper, XFR (X-frequency) position which toggles the preset frequency to
active and the current active to preset frequency. The lower switch position, MEM, cylces through stored
frequencies.
Four frequencies may be stored.
5. Store, STO button
Currently preset frequency is stored in memory. Four channels are available for storing frequencies.
After STO button is pressed the upper display shows current channel into which frequency will be stored. Use
MEM switch to cycle through channels.
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Press the STO button a second time to actually store selected frequency
6. Active, ACT button
Pressing the ACT button for two seconds enables to adjust active frequency directly without having to use the
XFR function. The lower window displays dashes when in ACT mode.
Press ACT button a second time to return to normal operation.
14.3 Ground Proximity Warning System
Included in the ATR is an EGPWS, Enhanced Ground Proximity Warning System. This system provides visual
and aural warnings in case of flight path conditions which are dangerous as they would result in ground contact if
maintained.
There are 6 basic modes:
mode 1: excessive descent rate
mode 2: excessive terrain closure rate
mode 3: altitude loss after take-off
mode 4: unsafe terrain clearance
mode 5: below glideslope
mode 6: altitude callouts
and 2 enhanced modes:
Terrain Clearance Floor (TCF)
Terrain Awareness & Dispaly (TAD)
The enhanced modes are not yet simulated, thus they won't be explained in this manual.
14.3.1.1 Basic modes
Mode 1: excessive descent rate
See the graphic to learn when mode 1 warning is activated.
In case the outer envelope is penetrated an aural warning 'SINK RATE' is given as well as the red 'GPWS'
warning light illuminates.
If the inner envelope is penetrated the aural 'PULL UP' warning sounds and the red 'GPWS' light illuminates.
This mode is independent of the aircraft configuration.
Mode 2: excessive terrain closure rate
GPWS Mode 2 splits up into two modes dependent of the aircraft configuration:
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flaps not in landing configuration
In case the outer envelope is penetrated the 'TERRAIN TERRAIN' warning sounds and the red 'GPWS' light
illuminates.
If the envelope is still penetrated the 'PULL UP' warning sounds and the red 'GPWS' light remains illuminated.
When the warning condition no longer exists the 'TERRAIN TERRAIN' warning sounds until the aircraft
pressure altitude has increased by 300 feet of altitude or 45 seconds elapsed.
Flaps in landing configuration
Similar to above mode but envelope is different (see graphic)
Mode 3: Altitude loss after take-off
In case an altitude loss after take-off is sensed the 'DON'T SINK' warning sounds and the red 'GPWS' warning
light illuminates.
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Mode 4: unsafe terrain clearance
This mode splits up in three 'submodes' depending of the aircraft configuration:
Mode 4a: Gear Up
This mode is active during cruise and approach with gear not in landing configuration. This mode again splits
up in two different warnings depending on the aircrafts speed.
Above 190 kts with the gear up and locked the 'TOO LOW TERRAIN' warnings sounds and the red 'GPWS'
warning light illuminates when the envelope is penetrated.
Below 190 kts the 'TOO LOW GEAR' warning sounds and the red 'GPWS' warning light illuminates
Mode 4b: Flaps Up
This mode is active during cruise and approach with the flaps not in landing configuration.
Again it splits up in two different warnings depending on the aircrafts speed.
Above 159 kts the 'TOO LOW TERRAIN' warnings sounds and the red 'GPWS' warning light illuminates when
the envelope is penetrated.
Below 159 kts the 'TOO LOW FLAPS' warning sounds and the red 'GPWS' warning light illuminates.
Mode 4c: Take-Off
This mode is active during take-off with either gear and flaps not in landing configuration.
When the envelope is penetrated the 'TOO LOW TERRAIN' warning sounds and the red 'GPWS' warning
light comes on.
Mode 5: below glideslope
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Navigation
This mode is active during front course ILS approaches.
When the aircraft is more than 1.3 dots below the beam and penetrates outer envelope the 'GLIDE SLOPE'
warning sounds softly. The volume of the aural warning increases when the inner envelope is penetrated.
In both cases the red 'G/S' caution light illuminates.
These alerts may be inhibited below 2,000 ft if ILS is tuned by depressing one of the GPWS/GS switches. Above
2,000 ft or by selecting a non-ILS nav frequency the mode is rearmed automatically.
Mode 6: altitude callouts
A 'FIVE HUNDRED' feet callout is available during non-precision approaches of if the aircraft is outside the +/- 2
dots glideslope deviation.
When the aircraft passes the selected decision height (see EFIS chapter) the 'MINIMUM MINIMUM' callout
sounds.
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Navigation
14.3.2 Controls
On the right hand side of the EADI on the main panel the GPWS/GS light is located:
Press light to initiate test sequence.
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Automatic Flight Control System
15 - Automatic Flight Control System
AFCS stands for Automatic Flight Control System. The ATR's AFCS is comprised of:
One Autopilot (AP) with yaw damper (YD)
One Flight Director (FD)
An Altitude Alert
The AFCS is controlled by the pilots through a control panel and annunciator panel. The annunciator panel is
called advisory display unit, ADU and indicates currently selected modes. These modes can be selected on the
control panel. A computer processes aircrafts attitude and navigation information, the selected modes so that the
aircraft actually follows the desired flight path.
The flight director indicates the flight path to follow on the EADI according selected modes while the autopilot
directs the actuators so that selected flight path is followed automatically.
The altitude alert provides visual and aural warnings when selected altitude is approached. The amber altitude
alert light located on the altimeter illuminates when aircraft is within +/- 1,000 till +/- 250 ft of selected altitude.
Every time the zone is entered a C chord is audible.
15.1.1 Controls
15.1.1.1 AFCS Control panel
1. Autopilot AP pushbutton
Pressing Autopilot pushbutton once activates autopilot and yaw damper.
Pressing Autopilot pushbutton second time, disengages autopilot only !
Notice that activation of standby pitch trim disengages autopilot
2. Yaw Damper YD pushbutton
Pressing Yaw Damper pushbutton engages Yaw Damper.
Pressing Yaw Damper pushbutton second time, disengages Yaw Damper
3. CPL pushbutton
Enables selection of the panel (Captain or first officer) to be coupled to the AP/FD computer. Default after
startup is captain
4. Pitch Wheel
Rotate wheel to adjust Vertical Speed VS or Indicated Airspeed IAS selection.
Pitch wheel is not active in GS, ALT SEL CAPTURE, ALT HOLD modes.
Left mouse button decreases value
Right mouse button increases value
Use of mouse scroll wheel is possible too just place over the pitch wheel and scroll to adjust values
5. Vertical modes pushbuttons
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Selects vertical mode. Possible selections: IAS HOLD, VS HOLD and ALT HOLD
6. Lateral modes pushbuttons
Selects lateral mode. Possible selections: HDG SEL, NAV, APP, BC
7. BANK pushbutton
Permits selection of bank limit for the HDG SEL mode only.
Normally high bank angle limit (27) is selected press BANK pushbutton to toggle between low bank angle
limit (15) and high bank angle limit.
8. STBY pushbutton
Cancels all FD modes (armed and active modes). When AP is active, resets to basic modes.
15.1.1.2 ADU
1. Display
First line shows advisories in white letters
Second line gives caution messages in amber letters
The third line shows armed modes in white letters
The fourth line shows modes in green letters
2. Reset pushbutton
This button is used to cancel a caution message or to confirm an AFCS automatic choice
3. BRT knob
Adjusts ADU brightness
4. L-SEL and R-SEL pushbutton
used for maintenance only
15.1.1.3 Autopilot OFF light
The autopilot OFF light illuminates and the CCAS is activated when autopilot is disengaged.
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15.1.1.4 Flight Director Bars switch
Toggles Flight Director bars on and off.
15.1.1.5 Go around pushbutton
The Go Around, GA pushbutton is located on the engine control panel in the lower left corner.
When the Go around pushbutton is pressed, the go around mode is selected. All other armed and active Flight
Director modes are deactivated, the autopilot disengages and the Flight Director commands:
Laterally: heading hold (on heading followed at Go Around engagement
Vertically: predtermined minimum safe pitch attitude (flaps function)
To cancel the GA mode press STBY pushbutton, or select a new vertical more or engage the autopilot.
15.1.1.6 Guidance Indication
illuminates amber if CAT II conditions are lost or if an excess deviation is detected.
15.1.2 Operation
15.1.2.1 Yaw damper
The yaw provides yaw damping and turn coordination. To activate the yaw damper press the YD button a white
arrow indicates the yaw damper is active.
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Notice: It is not possible to simulate the yaw damper correctly within flight simulators limitations. Don't use any
rudder when the yaw damper is activated. Ensure that yaw damper is deactivated when you want to fly manually.
15.1.2.2 Autopilot
As soon as the autopilot is connected it controls the aircraft and follows the flight path selected by lateral and
vertical autopilot modes. When the autopilot is engaged and no vertical mode is selected the autopilot will
maintain the current pitch this is the basic vertical mode.
Engagement with no lateral mode selected selects the basic lateral mode: wings levelled and maintain actual
heading when autopilot was engaged.
Engagement with armed lateral or vertcal mode: The autopilot will maintain basic modes until selected and
armed modes are engaged.
Engagement with vertical or lateral Flight Director modes active: the autopilot will fly to zero FD command bars.
The autopilot may be disengaged by:
Pressing the Autopilot master button - check your flight simulator's key assignments default is Z.
Pressing the autopilot, AP button on the AFCS control panel (provided it was active)
Pressing the yaw damper YD button on the AFCS control panel (provided it was active)
Go Around button
The autopilot will annunciate disconnection by aural and visual warnings:
visual: The white arrow next to the AP button extinguishes, the AP OFF light illuminates red
aural: cavalry charge is sounded
15.1.2.3 Flight Director
The Flight Director shall help to follow a selected flight path. Vertical and lateral modes may be selected and two
bars (a vertical bar for the horizontal mode and a horizontal bar for the vertical mdoes) indicate where to fly to to
archieve the selected flight path. In case the bars are centered the selected flight path will be followed. In case no
lateral or no vertical mode is selected either bar is not displayed. Switching the FD master switch to OFF
removes both bars.
Available modes (see later sections for explanations)
Lateral: HDG
NAV
BC
Vertical ALT SEL
ALT
VS
IAS
Common APP (lateral and vertical guidance)
GO AROUND mode
Some modes have an initial arm status before becoming active. Their active phase is divided into a capture
phase which is followed by a track or hold phase.
The modes are selected and deselected by pressing and repressing the associated button on the AFCS control
panel. Exceptions are the ALT SEL mode which is armed automatically and the GO AROUND mode which is
activated by pressing either Go around pushbutton. The GO AROUND mode may be disengagedby using the
STBY pushbutton, by selecting a new vertical mode or by engaging the autopilot.
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Automatic Flight Control System
It is possible to activate one lateral and two vertical modes simultaneously. The first vertical mode which meets
the capture conditions becomes first active and the second remains armed.
15.1.2.4 Vertical Modes
Four vertical modes are available:
Altitude select mode
Altitude hold mode
Vertical Speed mode
Indicated airspeed mode
Altitude Select mode
This mode is automatically armed when the aircraft is climbing or descending towards the selected altitude.
The altitude select mode splits up in three phases:
ARM phase
It is indicated by a white ALT message on the ADU. The selected altitude is displayed in the ADU's first line in
white letters.
Vertical Speed, Indicated Airspeed or pitch hold mode may be use to archieve selected altitude
CAPTURE phase
Indicated by a green ALT* message on the ADU showing that ALT SEL CAP mode is activated and the
previous vertical mode is disengaged. The ATR will level off automatically and switch to
HOLD phase
ALT SEL CAP mode is cancelled and altitude hold mode is activated. It is annunciated by a green ALT on
EADI and ADU.
Engaging Glideslope, GS capture during any of the mentioned phases will override the altitude mode and GS
mode will be activated.
Altitude Hold mode
Activation of ALT HOLD mode by pressing the ALT pushbutton overrides all active FD vertical modes.
The altitude existing at engagement will be maintained and the altitude hold mode is indicated by a green ALT on
the EADI and ADU.
All armed FD vertical modes are allowed but a GS capture will override the ALT HOLD mode.
Vertical Speed mode
Pressing the Vertical Speed, VS Hold button selects vertical speed mode and the vertical speed existing at
engagement will be maintained. A green VS + x,xxx ft indicates VS mode active and selected vertical speed.
Use the pitch wheel to select vertical speed left mouse button increases value, right mouse button decreases
value.
As there is no autothrottle the selected vertical speed will be held under all circumstances. So watch your speed
to avoid any stalls.
Indicated Airspeed Hold mode
Select Indicated Airspeed Hold mode by pressing IAS button on AFCS control panel. Selecting IAS mode
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overrides all active FD vertical modes and is indicated by green IAS message on ADU and EADI.
Use pitch wheel similar to VS mode to select Airspeed.
Remember that airspeed is controlled by pitch only ! Unsuitable powersettings may lead to undesired climb or
descent !
15.1.2.5 Lateral Modes
Three lateral modes are available:
Heading Select mode
Navigation mode
Back course mode
Heading Select mode
A green HDG on the Adu and EADI indicates that HDG mode is activated. Activation of HDG mode overrides any
other lateral FD mode. The heading bug and the digital counter on the EHSI indicate the selected heading. To
select another heading turn the heading knob.
Selection of turns greater than 180 will lead the system to order a turn as short as possible.
It is possible to toggle two maximum bank angles for HDG mode. Normally a maximum bank anlge of 27 is
selected (high bank angle limit). By pressing the BANK button the maximum bank angle is toggled to low
maximum bank angle (15). Press BANK button again to return to High maximum bank angle. Active mode is
indicated by HDG SEL LO for low maximum bank angle mode and by HDG SEL HI for high maximum bank
angle mode.
Navigation mode
Press NAV button to activate Navigation mode. The lateral guidance is aremd to capture the selected navigation
source that is displayed on th EHSI. In case a VOR is tuned VOR ARM is activated, in case an ILS is tuned LOC
ARM is activated.
VOR navigation mde
VOR ARM is annunciated on the ADU and the EADI by a white VOR. HDG SEL and HDG HOLD modes may be
used to navigate to the navigation source.
At capture the previous mode is cancelled. VOR CAPTURE is annunciated on the ADU and EADI by a green
VOR*. During the first five seconds of capture of the armed mode a white box surrounds the message on EADI
and ADU. VOR TRACK is annunciated by a green VOR.
LOC navigation mde
LOC mode functions similar to VOR ARM mode.
Back course mode
A back course approach with BC course mode is flown similar to a front course localizer approach. Glideslope
capture is automatically inhibited.
Set the counter pointer on the EHSI for the inbound published track
Set heading bug on EHSI for the desired heading to intercept course
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15.1.2.6 Common Modes
ILS Approach mode
Press the APP button to activate approach mode. Approach mode divides into LOC and GS mode. Both, LOC
and GS mode are armed when pressing button. This is indicated by a white LOC and a white GS ond ADU and
EADI. When LOC or GS mode become active each overrides all other lateral (LOC mode) and vertical (GS)
active modes. Capture mode is indicated by a green LOC*/GS* and active modes by green LOC/GS.
Go around mode (FD only)
Pressing the Go around buttons activates the go around mode. This mode is a FD mode only and the autopilot is
activated when go around buttons are pressed.
A green GA indicates active Go around mode on EADI and ADU.
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Communication
16 - Communication
The Communication equipment is comprised of:
Two Very High Frequency, VHF transmitters/receivers COM 1 and 2
One Transponder
A 'TCAS' system
SELCAL system
16.1 COM 1 & 2, Transponder
16.1.1 Controls
16.1.1.1 Audio Control Panel
1. Volume Control knobs
Selects reception volume.
VOR/ILS 1 & 2 Activates / Deactivates aural nav station identifier. The VOR / ILS station identifier is
audible in morse code
DME 1 & 2 DME mode the ident of the DME station is audible in morse code
ADF 1 & 2 Activates / Deactivates aural nav station identifier. The NDB station identifier is audible in
morse code
MLS Not simulated
MKR Enables audible marker sounds.
2. Transmission keys
Selectd communication facilities are used.
VHF 1 COM 1 is used for transmission and receiving
VHF 2 COM 2 is used for transmission and receiving
BOTH COM 1 is used for transmission and receiving, COM 2 is receiving only
PA Not simulated
HF 1 & 2 Not simulated
3. VOICE only key
Inhibits NAV receiver station identification.
4. INT/RAD selector
Not simulated
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Communication
16.1.1.2 VHF control box
1. ON/OFF knob
Switches COM unit On and OFF
Left mouse button turns knob counter-clockwise
Right mouse button turns knob clockwise
2. Frequency Selector
Inner knob selects digits right of the decimal in 25 kHz or 50 kHz increments (depending on flight simulator
setting for communication frequency increment)
Outer knob sets digits left of the decimal
Left mouse button decreases values
Right mouse button increases values
3. Frequencies display
Active frequency is displayed in upper window
Preset frequency is displayed in lower window
4. XFR/MEM switch
Move switch to upper position, XFR to toggle preset and active frequency
Move switch to lower position MEM to cycle through stored frequencies.
The Communication system is able to store six frequencies.
5. STO button
Allows entering of six frequencies to be stored in the memory. When depressed the upper window displays
channel number where frequency displayed in lower window will be stored. The MEM switch may be used to
select channel for 5 seconds after pressing STO button.
Pressing the STO the second time stores selected frequency.
6. ACT button
Allows to change active frequency.
When depressed the lower window displays dashes and first line may be tuned directly from frequency
selector.
16.1.1.3 Transponder control box
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Communication
1. Power and mode switch
OFF ATC control box and transceiver are switched OFF
SBY ATC system is powered but dows not transmit replies
ON ATC transponder is activated
ALT Normal operation position. Transponder replies with flight level information
2. Code Display
Indicates seleted Squawk Code
3. Code Select Knob
Four clickareas are available around the knob to select squawk code.
The first clickarea adjusts the first digit and is located in the upper-left corner,
the second clickarea adjusts the second digit and is located in the upper-right corner
the third clickarea adjusts the third digit and is located in the lower-left corner,
the fourth clickarea adjusts the fourth digit and is located in the lower-right corner
Left mouse button decreases value
Right mouse button increases value
4. Ident button
Transmits IDENT signal when pressed
5. Annunciator
TX is displayed when ATC replies an interrogation
RMT is displayed when the ATC is remotely tuned (by an FMS e.g.)
6. ACT compare annunciator
ACT is displayed during code changes
ACT flashes when the actual reply code is not identical to the code shown in the active code display
7. PRE button (Preset)
Cycles through currently set transponder code, code 7600 and code 7700
8. Toggle switch
Toggles transponder 1 and 2
16.1.1.4 Calls
ATTND Calls a flight attendant not simulated ...
MECH Sounds a horn
RESET Resets either call
16.1.1.5 Emergency beacon
This panel has no function in flight simulator and is included to enhance realism.
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Communication
The emergency transmitter is installed in the cabin ceiling. This system provides its own battery.
AUTO transmission is made automatically
MAN allows commanded operaton (X MIT light illuminates amber)
AUTO TEST RST is used in case of undue alert (reset) or to test the emergency beacon.
16.2 Traffic Collision Avoidance System, TCAS
The TCAS system shall help the pilots to monitor surrounding traffic and provide visual and aural warnings in
case a collision with other traffic becomes likely. A computer processes the signals it receives from the
transponders of the surround aircraft to identify and display potential and predicted collision targets. Vertical
advisories to avoid traffic collision are issued over the TCAS vertical speed indicator (see Flight Instruments
chapter, EVSI section). Two kinds of warnings are provided:
Traffic advisories, TA which are informative and indicate potential threads and
Resolution advisories, RA which display a threat resolution in form of a vertical maneuver in case a collision
becomes likely.
A traffic advisory is issued when the traffic gets between 20 and 48 seconds of projected closest point of
approach, CPA and is considered an intruder.
A resolution advisory is issued if the intruder gets between 15 and 30 seconds of CPA and is considered as a
threat.
All TCAS aural alerts are inhibited when aircraft is climbing and below 1,100 ft AGL and below 900 ft AGL and
descending.
The TCAS is controlled by the TCAS control box, described in the following section.
16.2.1 Controls
16.2.1.1 TCAS Control Box
1. TCAS rotary selector
Enables to select TCAS modes.
STBY TCAS is energized but TCAS functions are deactivated
AUTO Normal operating mode TCAS is energized and activated
TA only Resoultion Advisories are deactivated.
2. Test button
not simulated
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Communication
16.2.2 Operation
The TCAS resolution advisories are annunciated by the following voice messages:
A. CLIMB, CLIMB CLIMB
Climb the rate indicated by the green arc on the EVSI
B. DESCEND, DESCEND, DESCEND
Descent the rate indicated by the green arc on the EVSI
C. MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED
Spoken only once after a previous corrective issue.
Check that aircraft's climb/descent rate is out of the red arc
D. REDUCE CLIMB, REDUCE CLIMB
reduce vertical speed to value indicated by green arc
E. CLEAR OF CONFLICT
Collision was avoided, range to threat is increasing
F. CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB
Climb with the rate indicated by the green arc. Safe separation will best be archieved by climbing through the
threat's flight path
G. REDUCE DESCENT REDUCE DESCENT
Reduce vertical speed to value indicated by the green arc
H. DESCENT, CROSSING DESCENT, DESCENT, CROSSING DESCENT
Descent with the rate indicated by the green arc. Safe separation will best be archieved by descending
through the threat's flight path
The following aural warnings indicate that initial TCAS RA does not provide sufficient vertical separation.
A. INCREASE DESCENT, INCREASE DESCENT
Received after DESCENT advisory and indicates additional descent rate required to archieve safe vertical
separation.
B. INCREASE CLIMB, INCREASE CLIMB
Received after CLIMB advisory and indicates additional climb rate required to archieve safe vertical
separation.
C. CLIMB CLIMB NOW, CLIMB CLIMB NOW
Received after DESCENT resolution advisory and indicates a reversal in sense is required to archieve safe
vertical separation
D. DESCEND DESCEND NOW, DESCEND DESCEND NOW
Received after CLIMB resolution advisory and indicates a reversal in sense is required to archieve safe
vertical separation
16.3 The SELCAL system
SELCAL means Selective Calling and was developed in the late sixties. At that time High Frequency (HF) radio
fequencies were used but air crews normally turned down th audio lever of their HF receiver because of the
background noise level. In case the operator wanted to talk to the crew they needed to chime, thus the SELCAL
was developed to provide an aural and visual warning for the crew that the operator wants to talk to them.
Each aircraft was assigned a unique 4-letter SELCAL code that the operator could call from the ground.
The SELCAL system is implemented to enhance realism but as you might imagine you can't actually use it in
flight simulator.
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Communication
16.3.1 Controls
The controls for the SELCAL are located on the left hand side of the overhead panel.
There are two controls:
The SELCAL code selector
The SELCAL controls
16.3.1.1 SELCAL code selector
Each turning wheel sets 1 SELCAL character.
Left mouse button cycles backwards through the characters
Right mouse button cycles forwards through the characters
16.3.1.2 SELCAL controls
The pushbuttons are included to enhance realism but don't fulfill any function.
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Flight Management System
17 - Flight Management System
This chapter is split up into two main sections:
Flightmanagement
Which discusses what the ATR's flight management system is comprised of and how to basically use the
systems
Flight operation
which shows how to use the FMS in flight. Examples will be given for most of the features. Be advised that the
examples used will be taken from either of the two tutorial flights. The first flight from Point-a-Pitre, Le Raizet
airport (TFFR) to Fort-de-France, Le Lamentin airport (TFFF) and the second flight from Munich, Franz-Josef-
Strauss airport (EDDM) to Bologna, Borgo Panigale airport (LIPE).
17.1 Flight Management
17.1.1 System Description
The Flight Management System installed in each ATR is a Honeywell HT1000 and it is actually a Global
Navigation Satellite System, GNSS.
Basically it is a GPS system that uses a GPS antenna a navigation processor unit which processes the received
data from the antenna and transmits it to the multifunction control display unit, MCDU, and other aircraft systems
like the HSI or the autopilot.
The MCDU is the main interface between the GNSS and the pilot.
To open the MCDU GNSS window press Shift+3 or the FMS icon.
17.1.2 Functions
17.1.2.1 Guidance
The guidance function guides the ATR along a programmed route. It compares the actual aircrafts position with
the programmed route and generates lateral steering commands to follow the programmed route. Be aware that
the HT1000 only capable of vertical navigation (VNAV) ADVISORIES - the autopilot is not able to follow a
predicted vertical path.
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17.1.2.2 Navigation data base
The navigational data base splits up into three kind of data:
en route data
waypoints and airways
terminal data
SIDs, STARS, approaches, airports, runways, terminal waypoints
supplemental data
facilities names and countries
17.1.3 Multifunction Control Display Unit (MCDU)
The MCDU is comprised of:
a display unit
alphanumeric keys
numeric keys
function keys
special purpose keys
line select keys
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17.1.3.1 Display Conventions
The title field indicates (see graphic above) which page is currently displayed. On the right side of the title field
the current page number (left hand side of the slash) and the number of available pages (right hand side of the
slash) is displayed. Use the PREV and NEXT key (special purpose keys) to cycle through the available pages.
Displayed information is furthermore colour-coded:
Data is generally WHITE (Waypoints, courses, distances, etc.)
The current active flight leg is displayed in MAGENTA (this affects the LEGS, the RTE DATA and the PROG
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page).
The active vertical waypoint on the descent page is also displayed in MAGENTA
Caution warnings are YELLOW.
Entry error and advisory messages are WHITE
Page titles, page numbers, pilot-entered altitudes and label lines are CYAN
Action line-select keys such as 'Activate' or 'Pos report' are GREEN
17.1.3.2 Functional Areas
The functional areas of the MCDU are the following:
Display Screen
Line Select Keys
Brightness controls
Keyboard
Annunciators
Display Screen
The display screen of the MCDU (see graphic above) splits up into:
The title field
It is the uppermost line of the display and indicates the page title, current page number and number of
available pages.
The left field
The left field has 6 lines with 11 characters each line.
Each line may be accessed through one line select key next to each line.
The right field
Similar to the left field
Center field
This field is used on the DEP/ARR index and PERF INIT page only to show system generated information
Scratchpad
The bottom line of the display is the so called scratchpad. It is used to display system generated messages,
keyboard entries and data being moved from the display field into the scratchpad.
Line Select Keys (LSK)
On each side of the display screen 6 line select keys are available. They are referenced as 1L to 6L for the LSK
on the left and 1R-6R for the LSK on the right.
Pushing a LSK moves its data to the scratchpad for data entry, selection or deleting. Data transfer from the
scratchpad to the data line is accomplished by pressing the desired LSK adjacent to the data field where data
should be entered.
LSKs may have an adjacent prompt or chevron.
In case the LSK adjacent to the prompt is pressed a corresponding page of data will be displayed or an action will
take place with the Navigation Processing Unit (NPU)
Annunciators
Two annunciators are available on the left side of the MCDU:
MSG
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The white MSG light illuminates when a CDU message is pending
CALL
Illuminates when entries can be made using the PC's keyboard. Use the SCROLL LOCK key (ROLLEN key
on German keyboards) to activate and deactivate keyboard input mode.
17.1.3.3 Keyboard
The available keys on the keyboard split up into function keys, special purpose keys and alpha numeric keys
Function Keys
The function keys enable the pilots to access the different system pages to display, edit and enter data.
RTE Key
Provides access to the Route page to enter, select and modify routes
LEGS Key
Details (course and dtistance) of each leg are displayed on the LEGS page which can be accessed by
pressing the LEGS key.
DEP/ARR Key
Opens a page with departure and arrival information for the selected airports (RTE page)
HOLD Key
The HOLD key gives acces to a page for definition and execution of holdings
PROG Key
This key enables access to a page showing flight progress data on the current leg of flight
VNAV Key
Provides access to the PERF INIT and DESCENT pages. The PERF INIT page allows entry of fuel, gross
weight and cruise altitude.
The DESCENT page allows selection of VNAV path data for display
ATC
Not used
Special Purpose Keys
BRT DIM Key
The brightness key increases/decreases the display screen brightness.
Press left mouse button to decrease brightness
press right mouse button to increase brightness
CLR Key
The CLR key clears the scratchpad and data fields. One press clears one character and pressing it longer
clears the entire scratchpad.
In case nothing is in the scratchpad the word DELETE appears and by pressing the appropriate LSK the data
entered on the LSK is deleted.
/ (Slash) Key
The / key is a special purpose key used to seperate pairs of entries in the same field. For example airspeed
and Mach (280/.72), wind directions and velocity (240/75) ...
PREV Key
Cycles the display backward to the previous page in case a previous page is available
NEXT Key
Cycles the display forward to the previous page in case a next page is available
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MENU Key
The menu key opens the menu to import the currently loaded flight plan (in flight simulator's flight planner) into
the HT-1000.
DATA Key
Provides access to a menu of advisory data displays
EXEC Key
The EXEC key executes modifications to the active route. A green bar above the key indicates when the
EXEC key is armed.
Alpha Numeric Keys
The alphanumeric keys enable the pilots to enter letters and numbers including the ., the +/- and the sp-key.
The plus/minus (+/-) key allows to cycle between positive and negative values of entered numbers.
The space (sp) key is used to insert a space between characters.
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17.1.3.4 Page Formats and Data Labels
The HT1000 uses different formats and labels to indicate different kind of information. See the following graphic
for examples:
Page Title (displayed in LARGE font)
The page title is displayed at the top of the display and it indicates the subject or title of the displayed page.
Displayed routes are distinguished by ACT or MOD to indicate an ACTive route or a MODified route.
Scratchpad Line
The bottom line of the display is the scratchpad line. System generated messages, keyboard entries and data
that is being moved from one line to another is displayed on the scratchpad line.
Entered data is displayed in the scratchpad line and then moved to another line by pressing the appropriate Line
Select Key. The alphanumeric keyboard and the LSKs may be used for data entry.
System generated messages are displayed in the scratchpad line as well. These messages only occur when
pilot-entry is not in progress.
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When the systems sends a message to the MCDU the white MSG annunciator light illuminates.
Press the CLR key once to remove a message. In case more than one message is waiting to be displayed the
next message appears when the previous message is cleared. The MSG annunciator is illuminated until all
messages are cleared.
Scratchpad entries are independant of page selections and remain in view even when a page-change occurs.
LARGE Font
Indicates crew-entered data or crew-verified information.
SMALL Font
Represents predicted, default or HT1000-calulated values. The Small font is also used for the label lines to
indicate which data is displayed on the data line
Label Line
Identifies the data displayed on the data line below.
Data Line
Contains box prompts, dashes, computer geneated or crew entered data
Box Prompts ()
Indicate the crew-entered data is required for minimum HT1000 operation. Entries into a box-prompt data line are
displayed in LARGE font.
Dash Prompts (----)
Indicate that data entry is optional (optional data is not required for the HT1000 to perform navigation tasks).
Page Number
in case more than one page is available the page number is displayed in the top right corner of the display
screen. The first digit indicates the current page number and the second digit indicates the overall number of
pages available.
Page or Action Prompts (< >)
Indicate access to related page displays or actions
Waypoint
Waypoint identifiers are displayed in LARGE font
17.1.3.5 Data Entry
To enter data use the alphanumeric keys to enter data into the scratchpad and the press the appropriate LSK to
transfer data from the scratchpad to the desired data field.
As long as data entry using the keyboard is enabled the CALL annunciator is illuminated.
You may also use your keyboard. To activate the keyboard entry mode for the HT-1000 you need to activate the
SCROLL-Lock key on your keyboard (ROLLEN key for German keyboards).
Then you can use the keyboard to enter data.
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The Function keys can be pressed using the following key-commands.
LSK / function key Key-command LSK / function key Key-command
1L F1 RTE Ctrl + F1
2L F2 LEGS Ctrl + F2
3L F3 DEP/ARR Ctrl + F3
4L F4 HOLD Ctrl + F4
5L F5 PROG Ctrl + F5
6L F6 VNAV Ctrl + F6
1R F7 ATC Ctrl + F7
2R F8 MENU Ctrl + F8
3R F9 DATA Ctrl + F9
4R F10 Not assigned Ctrl + F10
5R F11 Not assigned Ctrl + F11
6R F12 Not assigned Ctrl + F12
CLR Backspace PREV Page Up
EXEC Enter NEXT Page Dn
17.1.4 Terminology
Active
Refers to route information being used to calculate lateral navigation guidance commands. The active
waypoint is the waypoint the aircraft is flying to. ACT is displayed on the respective page titles.
Activate
Designating one route (out of two possible routes) as the active route. Activation is a two-step process: first
press activate LSK then press the illuminated EXEC key.
Enter
Entering data into the system using the alphanumeric keys.
Erase
Removes a modified flight path from the system by selecting the LSK adjacent to the word ERASE.
The prompt is present in 6L anytime MOD Route is in progress
Execute
Part of the activation process makes pilot-entered information part of the active route by pressing the
illuminates EXEC key.
Inactive
Refers to route information currently not being used to calculate navigation commands.
Initialize
Entering the required information to make the HT1000 operative.
Message
Any messages to inform the pilots are written automatically into the scratchpad.
Modify
Modification of data in active route. When a modification is made to the active route, MOD is displayed in the
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page title, ERASE appears next to 6L and the EXEC key illuminates.
Pressing the ERASE LSK removes the modification.
Pressing the EXEC key activates the modified route.
Prompt
A symbol displayed on the MCDU page to prompt the crew for information. It may be boxes () or
dashes (----). A box prompt indicates a required entry and a dashed prompt is an optional entry.
Select
Pressing a key to obtain the desired information or action
Waypoint
A point in the route. It may be a fixed point such as latitude and longitude, a VOR or NDB station or an
intersection on an airway.
17.2 Flight Operation
The flight operation section describes how to use the GNSS in flight operation. The examples used for
clarification in this section are taken from both tutorial flights, tutorial flight 1 from Point-a-Pitre, TFFR, Guadelope
to Fort-de-France, TFFF, Martinique, and tutorial flight 2 from Munich, EDDM, Germany to Bologna, LIPE, Italy.
The section splits up into several subsections one for each flight segment:
1. Preflight
2. Takeoff/Climb
3. Cruise
4. Descent
5. Arrival / Approach
17.2.1 Preflight
During preflight the pilot verifies the HT1000 status, initializes the system, enters or modifies the route, and
configures the HT1000 for flight.
17.2.1.1 Identification Page
When electrical power is supplied to the aircraft the HT1000 is powered up. It does not have a power-switch.
When the HT1000 starts up the first screen shown is the IDENT-page.
It allows the pilot to:
review the aircraft type
review the engine type
review the navigational database
All data should be reviewed for accuracy and applicability.
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1L MODEL
Displays the aircraft model stored in the configuration
2L NAVDATA
Displays the current database (AIRAC cycle).
3L NAVDATA
Displays the inactive alternative database
4L SOFTWARE
Displays the operating programm's identifier part number. This is the operating system of the HT1000
5L Not assigned
6L Not assigned
1RENGINES
Displays the engine model
2RNAVDATA
Displays the active navigational database effective dates.
3RNAVDATA
Displays the inactive navigational database effective dates.
4RNot assigned
5RNot assigned
6RPOS REF
Pressing the LSK 6R provides access to the POS REF page
Position Reference Page
1L POS (GPS)
Displays the present position of the aircraft (the source is the GPS system)
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2L UTC (GPS)
Universal Coordinated Time it is provided by the GPS signal.
3L RNP / ACTUAL
Displays Required Navigation Performance (RNP) and Actual Navigation Performance Values.
Not simulated just displays 1.00 / 0.07
4L HDG / TAS OVERRIDE
Not allowed
5L ACT RTE
Accesses the active route integrity prediction page. This page is available on ground and with an active route
available only.
6L NOT ASSIGNED
1RNOT ASSIGNED
2RGS
Displays the ground speed of the aircraft in knots (kts) computed by the HT1000.
3RSV DATA
Not allowed
4RNOT ASSIGNED
5RDEST RAIM
Not allowed
6RROUTE
Displays the RTE page, which is used to continue the preflight initialization sequence
Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF)
Perform the following steps:
1. Open the GNSS subpanel using the simicon or 'Shift + 3'
2. The IDENT page is displayed check data for accuracy and applicability
3. Press LSK 6R POS REF > to access POS REF page
4. The POS REF page is displayed check data
Position: approximately N 16 16.15 W 061 31.84 (may differ as everybody uses other parking
positions and sceneries for the tutorial flight)
UTC (GPS) 10:45 (14:45 local time as Point-a-Pitre is located in the GMT -04:00 timezone)
GS 0 kts
RNP / ACTUAL 1.00 / 0.07
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17.2.1.2 Flight Planning
Route Page 1
1L ORIGIN
Box prompts in LSK 1L allow entry of origin airport using ICAO identifiers.
An entry clears any previous route and allows entry of departure or arrival procedure
2L RUNWAY
Valid entries are runway numbers contained in the navigation database for the entered origin-airport. The
runway may be selected from the Departure / Arrival page alternatively
3L NOT ASSIGNED
4L NOT ASSIGNED
5L < RTE COPY
This prompt is only visible when an active route is available.
Pressing LSK 5L copies the RTE 1 to RTE 2 and vice versa. RTE COPY COMPLETE is displayed in LARGE
font when copying is completed.
6L < RTE 2
Displays RTE 2 page 1/X.
Thus inactive routes can be accessed, modified and activated.
When RTE 2 is active the prompt changes to < RTE 1.
Ih the route is modified active or pending activation < ERASE is displayed in LARGE font at LSK 6L. Pressing
LSK 6L erases the pending modification
1RDEST
Allows entry of destination airport ICAO identifier
2RFLT NO
Displays the entered pilot-entered flight number.
The entry is optional for activation of the route as indicated by the Dash prompts.
The flight number propagated to the PROGRESS and REPORT pages
3RCO ROUTE
Normally displays pilot-entered company route but as no company routes are available within flight simulator
this LSK is used to save a route to the user routes
4RUSER RTES >
Opens page to access saved user routes. See 'Loading and Saving Routes' section for more information.
5RSAVE RTE >
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Opens page to save active route in the user-saved-routes folder
6R< ACTIVATE
Activates the displayed route and arms the EXEC key. Pressing the EXEC key is necessary to complete
activation
< PERF INIT
in case the required entries have not been made on the PERF INIT page, LSK 6R displays PERF INIT
Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF)
Perform the following steps:
The POS REF page is still active
1. Press LSK 6R ROUTE > on POS REF page to access the ROUTE page
2. Type TFFR in scratchpad for Point-a-Pitre, Le Raizet airport
3. Press LSK 1L to copy data to 1L
4. Type TFFF in scratchpad for Fort-de-France, Le Lamentin airport
5. Press LSK 1R to copy data to 1R
6. Type 29 in scratchpad for the active runway 29
7. Press LSK 2L
8. Type TX6509 for the flight number (Please do not seperate letters and numbers by a space !)
9. Press LSK 2R
10.Type F1TUT-TFFRTFFF in scratchpad (this will be the name under which the route is saved)
11.Press LSK 3R to lineselect entry from scratchpad to LSK 3R
12.Press LSK 5R 'SAVE RTE>' to save flightplan (the flightplans are stored in the folder [FS-Directory]\Flight One
Software\Flight One ATR 72-500\FlightPlans\*.rte )
The MCDU should now look like this:
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Route Page 2
1L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS
2L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS
3L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS
4L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS
5L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS
6L < RTE 2
Allows access to RTE 2 page for entry of an optional secondary route
1RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS
2RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS
3RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS
4RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS
5RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS
6RPERF INIT>
Provides access to PERF INIT page and is displayed if data entry on PERF INIT page is not completed yet
ACTIVATE >
Activates the route and arms the EXEC key. Press EXEC key to complete activation
Route Leg information and all intermediate waypoint can always be viewed and checked on the RTE LEGS page.
See RTE LEGS page section for more information.
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Entering Routes (some more information)
The way described in the example to enter a route is one possibility out of two:
You can enter each waypoint, which you will pass along the way by entering them into the scratchpad and
then lineselect them to 1R-5R. This creates a track directly from waypoint to waypoint.
Or you can enter an airway into the scratchpad, lineselect it to 1L-5L and then enter the waypoint where the
airway is left into the scratchpad and lineselect it to the associated LSK on the right.
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
You plan to fly from Munich, Franz-Josef-Strauss airport, EDDM to Bologna, Borgo Panigale airport, LIPE (Air
Dolomiti flight EN 3984. You plan to depart from runway 08L or R in Munich, follow KPT5E SID to KPT (Kempten)
VOR. Now you can start to follow airway UL607 to the intersection ALGOI, change onto airway UM738 and follow
it to ADOSA. There we'll change the airway to UP131 and follow it until FER (Ferrara) NDB.From here we'll follow
follow ADOLO Arrival into Bologna to finally land on runway 12.
Perform the following steps to program this route
1. Select RTE 1 page 1
2. Enter EDDM and lineselect it to LSK 1L
3. Enter LIPE and lineselect it to LSK 1R
4. Enter 08 L or R and lineselect it to LSK 2L
5. Enter EN3984 (the flight number) and lineselect to LSK 2R
6. Switch to the DEP/ARR page, open the departure pages, and select KPT5E SID out of EDDM, KPT transition
See the following section for more information on how to select arrival and departure routes.
7. Then select Arrival pages for LIPE (LSK 2R) and select runway 12. Notice that there is no STAR provided in
the navigation database !
See the following section for more information on how to select arrival and departure routes.
8. Proceed to RTE 1 page and cycle to page 2, pressing the NEXT button
9. Enter UL607 and lineselect to LSK 2L
10.Enter ALGOI and lineselect to LSK 2R
11.Enter UM738 and lineselect to LSK 3L
12.Enter ADOSA and lineselect to LSK 3R
13.Enter UP131 and lineselect to LSK 4L
14.Enter FER and lineselect to LSK 4R
15.Enter BOA and lineselect to LSK 5R, LSK 5L shows DIRECT then
Bologna airport does not offer STARS, only arrivals and as it is not possible at the moment to create pilot-
defined waypoints such as place-bearing-distance the approach into must be flown manually. No worries you
can still use the autopilot but will have to tune VORs, selected the right Course by yourself. The arrival route
for runway 12 starts 2.5 miles out Bologna, BOA VOR, thus the waypoint BOA is entered too although we
won't pass it.
Furthermore more than one waypoint BOA is available in the navigational database. Thus the 'Select Desired
WPT' page opens when BOA is entered. Check the 'Select Desired Waypoint' section for more information.
16.Now RTE 1 page 2 should look like this:
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17.You may save the route or activate it by now. BUT be advised that there is still a route discontinuity which will
be discussed and cleared in the Route discontinuity section.
Departure Selection
The DEP/ARR INDEX gives access to departures and arrivals for the origin and destination airports.
Departures and arrivals for RTE 1 and RTE 2 are listed if the two routes have been entered.
The departure and arrival pages can be accessed at any time by pressing the DEP/ARR key on the MCDU.
The departure and arrival index page (DEP/ARR INDEX) is used to select the departure and arrival pages for the
origin and destination airports for each route. The DEP/ARR INDEX page also allows the pilot to browse
departure or arrival information for any other airport in the navigation database.
The first data field contains the LSKs to select the Arrival and Departure pages for the first routes airports while
the second field contains the LSKs to select the Arrival and Departure pages for the second routes airports
The active route is indicated by a ACT displayed next to RTE 1 or RTE 2.
In case neither Route 1 nor Route 2 is defined the data fields below the respective line titles remain blank.
The third data field, labeled OTHER provides access to Departure and Arrival pages of airports not defined in
either route. To access the departure pages of the desired airport enter the ICAO identifier into the scratchpad
and the press LSK 6L. Access to the Arrival pages is gained similar press LSK 6R instead of 6L after entering
the ICAO identifier. The departures and arrivals may only be viewed by procedure name and may not be
appended to a flight plan.
SID and Departure Runway
Departure runways and SIDs are selected on the DEPARTURES page. To access the DEPARTURES page,
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press LSK 1L on the DEP/ARR INDEX page.
On the TFFR DEPARTURES page, the left data fields display the available SIDs and the right data fields display
the available departure runways. Notice that there are several pages of SIDs and depending on the airport of
runways too (Use the NEXT/PREV button to cycle through the pages).
If a runway was defined on RTE 1 page an <ACT> (or <SEL> when the route is not activated yet) legend is
displayed next to that runway.
After selecting a SID, transition, or runway, the selections move to the top and all other choices are blanked out
as shown in the graphic above.
Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF)
1. Press the DEP/ARR button to open the DEP/ARR INDEX page
2. Press LSK 1L to access TFFR DEPARTURE page
3. Runway 29 should be preselected which is indicated by <SEL>
4. Search and select DOM3W SID by pressing the LSK 3L
5. The selection menu for transitions opens
6. Search and select DOM transition by pressing the respective LSK
17.2.1.3 Performance Initialization
Press VNAV to access the PERF INIT page and initialize entries.
After initial power up, route entry, activation and execution the PERF INIT prompt is displayed at 6R on the RTE
page. Once the data is entered on the PERF INIT page, the prompt at 6R on the RTE page will not be displayed
again until the next power-up initialization of the HT1000.
The PERF INIT page will be cleared with flight complete logic (after landing plus five minutes).
The following graphic shows the PERF INIT page after initialization.
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1L GR WT
The aircrafts gross weight indicated in thousand lbs or tons.
The GR WT will decrease with fuel burned in flight
2L FUEL
Displays fuel quantity in tons or thousand lbs.
The fuel quantity is calculated automatically when the gross weight and the zero fuel weight is entered
3L ZFW
Displays Zero Fuel Weight in tons or thousand lbs. Box prompts are displayed until a valid value is entered.
4L RESERVES
Displays the fuel reserve weight in thousand lbs or tons.
The reserve fuel weight is used in determining an insufficient fuel condition. An insufficient fuel condition will
trigger the message CHECK FUEL - VNAV
5L TRANS ALT
Displays the altitude above which the HT1000 will display altitudes in a flight level format.
The default value is set to 5,000 ft by maintenance personnel but the value may be overriden by a pilot-
entered value.
6L NOT ASSIGNED
1RCRZ ALT
The desired cruise altitude. Valid entries are standard altitude entries this entry is required for VNAV and
ETAs. This entry will not automatically change the aircrafts altitude it must be changed manually by the flight
crew.
2RCLIMB
Indicates speed/mach numbers and angle of the climb or descent segments.
These values are used to determine top-of-climb, ETAs, and the top of descent points. The default values
may be overridden by the crew. To return to default values, line-select DELETE in the proper field.
3RCRUISE
Indicates speed/mach numbers and angle of the climb or descent segments.
These values are used to determine top-of-climb, ETAs, and the top of descent points. The default values
may be overridden by the crew. To return to default values, line-select DELETE in the proper field.
4RDESCENT
Indicates speed/mach numbers and angle of the climb or descent segments.
These values are used to determine top-of-climb, ETAs, and the top of descent points. The default values
may be overridden by the crew. To return to default values, line-select DELETE in the proper field.
5RSPD / TRANS
Displays the speed restriction of 250 knots below 10,000 feet. Modifcations are not possible.
6RNOT ASSIGNED
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Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF)
1. Press VNAV button to open PERF INIT page
2. Enter 19.3 for the ZFW in tons / You may as well press LSK 3L to read out the current ZFW.
3. Press LSK 3L to accept value
4. Enter 20.2 for the GR WT in tons / You may as well press LSK 1L to read out the current GW.
5. Press LSK 1L to accept value
6. Fuel is calculated automatically
7. Enter 0.4 for reserve fuel in tons
8. Press LSK 4L
9. Enter 18000 for Transition Altitude
10.Press LSK 5L
11.Enter 13000 for cruise alt: FL-130
12.Press LSK 1R to accept value
13.The PERF INIT page should look like this:
17.2.1.4 Route Legs
Access the RTE 1 LEGS page by pressing the LEGS key.
Once the LEGS information has been entered, the pilot can activate the route.
The waypoint in 1L is displayed in MAGENTA if it is the active waypoint then lateral steering commands and the
CDI/HSI information is valid.
If the waypoint is inactive it will be displayed in WHITE and the lateral steering commands and CDI/HSI
information are not valid.
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1L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS
2L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS
3L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS
4L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS
5L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS
6L < RTE 2 LEGS
Provides access to RTE 2 LEGS page
1RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS
2RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS
3RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS
4RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS
5RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS
6RRTE DATA >
Provides access to RTE DATA page see RTE DATA page section
17.2.1.5 Route activation
To activate the route the entries made for Vertical Navigation must be accepted first by pressing the EXEC key.
Now proceed to RTE 1 Page 1 and press LSK 6R to initiate the activation process and then press the EXEC key
to complete the activation process.
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17.2.1.6 Route Data Page
The Route Data Page is accessed via LSK 6R on the Active Legs page. It displays the flight plan waypoints
sequence as the legs page. The ETE column shows estimated time en route between waypoints before take off,
and estimated time of arrival (ETA) when airborne. Each waypoint on the Route Data page has an associated
wind page. The wind pages for each waypoint are accessed by pressing LSKs 1R through 5R.
See the 'Active RTE LEGS page' section for more information
17.2.1.7 Wind Input
The wind page provides entry and display of forecast winds and temperatures at specified altitudes for specific
waypoints.
For a selected waypoint a maximum of four wind altitudes my be entered and displayed.
Enter the desired altitude in the scratchpad and press LSK 1L.
This will display a prompt on the right hand side where wind direction and velocity can be entered. Wind direction
and velocity are then entered in the scratchpad and line-selected to the appropriate data line. Altitudes may be
entered in any order, the HT1000 sorts and displays them in ascending order. Initial cruise altitude and
temperature may be entered in 5R, which allows the system to calculate temperatures for the remaining altitudes.
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The entered winds will propagate forward and backward along the entire route if there are no pilot-entered winds.
Winds entered at the next waypoint will propagate forward only.
17.2.2 Takeoff / Climb
17.2.2.1 Direct-To
Direct-To route entries allow the pilot to fly direct to a particular fix. The fix may be part of the active route or it
may be an off-path waypoint.
To perform a Direct-To, enter the desired fix from the scratchpad into 1L on the first ACT RTE LEGS page. The
following are allowable entries:
Any navigation database-defined waypoint, airport, NAVAID or NDB
Any fix defined in the active or modified active route
Once the entry has been made a modification is created and the title becomes MOD RTE LEGS. After verifying
the modified path, the pilot has the option to execute or erase the Direct-To operation.
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
Now you took of from Franz-Josef-Strauss airport in Munich and already reached cruise altitude. The moment
you established at cruise altitude ATC clears you directly to PITAR intersection. Well, this will save some time
and fuel but how to tell the HT-1000 ?
1. Well, open the FMC (Shift + 3)
2. Open the LEGS page by pressing the LEGS function key (top row)
3. Enter PITAR in the scratchpad
4. Lineselect the entry to Line Select Key, LSK 1L, MOD RTE 1 is displayed to indicate the actual route was
modified. You may erase the changes pressing the LSK adjacent to the <ERASE message.
The display should look the following:
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5. You can see that a route discontinuity is created by this change, so proceed to page 2 and lineselect RENTA
to the scratchpad by pressing LSK 1L and then lineselect RENTA from the scratchpad to LSK 2L to clear the
route discontinuity and delete the rest of the route. The display should look like this now:
6. Now press the EXEC key to accept the changes and change the route.
As long as the changes are not 'executed' they don't influence the aircraft's path and may be erased by
pressing LSK 6L (<ERASE).
17.2.3 Cruise
17.2.3.1 Route Modification
Erasing an ACT RTE Leg
To remove a leg in an active route, downselect the waypoint below the unwanted leg or legs to the scratchpad.
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
The Erase ACT RTE Leg function is much more convenient in case you want to remove some parts of the route.
Assume you want to rmove the leg from RENTA to ADOSA, so you linselect ADOSA to the scratchpad and then
lineselect it to the LSK where RENTA is located at the moment.
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1. Open the LEGS page (see graphic above upper figure)
2. Lineselect the waypoint ADOSA into the scratchpad
3. Lineselect ADOSA to LSK 2L to replace the waypoint RENTA (now the change must be activated to become
part of the active route, as can be seen in the lower figure. But this change shall be erased again)
4. Press LSK adjacent to <ERASE to remove modification.
Pressing <ERASE removes every change to the active route
Route Discontinuity
In case there is no defined path between two successive waypoints in a flight plan a route discontinuity is
created.
That may happen after waypoint deletion, addition or procedure stringing.
A discontinuity is not automatically bridged and the message DISCONTINUITY is displayed in the scratchpad
when a discontinuity is detected.
In case the autopilot is coupled to the HT1000 the aircraft will revert to HDG hold.
To clear a discontinuity downselect the next waypoint AFTER the discontinuity into the scratchpad. Then press
the LSK next to the discontinuity (where the box prompts are displayed), followed by the EXEC key.
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
Remember the Direct-To Section ?
After you entered PITAR and lineselected it to LSK 1L a route discontinuity was created. To remove such a
discontinuity simply lineselect a waypoint of your choice to the scratchpad and then move the entry to the LSK
where the route discontinuity is displayed.
Activation of the route afterwards is madatory !
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Select Desired Waypoint Page
The SELECT DESIRED WAYPOINT page is automatically displayed when a waypoint is entered that existst at a
number of different locations in the Navigation Data Base.
The SELECT DESIRED WPT page is displayed to allow the pilot to select the desired navigation database fix.
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
When you enter the route for the flight from Munich, Franz-Josef-Strauss airport (EDDM) to Bologna, Borgo
Panigale airport (LIPE) the last waypoint you have to enter is the Bologa BOA VOR. After you have entered BOA
a new page will be displayed as the HT-1000 knows several waypoints named BOA. To be precise, it knows
Bologna BOA VOR and Bologna BOA NDB. The 'Select Desired Waypoint' page offers you a choice of
waypoints stored in the navigational database. Press LSK 1L-5L to select the appropriate waypoint. The bearing
and distance to each waypoint is indicated as well as the waypoints position in North-East-ccordinates to make
selecting the right waypoint easier.
For the example waypoint BOA the 'Select Desired WPT' page looks like this:
1. The page opens automatically when BOA is entered
2. Select Bologna VOR by pressing LSK 2L
3. Now the route page comes into view again
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CAUTION:
Care should be exercised when selecting the proper navaid from the SELECT DESIRED WPT
page or list. The pilot should review the NAVAID type, position (LAT/LON) and frequency and
compare this data to the chart and the desired route to ensure proper waypoint selection
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17.2.3.2 Active RTE Legs Pages
The RTE LEGS pages display a consecutive listing of flight plan waypoints and pertinent information about each
waypoint on the route. To access the RTE Legs page press the LEGS key an active route must exist. The
active waypoint is colored magenta.
The active waypoint displayed in the graphic above is (1900), which is part of a SID out of Munich. The computed
Distance-to-Go (DTG) is displayed in the center field and indicates nm. The Distance-to-Go is dynamic and will
countdown while the aircraft proceeds towards the waypoint. On case the DTG is greater than 100 nm it is
displayed in whole numbers and when below 100 nm it is displayed in tenth of a mile.
Preceding to each waypoint the calculated path for the aircraft is listed. For instance preceding PITAR
intersection is the course 163 indicating the course direction (path) for the aircraft.
When the active waypoint is passed it is deleted from the waypoint list, the ACT RTE LEGS display-set moves
upward and the next active waypoint is displayed in magenta at the top of the page.
1L (1900)
This is the waypoint toward which the HT1000 is providing navigation guidance (ACTIVE WPT)
2L L OR R
If the flight plan leg is part of a terminal area procedure (SID/STAR or approach) or holding pattern and the
procedure calls for a turn, the turn direction at the waypoint is specified. If a turn procedure is not specified, no
turn direction is displayed.
Note:
In case of a pilot-defined holding pattern, the L-R symbology will reflect the turn direction as entered by the
crew, regardless of the turn direction specified on the chart (the default setting is a right turn)
3L WAYPOINT
4L WAYPOINT
5L WAYPOINT
6L < RTE 2 LEGS
Returns the display to the LEGS page of the inactive route 2.
1RALTITUDE CONSTRAINT
Displays the altitude constraint for waypoint (1900), that demands that the waypoint is passed above 1,900
feet. LARGE font in white for both of these constraints indicates that they are derived from a data base
procedure. See the passage below for more information on altitude and speed contraints.
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2R
Indicates that no vertical flight path or constraint is associated with waypoint DM078
3R
Indicates that no vertical flight path or constraint is associated with waypoint DM074
4R
Indicates that no vertical flight path or constraint is associated with waypoint MUN
5R
Indicates that no vertical flight path or constraint is associated with waypoint DM075
6RRTE DATA>
Displays the RTE DATA page
Altitude constraints on the LEGS page are either AT or ABOVE, AT or BELOW, AT, or WINDOW constraint
altitudes.
Pilot-entered constraints are displayed in LARGE font on CYAN
Constraints supplied by the navigation data base procedure are displayed in LARGE font in white
System predicted altitudes are displayed in small font in white
All constraints may be overridden by pilot-entered constraints.
Display-convention:
If an altitude is AT or ABOVE then it is displayed as XXXXXA (example: 14000A)
If an altitude is AT or BELOW then it is displayed as XXXXXB (example: 14000B)
If it is a window constraint then it is displayed as XXXXXB XXXXXA (13000B 10000A)
Flight path angles are generated by the system or extracted from the navigation data base and are a function of
the geometric descent path that is drawn to meet the altitude constraints. FPA angles in LARGE font are NAV
data base angles.
Notes:
1. If an altitude entry has been modified by the pilot (adding, deleting, or changing an entry) and the entry is
different from the initial flight plan entry, the value will be displayed in CYAN
2. If a NAV data base flight path angle must be increased to adhere with a procedure specified altitude
constraint, the changed FPA angle will be displayed in small font CYAN
When an approach procedure is appended to the route, the final approach fix (FAF) and the missed approach
point (MAP) will be positively identified on the LEGS page.
An F will be displayed adjacent to the waypoint identifying the final approach fix. Likewise an M will be displayed
adjacent to the waypoint identifying the missed approach point. Both the F and the M will be shown in reverse
video and in the same color as the waypoint.
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RTE Data
The ROUTE DATA page displays data for each waypoint on the ACT RTE 1 LEGS page and may be accessed
through the RTE DATA> prompt on line 6R of any ACT LEGS page.
The RTE DATA page displays Estimated Time of Arrival (ETA) when airborne or Estimated Time en Route (ETE)
on the ground and provides access to each waypoint WIND page. Data entry on the RTE DATA page is not
possible.
1L WAYPOINT ETA
Displays the HT1000-calculated waypoint ETA when airborne.
On ground ETE is displayed
2L WAYPOINT ETA
3L WAYPOINT ETA
4L WAYPOINT ETA
5L WAYPOINT ETA
6L <LEGS
LSK to return to ACT RTE 1 LEGS page
The center column displays the waypoints identifiers.
1. W> OR >
Displays the WIND page for the selected waypoint.
W indicates that wind data has been entered for the waypoint.
A chevron (>) without a W indicates that no wind data is entered for that way point or that wind data is
propagated from last entered waypoint-wind data.
2. W> OR >
3. W> OR >
4. W> OR >
5. W> OR >
6. NOT ASSIGNED
For wind input refer to Wind Input section.
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17.2.3.3 PROGRESS Page
Progress pages 1/2 and 2/2 display information relative to the progress of the flight. The pages are accessed by
the PROG function key.
Progress Page 1/2
1L
Displays the last waypoint crossed, altitude, time and fuel at that point
2L TO
Displays the active waypoint identifier (in MAGENTA), distance-to-go (DTG), and ETA at the active waypoint.
The DTG is the direct distance from the aircraft current position to the active waypoint
3L NEXT
Displays the aypoint identifier, distance-to-go and ETA. The DTG is the distance along the flight path from the
aircraft to the next waypoint
4L DEST
Displays the destination ICAO identifier.
DTG and ETA are measured along the flight plan route. If another waypoint NAVAID or airport is inserted into
this field the distance and ETA are measured directly to that point. If a flight plan waypoint is entered into 4L,
ENROUTE WPT is displayed in the label line above 4L. If the waypoint is not in the flight plan, the DIR TO
ALTERNATE is displayed in the label line above 4L. To return the destination to the original destination to the
original destination, line-select delete up to 4L.
5L NOT ASSIGNED
6L <POS REPORT
Displays the POS REPORT page. See the following section for more information
1RNOT ASSIGNED
2RNOT ASSIGNED
3RNOT ASSIGNED
4RNOT ASSIGNED
5RTO T/C (TOP-OF-CLIMB)
Top-of-climb is calculated based on the PERF INIT cruise altitude and the climb angle on the ground. In the
air, T/C is based on current ground speed and vertical speed as the aircraft flies toward its cruise altitude.
TO T/D (TOP-OF-DESCENT)
If the system is configured for VNAV and the flight plan contains a valid descent path, the T/D is based on the
first AT constraint in front of the aircraft. If not, T/D is based on cruise altitude, the descent angle, and the
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end-of-descent point. In this case, T/D will be adjusted for head and tail winds. The T/D is displayed within
200 nm of the destiantion.
6RPOS REF>
Displays the POS REF page
Progress Page 2/2
PROGRESS page 2/2 contains measured wind information, lateral and vertical tracking errors, TAS, GS, static
air temperature, and fuel information
1L TAS / GS
Current True Air Speed / Ground Speed are displayed in 1L. TAS is MAGENTA if manually keyed and is
YELLOW if failed
2L HDG / TK
Heading and track are displayed in 2L. HDG is MAGENTA if manually keyed, and the velocity in knots
3L XTK
Crosstrack Error the distance in nautical miles the aircraft is left or right of the intended track
4L FUEL USED
The total fuel used by all engines in operation
5L FUEL USED
Fuel used by each operating engine, numbered from left to right across the aircraft's
1CTO
Displays active waypoint in MAGENTA
2CNOT ASSIGNED
3CTKE
Track Angle Error The angle the aircraft is either diverging from or converging toward the intended track
1RWIND
Displays the current measured wind direction in degrees TRUE and the velocit in knots
2RDA
Drift Angle The angle between the aircraft heading and the intended track
3RVTK ERR
This information is displayed if the system is configured for VNAV and the aircraft is past the T/D of a valid
VNAV descent. The VTK Error displays in feet the distance the aircraft is above or below the vertical path.
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The display is active in the descent phase only. Above path deviations are indicated with a plus (+) sign below
path deviations are indicated with a minus (-) sign
4RSAT
Static Air Temperature in degrees centigrade if available
5RFUEL USED
Fuel used by each operating engine, numbered from left to right across the aircraft's
6RCALCULATED FUEL QTY
The fuel as calculated from takeoff minus fuel used during flight
17.2.3.4 Position Report
This page displays speed, altitude, and ATA for the last position (displayed in 1L) and ETAs for the TO and the
next destination. Current temperature, measured winds and the next waypoint are also displayed.
The POS REPORT page is accessed from PROGRESS page 1.
Other flight plan waypoints from the active route can be entered at 4L to display their ETAs at 4R. To return to its
default waypoint, line-select delete to 4L.
17.2.3.5 Holding Patterns
This section describes holding pattern creation, modification, and guidance
ACT RTE 1 HOLD Page
The ACT RTE 1 HOLD page provides a means of initiating a holding pattern contained in the route at the
aircraft's current position or any other desired point.
To access this page press the HOLD function key. The graphic below shows the display when the HOLD page is
loaded.
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6L HOLD AT
The HOLD AT line permits entry of flight plan waypoint or any other Navigation Database or pilot-defined
holding fix. A waypoint may be downselected from the HOLD page and then line-selected to 6L.
6RPPOS>
Selecting the Present Position (PPOS) prompt creates a holding pattern at the time EXEC is pressed.
Notes:
1. Selecting the PPOS HOLD while on an offset path deletes the offset path. The crew must define a path
back to the original route
2. A PPOS hold will create a discontinuity
The RTE HOLD page is used to review and change data associated with the holding patterns contained in the
route. The pilot can display and change the holding pattern or exit from an active holding pattern.
To access the holding definition page a waypoint must be entered in the box prompts at LSK 6L. A waypoint from
the HOLD page may be downselected as well and then line-selected to LSK 6L to open the holding definition
page.
The following graphic shows the holding definition page.
1L FIX
Displays the holding fix
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2L QUAD / RADIAL
Displays the Quadrant and Radial (QUAD / RaDIAL) and permits entry of an assigned holding radial that
causes 3L to reflect the reciprocal Inbound Course
3L INBD CRS / DIR
Displays the Inbound Course and Turn Direction (INBD CRS / DIR). The INBD CRS / DIR are entered through
the keyboard. Valid entries for the course are three-digit bearings optionally followed by L for left turn or R for
right turn. L or R will also be displayed next to the hold fix on the ACT RTE LEGS page
Note:
Default value in 3L is the present Inbound Course to the holding fix with standard right turns
4L LEG TIME
The length of the inbound leg of the pattern defaults to elapsed time instead of leg distance. It displays 1.0
minute at or below 14,000 feet and 1.5 minutes above 14,000 feet. This time can be changed by pilot-entry.
5L LEG DIST
Displays dashes unles the pilot makes akeyboard entry for leg distance, in which case LEG TIME 4L is
deleted
6L < ERASE
<ERASE is displayed only on the MOD RTE HOLD page. Selecting it deletes any pending modifcations, and
returns the display to the RTE LEGS page if the holding fix is deleted as a consequence
1RFIX BRG / DTS
Displays the continuously updated bearing and distance from the aircraft to the hold fix
2RFIX ETA
The FIX ETA line displays the estimated time to the holding pattern fix point. This information is updated each
time the fix point is crossed
3REFC TIME
The Expect Further Clearance (EFC) Time allows the pilot to enter the time further clearance can be
expected. It is for reference only and has no effect on hold parameters
4RNOT ASSIGNED
5RENTRY
Displays the type of entry the system will use during entry of the holding. Possible entries are DIRECT,
PARALLEL and TEARDROP. The way the holding is entered is computed automatically given the previous
parameters.
The EXEC key must be pressed to accept the assigned properties for the holding.
A new waypoint will then be added to the LEGS page.
When the aircraft arrived at the holding fix and entered the holding the display changes. The EXIT HOLD> LSK is
added as can be seen in the graphic below:
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6L <NEXT HOLD
Selecting the <NEXT HOLD prompt displays another ACT RTE 1 LEGS HOLD page where an additional
downpath hold can be programmed
6REXIT HOLD>
Displayed if the hold leg is the active leg.
Selection of the EXIT HOLD> at 6R causes EXIT ARMED to be displayed as shown in the following figure
When the EXEC key is pressed, the aircraft will continue in the holding pattern until it next reaches the holding
fix, then it will exit the hold.
RESUME (hold) may be selected at any time to cancel EXIT ARMED. An EXIT ARMED in 6R will be replaced
with NO EXIT DISCONTINUITY when EXIT ARMED is not available. Exit Hold will not arm if a route
discontinuity exists directly after the hold on the flight plan route. To arm the EXIT HOLD the crew must
remove the discontinuity, or perform a DIRECT TO to the next waypoint on the flight plan.
Notes:
1. If an NDB procedure adds a holding pattern as part of the approach procedure, the hold may be exited
automatically. A message EXIT HOLD ARMED will be displayed in the scratchpad one minute prior to exiting
the hold fix, in all cases. The pilot may select the HOLD page and select the RESUME HOLD> prompt if
required to proceed for another circuit.
2. Some departures will have a hold-to-altitude built into the SID. Once the aircraft reaches the predefined
altitude, it will automatically exit the hold. Therefore, the crew should monitor the exit status on the RTE HOLD
page.
3. If there is a discontinuity after the hold, the EXIT HOLD> prompt will be replaced by a NO-EXIT-
DISCONTINUITY indication until the discontinuity is removed
4. When a hold is executed, it creates a hold fix on the LEGS page. The hold fix on the LEGS page can be
deleted without creating a discontinuity.
5. In case you programmed more than one holding, use the PREV and the NEXT key to cycle through the
different holding definitions.
RESUME HOLD>
Displayed if EXIT ARMED> has been selected.
Selecting RESUME HOLD> at 6R before crossing the hold fix causes the aircraft to continue in the previously
selected holding pattern
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Holding Pattern Guidance
When the holding pattern is created by the pilot, the system builds the geometry of the hold using the current
aicraft groundspeed with the configured autopilot bank limits. If the geometry of the hold exceeds the holding
airspace requirements, the system will restrict the size of the hold and annunciate the HIGH HOLDING SPEED
message approaching the hold fix. Thus the system indicates that it will not be able to fly the restricted holding
pattern due to the configuration roll limits and current aircraft speed.
The size of the holding pattern is frozen while the aircraft is in the holding pattern and is not adjusted until the
aircraft is next flown over the hold fix. When the aircraft next crosses the holding fix, another snapshot of the
aircraft's groundspeed is taken and the holding pattern is resized if necessary.
Note:
Pilots must adhere to the maximum allowable holding speed or less for holding patterns, since the HT1000
computes pattern sizes based on the speed at the initial crossing of the hold fix.
17.2.4 Descent
The HT1000 VNAV descent function is an advisory function only.
It only displays descent path deviation to the crew in the descent phase and it does not provide autopilot coupling
via pitch steering commands.
The VNAV function creates a fixed geometric path that is independent of winds and aircraft performance.
The descent path construction begins at the End-Of-Descent (E/D) and builds backwards to the Top-of-Descent
(T/D) point. Thus it complies with all altitude constraints.
The crew can use the DESCENT page to evaluate the ability of the aircraft to maintain descent path.
VNAV data and path deviation indications are provided to the crew on the following pages:
DESCENT page
LEGS page
PROGRESS 2/2 pages
Path deviation is also displayed on the HSI and ADI.
17.2.4.1 Descent Path Construction
The HT1000 is enabled to construct a descent path only when the following conditions are met:
The flight plan must contain a destination airport
The flight plan must contain at least one AT altitude constraint in the descent phase
A cruise altitude must be entered on the PERF INIT page
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Caution
Ensure that the holding pattern conforms to ATC requirements. The HT1000 does not
automatically generate holding patterns as published on the associated navigation chart unless
the holding pattern is part of an approach or missed approach procedure.
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Descent Path Construction
Flight Plan Discontinuities
As the aircraft sequences into the discontinuity, Vertical Deviation indications are blanked and set invalid
Procedure Turns
When a procedure turn is inserted into the flight plan, the distance around the procedure turn is used in the
descent path calculation
Lateral Offset
Vertical Deviation is blank when lateral offset is entered
Holding Patterns
Manual (Pilot-Entered) Holds
The distance around the holding pattern is not counted in the descent path (it is not used to calculate
DTG). Vertical Deviation from the descent path is blanked
NAV Database Holds
When a holding pattern is part of a NAV database procedure, the distance around the holding pattern is
used in the descent path calculation, and Vertical Deviation is displayed
17.2.4.2 Display of VNAV Data (Summary)
LEGS page
Displays descent path angles, waypoint crossing altitudes and speed constraints from the Navigational
Database
PROGRESS Page 1
This page displays T/D, DTG and ETA
PROGRESS Page 2
The page displays the numerical vertical deviation data and T/D DTG / ETA
DSECENT page
includes
Active vertical constraint
Next vertical constraint
End-of-Descent constraint
T/D information and DTG and T/D
Aircraft Current Flight Path Angle
Vertical bearing to the active vertical constraint
Aircraft current Vertical Speed
Required Vertical Speed to fly the descent path
Long / Short path distance information
Numerical vertical deviation from descent path
VNAV scratchpad messages
These include:
VERTICAL TRACK CHANGE ALERT
descent path deleted
end-of-descent
act descent path invalid
vnav path not received
DESCENT PATH DEVIATION DISPLAY
The vertical path deviation is displayed by the EFIS as similar to the glideslope display. Both are distinguished
by a 'G' displayed for glideslope deviation and a 'V' for vertical path deviation.
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The scale becomes active when the aircraft is 30 seconds from T/D
FLAGS
A flag on the vertical deviation scale will be displayed when indicating a failure. This can occur with a BARO
ALT FAIL or UNABLE RNP message
FLIGHT DIRECTOR
The HT1000 provides no information to the flight director in the vertical axis
17.2.4.3 ACT RTE LEGS Page (VNAV Information)
VNAV information is presented on the LEGS pages. The displayed altitude may be either an altitude constraint or
a predicted altitude computed by the system along the descent profile at the waypoint. To distinguish these two,
constraints are displayed in LARGE font and predictions are displayed in SMALL font.
The following types of constraints are available:
AT
AT or ABOVE
AT or BELOW
window constraint
Furthermore the LEGS page also displays the descent path angle for the descent profile of each descent leg
Altitudes
An altitude constraint may com from the navigation database as part of a selected procedure or it may have been
entered by the crew. Pilot entries will override a navigation database constraint but they are not allowed for FAFs
or MAPs and any waypoints between the FAF and the MAP.
When an altitude is entered by the crew, the value is displayed in CYAN.
AT constraints are displayed as 14,000
AT or ABOVE constraints are displayed as 14,000A
AT or BELOW constraints are displayed as 14,000B
window constraint constraints are displayed as 15,000B/10,000A
Above the transition altitude, information will be displayed as flight levels.
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17.2.4.4 PROGRESS Page (VNAV Information)
The PROGRESS page displays two fields relevant for VNAV operations: The T/D (Top of Descent) and Vertical
Track Error (VTK ERR).
3RVTK ERR
On PROGRESS page 2/2, vertical track error is reported. It is reported in feet, with a plus (+) sign to indicate
above path or a minus (-) to indicate below path.
The vertical track error is displayed whenever the aircraft is in the active descent mode.
TO T/D
The T/D is shown on PROGRESS page 1/2.
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17.2.4.5 DESCENT Page
Press VNAV to open the DESCENT page. When the aircraft is airborne the DESCENT page is opened
instantaneously, otherwise use the NEXT and PREV key to cycle through the pages until the DESCENT page is
opened.
The VNAV Page before Top-of-Descent
The VNAV Page during descent
1L NOT ASSIGNED
.
2L E/D XXXXX
This field displays the E/D waypoint, which is the last waypoint in the descent that has an AT altitude
constraint associated with it.
3L NOT ASSIGNED
4L NOT ASSIGNED
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5L FOF / 6330
Displays the altitude contraint for the next waypoint. In this case the waypoint FOF (Fort-de-France) must be
passed at 6,330ft or above.
1CVTK ERR
Vertical track error is reported in feet, with a plus (+) sign to indicate above path or a minus (-) to indicate
below path. The vertical track error is displayed whenever the aircraft is in the active descent mode and is
rounded to the nearest 10 feet.
2CDTG
Displays the Distance-to-Go (DTG) to the active vertical waypoint displayed in 2L
3CNOT ASSIGNED
4CNOT ASSIGNED
5CFPA
Displays the current aircraft inertial flight path angle (FPA) in degrees relative to the ground
1RVS
Vertical Speed (VS) displays actual vertical speed of aircraft. Vertical Speed will be rounded to the nearest
100 feet.
2RVS REQ.
Displays the VS required to cross the active vertical waypoint at the required altitude constraint, which is
shown in 2L. When the designated waypoint is not he active vertical waypoint or before reaching the T/D, this
value is the predicted rate-of-descent to follow the descent path.
3RNOT ASSIGNED
4RNOT ASSIGNED
5RVB
Vertical Bearing (VB) displays the angle from the aircraft to the waypoint and altitude displayed in 5L. This
provides an indication of the descent flight path angle (FPA) required ro reach the waypoint at the altitude
displayed in the FIX / Alt field. Flying the aircraft with a descent angle flight path angle (FPA) steeper than the
displayed vertical bearing (VB) ensures that the aircraft will reach the altitude displayed in the FIX / ALT field
prior to the designated waypoint.
6RVDEV ON OR VDEDV OFF
When selected ON, the HT1000 provides vertical deviation information (to the forward panel displays
ADI/HSI, EFIS). Pressing 6R, VDEV SELECT OFF>, turn off the vertical deviation outputs.
17.2.4.6 VNAV Messages
DESCENT PATH DELETED
This message is displayed if the pending route modification will result in no descent path
VERTICAL TRACK CHANGE ALERT
END OF DESCENT
This message appears whenever the aircraft is 2 minutes, 30 seconds, or 10 seconds from the last altitude
constraint on the descent path.
ACT DESCENT PATH INVALID
This message appears when the system detects a climb in the descent path. VNAV is set invalid when this
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message is displayed
VNAV PATH NOT RECEIVED
VNAV Path Information was not received by the receiving unit. Message may be the result of a temporary
interruption to the transfer process. Any flight plan MOD will remedy this situation
17.2.5 Arrival / Approach
17.2.5.1 Arrival Selection
The DEP / ARR INDEX provides access to arrivals for the destination airport.
To access the departure and arrival pages press the DEP/ARR key. Access is given at any time.
Arrivals are provided for the destination and the departure airport (in case a return is necessary), press the
appropriate LSK next to the displayed ICAO identifier to open the arrival page. Press LSK 2R to access the
arrival pages for Fort-de-France, TFFF.
All STARS, STAR transitions, approaches, approach transitions and runways for the arrival airport are displayed
on the arrival pages:
When the pilot preselects the appropriate STAR, STAR transition, Approach and approach transition, the screen
will blank all other STARS and approaches and show only the pilots selections. SEL is displayed next to the
selections made. When the route is activated SEL will change to ACT (ACTIVE).
Example / Tutorial
1. Press DEP/ARR key
2. Select 2R to open the arrival pages for TFFF
3. Press LSK 2R to select runway 27
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4. Proceed to page 3
5. Press LSK 2L for DOM3G STAR once the STAR is selected the transitions are displayed on the right
6. Go back to page 2
7. Press LSK 3R to select DOM transition
8. The display should now look like this (note that the selected DOM3G STAR is not visible):
Notes:
1. If a route has been activated, the label line is changed to ACT RTE 1 (or ACT RTE 2) on the DEP / ARR
INDEX page
2. If RTE 1 and/or RTE 2 have not been defined, the data fields below the respective title lines will not show
departure or arrival airports
3. Be sure that when selecting arrivals for a destination airport that you are selecting from the active route. Look
for the ACT in front of RTE 1 or RTE 2 on the DEP / ARR INDEX page
4. The name of the procedure and transition selected can be reviewed on the RTE page
5. Returning to the arrival index and reselcting a procedure will initiate a new procedure / transition selection
process and will delete the previously selected procedure / transition
The DEP / ARR INDEX page also allows the pilot to access departuer and arrival information of airports not
defined in the route. See 'Preflight Departure Information' Section
17.2.5.2 Approach Terminology Used In This Guide
The HT1000 provides the following types of approaches
1. Non-Precision Approaches include GPS stand-alone, or GPS overlays of VOR, VOR-DME, NDB, etc, that are
flown to the MAP (missed approach point). LNAV roll steering is provided on these approaches and presented
on the HSI or EFIS Map display. The autopilot may be coupled laterally.
2. VNAV approaches are GPS overlay or stand-alone approaches that are flown down to the MDA or DA(H) with
lateral and vertical deviation guidance. LNAV roll steering is provided on the approaches allowing autopilot
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Caution
After selecting an approach, there may be a short delay before the corresponding transitions
appear. Do not press the EXEC key before reviewing appropriate transitions
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cooupling. Lateral path deviation is presented on the HSI or EFI Map display. Vertical deviation from the
VNAV path is displayed on the EFIS Map and HSI/ADI
3. A SCAT 1 approach uses differential GPS to provide precision approach capability down to CAT 1 minimums.
The SCAT 1 approach allows autopilot coupling to both the final approach course and glideslope )not
simulated)
17.2.5.3 Non-Precision Approaches
Selecting a non-precision approach
Non-precision approaches to the destination airport are accessed from the DEP / ARR page. To select an
approach, press the line-select key next to the destination airport ARR> prompt on the DEP / ARR page.
All approaches for the destination airport will be listed along the right side of the page. If there is more than one
page (as indicated by 1/2 or 1/3 in the upper right hand corner), use the NEXT and PREV key to cycle through
the subsequent pages.
Find the desired approach and press the adjacent LSK to append the approach segments to the flight plan,
including the missed approach if provided.
After an approach has been selected, the transitions to the approach will appear on the same page. After an
approach has been selected it may take a few seconds for the transitions selection to appear. If desired, a
transition segment to the approach can be selected.
Note: After selecting the approach and any approach transitions, the crew should review the procedure on the
LEGS page for any discontinuities, incorrect bearings or distances. The approach as represented on the LEGS
page should conform to the approach plate. In the event of any disparities the approach plate is the final
authority.
The missed approach procedure also will be appended to the flight plan but must be manually connected to the
missed approach point on the LEGS page when it is desired to fly the missed approach procedure. This is done
at the prompt labelled <EXECUTE MISSED APPROACH. Pressing the line-select key next to this prompt will tie
the missed approach procedure to the missed approach point and will no longer allow HT1000 into approach
mode.
Flight Director Indications
The HT1000 will provide roll steering commands to the autopilot and flight director.
Indications on the LEGS Page
The FAF is identified on the LEGS page by an F displayed in inverse video adjacent to the FAF waypoint. The
Missed Approach Point (MAP) is identified with an M displayed in inverse video adjacent to the MAP waypoint.
For Flight Simulation use only
17 - 159
ATR 72-500
Flight Management System
17.3 Miscellaneous
17.3.1 REF NAV Data Page
The Reference Navigation Data (REF NAV DATA) Page provides information for navaids (VORs and NDBs),
waypoints and airports stored in the navigation data base. It is accessed by selecting the NAV DATA> prompt at
LSK 2R on the DATA INDEX page. Remember, the DATA INDEX page is accessed by pressing the DATA
function key.
Now press LSK 2R to access the REF NAV Data page
Enter an IDENT in 1L as explained below.
1L IDENT
A valid entry is the identifier for any navaid in the navigation data base. Changing the page causes the
waypoint to be replaced with dashes and associated data is removed. Deletion of a 1L entry is not permitted.
For Flight Simulation use only
17 - 160
ATR 72-500
Flight Management System
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
STEPS:
1. Enter MUN in the scratchpad to indicate REF NAV DATA for the Munich, MUN VOR
2. Lineselect the entry to LSK 1L
Now the Display should look like this:
1L IDENT
MUN
The ident of the displayed navaid
2L LATITUDE
This field displays the latitude of the fix entered in 1L
3L MAG VAR
The title line displays Magnetic Variation (MAG VAR) from true North when the identifier is a navaid. The
magnetic variation is for the navaid
4L COUNTRY
Displays country in which the waypoint is located
1RFREQ
The field in 1R displays the navaid Frequency (FREQ). In this example, the frequency for MUN is 112.30
2RLONGITUDE
For Flight Simulation use only
17 - 161
ATR 72-500
Flight Management System
Displays the longitude of the fix entered in 1L
3RELEVATION
This field displays the elevation of the navaid, airport (reference point), or runway threshold entered in 1L
17.3.2 DATA INDEX and NEAREST Pages
The DATA INDEX page provides access to the NEAREST pages.
The four NEAREST pages include nearest airports, VOR/DMEs, ADFs, and waypoints.
NEAREST INDEX
Pressing the adjacent LSK displays a page listing the nearest airports, VOR/DMEs, ADFs, or waypoints. Each
listing will display up to four pages of airports, VOR/DMEs, ADFs or waypoints in increasing distance from the
current aircraft position. The bearing and distance to each airport, VOR/DME, ADF, or waypoint is provided.
Press LSK 1L to display the nearest airports.
The above figure shows the nearest airports when located at Le Raizet airport (TFFR).
17.3.3 Create and Save User Routes
Similar to Company Routes, previously entered and saved routes, as well as flight plans created with the flight
For Flight Simulation use only
17 - 162
ATR 72-500
Flight Management System
simulator's flight planner may be loaded into the HT-1000.
17.3.3.1 Import of a flight simulator planner created route
To import a flight simulator flight plan:
1. Load the flight plan into the flight simulator's flight planner
2. Press the MENU key on the HT-1000
Now the Display should look like this:
3. Press LSK1L to load the flight plan
4. Now the flight plan still needs to be activated see the Route Activation section for details.
17.3.3.2 Saving a user defined route
In case you have already entered a route into the HT-1000 and now want to save it, perform the following steps:
1. Open the RTE page 1
2. Enter the filename into the scratchpad, i.e. F1TUT-TFFRTFFF and lineselect it to 3R by pressing LSK 3R
3. Press LSK 5R to actually save the route.
The display now should look like this:
For Flight Simulation use only
17 - 163
ATR 72-500
Flight Management System
Routes are saved to the folder [Flight simulator Directoy]\Flight One Software\Flight One ATR 72-500\FlightPlans
and have the ending *.rte.
17.3.3.3 Loading a user defined route
To load a route from previously saved routes, do the following:
1. Open RTE page 1
2. Press LSK 4R to open USER R(ou)TES
For Flight Simulation use only
17 - 164
ATR 72-500
Flight Management System
3. Press the LSK adjacent to the route you want to load. In this example the route F1TUT-TFFRTFFF shall be
loaded, thus LSK 2L must be pressed.
4. Then select the LSK6L or LSK6R to load the selected route to RTE 1 or RTE 2. For example choosing LSK6L
for route one leads to the following display:
5. Now the route must be activated still see the Route activation section for details on activating a route.
For Flight Simulation use only
17 - 165
ATR 72-500
Introduction
18 - 1

IMPORTANT / CRITICAL INFORMATION

You must read this before attempting to use the ATR72-500 in Flight
Simulator !

Failure to follow this advice will almost certainly
ensure operating difficulties with this product.

The following applies not only to the ATR72-500, but to any add-on aicraft you may be installing
into Flight Simulator, and in most cases will ensure proper operation of the product.

The below instructions are provided by the developers of the ATR72-500, who have years of experience
programming in the FS environment, and know what is best in order to operate within the structure of
Flight Simulator. These instructions do not indicate that there is any defect in the ATR product, but
instead tell you how you should properly load new aircraft and save flights within the FS environment in
order to avoid operational problems.

With any add-on as complex as the ATR72-500 it is ESSENTIAL that after installation of the product that you first
load it into Flight Simulator AFTER first loading the default FS start flight. This is the start flight that features the
Cessna at Seattle - Tacoma (KSEA) airport.

NEVER load the ATR over some other saved flight, especially one containing another complex add-on
aircraft.

If your default start flight is not the default start flight described above, please do the following :

1. Start Flight Simulator (FS).
2. Select the default start flight from the menu.
3. Save this flight and check the box to make it your default start flight (you can always change it later).
4. Exit Flight Simulator.
5. Start Flight Simulator again.
6. Once the default start flight (the Cessna at KSEA) has loaded, select the ATR from the menu and load it
into FS.
7. With the ATR now loaded, make any changes to the flight situation that you wish, such as moving to a
different airport, changing weather settings, etc.
8. You may now save this flight with your ATR.
9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight from spot
view, tower view, virtual cockpit view, or any view except the 2D cockpit view.








Always save your flight from the 2D cockpit view, and NEVER from
any other view. This will ensure proper loading of gauges and
initialization of the aircraft.


For Flight Simulation use only



ATR 72-500
Aircraft Model & Virtual Cockpit / Cabin
18 - 2

IMPORTANT!

Aircraft models and their various features are selected from both the FS aircraft menu, and the
Configuration Manager Utility. Please read the manual for the Configuration Manager for information
about its features and what can be selected via it.

The ATR72-500 consists of two separate aircraft models. One is the external model, and this is a
complete ATR72-500 aircraft which can be viewed using spot view. The second is an internal model
featuring the virtual cockpit and cabin.

This internal model is NOT a complete aircraft, and does not feature a complete external aircraft model.
This is intentional in order to boost computer performance. If you should venture outside the virtual
cockpit or cabin you will see that the external aircraft is not complete, and this is perfectly normal. If you
wish to view the outside of the aircraft, please use spot view, and you will then see the complete external
aircraft model.

External Aircraft model

Opening & Closing doors

There are two (2) doors that can be opened / closed on the ATR72-500: The aft passenger door, and the forward
baggage / cargo door.

To open the aft passenger door: Press the default FS key command of Shift E. This means to quickly tap the
shift key plus the E key simultaneously. When the passenger door is opened, the required tail stand will
automatically appear under the tail. This tail stand is normally put into place by a member of the ground staff, and
is not a device that extends from the aircraft.


To open the forward baggage door: Experience has shown that the FS default command for this (Shift E + 2)
is often unreliable. For this reason we have changed the command to open / close the baggage door to that
utilizing the wing fold key command.

The wing fold command is NOT assigned a key by default in FS, and as such you will need to assign a key to it
under the Options / Controls / Assignments menu in FS. We suggest using Ctrl 6 for this purpose
(simultaneously pressing the Ctrl and 6 keys), however, if you have already assigned this to something else, you
may certainly experiment with other key combinations.


Sounds

The internal and external sounds featured in the ATR72-500 aircraft were recorded from a real ATR72-500
aircraft, during an engine run-up provided for this purpose. They were then edited / optimized to ensure that they
faithfully reproduced the sounds of the aircraft. For maximum realism we suggest turning the volume on your
computer to maximum, along with the engine sound slider in FS. Provided, of course, your speakers and your
next door neighbor can handle this!





Continued on next page.






ATR 72-500
Aircraft Model & Virtual Cockpit / Cabin
18 - 3


3D Virtual Cockpit and Cabin model

To access the virtual cockpit / cabin from the 2D cockpit, press the S key.

The ATR 72-500 features a fully interactive virtual cockpit. With the exception of the FMC, every gauge, control,
switch, etc. that can be operated in the 2D cockpit can be operated in the virtual cockpit. The FMC is not
operational in the virtual cockpit for the following reasons: A. In its real location, it is too difficult to access to be of
practical use, and it would also be difficult to read the display on most computer monitors. B. Computer
performance is improved by having only one installation of the FMC, and this is in its 2D pop-up window. When in
the virtual cockpit, use the FMC in its 2D pop-up window.


Moving around the 3D Cockpit & Cabin:

The ATR72-500 has a fully modeled virtual cabin, with animations, night lighting, and many details to explore. By
default, FS2004 has a limitation regarding how far you can go back into the virtual cabin. So, to be able to stroll
through the virtual cabin, you will need a special utility.

Flight1 has a free utility that will allow you move about the aircraft, as well as provide other special
viewing features. To get the free Flight1 View Utility, please go to www.flight1.com and click on the "Free
Downloads" link on the web site, or visit http://atr.flight1.net. If you have the CD ROM version, please look in the
Utilities subfolder on the CD ROM.

Virtual Cockpit features:


To move the Sun Visors: Note the location of the click spots below. The large click spot is used to fold / unfold
the visor, while the smaller one is used to swing the visor left / right. Only when the visor is swung to the right may
it then be folded up. In the photo the visor is shown folded up (stowed).

The white boxes indicate the approximate positions of the click spots.














Continued on next page.






For Flight Simulation use only




ATR 72-500
Aircraft Model & Virtual Cockpit / Cabin
18 - 4


Operating the arm rest: Click on the arm rest to fold it up / down.



Removing the yoke: For operator convenience or enhanced panel visibility, the control yoke / column can be
removed by clicking on it. To restore the yoke, click on the spot where the column enters the floor.





Exiting the cockpit: To exit the cockpit you must first unlock the door. The door switch is located on the aft
portion of the center stand. Use left / right mouse clicks to move the switch to the desired position. After setting
this switch to the OPEN position (note the associated annunciation to the left of the switch), click on the door to
open it.






NOTE: As previously mentioned, if you wish to exit the cockpit and enter the cabin, you will need to use
an add-on camera utility.

Continued on next page.



For Flight Simulation use only




ATR 72-500
Aircraft Model & Virtual Cockpit / Cabin
18 - 5


To enter the cabin: Once the cockpit door is open, move into the baggage area, and click on the cabin door to
open it. The cabin is extremely well-detailed, and features the aft galley, baggage area and lavatory. When
returning to the cockpit, do the reverse, and click on the cabin door to re-enter the baggage area, and the cockpit
door to enter the cockpit.




The lavatory: At the very rear of the cabin, next to the passenger door, is the lavatory. Click on the door to open
it.




The toilet seat may be opened / closed by clicking on it. The toilet can be flushed by clicking on the button.













For Flight Simulation use only




ATR 72-500
Aircraft Flight Manual
For Flight Simulation Use Only
Please read the important Notice that
appears on the next page of this manual
NOTICE
This manual is provided as both an informational and educational
reference for the ATR 72-500. It is not for real world flight operations or
training, but for Flight Simulation use only.

Otherwise, we hope you find this manual informative; one that enhances
your experience flying the simulated ATR 72-500.

Thank you!

ATR 72-500

Aircraft Flight Manual

Table of Contents


Glossary
1. Aircraft General
2. Limitations
3. Procedures
4. Normal Procedures*
5. Operating Data
6. Power Setting
7. Take-Off
8. Climb
9. Cruise
10. Holding
11. Descent
12. Approach & Landing
13. Flight Planning

* Includes Normal Checklists

PARTICULAR EXPLANATIONS
GENERAL
AFM
DEFINITION OF WORDING
Note : An operating procedure, technique etc. considered
essential to emphasize
CAUTION : An operating procedure, technique etc. which may
result in damage to equipment if not carefully followed
WARNING : An operating procedure, technique etc. which may
result in injury or loss of life if not carefully followed.
UNIT CONVERSION
Weight 1 kg = 2.2046 lb 1 lb = 0.4536 kg
Length Altitude
Distance 1 m = 3.2808 ft 1 ft = 0.3048 m
1 m = 39.3701 in 1 in = 0.0254 m
Pressure 1 HPa = 0.0145 psi 1 psi = 69 HPa
Temperature 1 C = ( 1 F 32 ) x .555 1 F = 1 C x 1.8 + 32
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL
AFM
GLOSSARY OF STANDARD ABBREVIATIONS
AAS Antiicing Advisory System
A/C Aircraft
AC Alternating Current
ACW Alternating Current Wild Frequency
ADC Air Data Computer
ADF Automatic Direction Finding
ADI Attitude Director Indicator
ADU Advisory Display Unit
AFCS Automatic Flight Control System
A/FEATH Automatic Feathering
AFM Airplane Flight Manual
AFT Rear Part
AFU Auto Feathering Unit
AGL Above Ground Level
AH Ampere Hours
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
AIR COND Air Conditioning
ALT Altitude
ANN Annunciator
AP AutoPilot
APP Approach
ARM Armed
ASCB Avionics Standard Communications Bus
ASD Acceleration Stop Distance
ASI Air Speed Indicator
ATC Air Traffic Control
ATE Automatic Test Equipment
ATPCS Automatic Take off Power Control System
ATT Attitude
ATTND Attendant
AUTO Automatic
AUX Auxiliary
BARO Barometric
BAT Battery
BC Back Course
BPCU Bus Power Control Unit
BPU Battery Protection Unit
BRK Brake
BRNAV Basic Area Navigation
BRT Bright
BTC Bus Tie Contactor
BTR Bus Tie Relay
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL
AFM
BXR Battery Transfer Relay
CAB Cabin
CAP Crew Alerting Panel
CAPT Captain
CAS Calibrated Air Speed
CAT Category
C/B Circuit Breaker
CCAS Centralized Crew Alerting System
CDI Course Deviation Indicator
CFC Constant Frequency Contactor
CG Center of Gravity
CHC Charge Contactor
CH Charge
CHG Charger
CL Condition Lever
CLA Condition Lever Angle
CLB Climb
CLR Clear
CM Crew Member
COM Communication
COMPT Compartment
CONFIG Configuration
CONT Continuous
CORRECT Correction
CPL Auto Pilot Coupling
CR Cruise
CRC Continuous Repetitive Chime
CRS Course
CRT Cathodic ray tube
CRZ Cruise
CTL Control
CVR Cockpit Voice Recorder
dB Decibel
DC Direct Current
DEC Declination Decrease
DELTA P Differential Pressure
DEV Deviation
DFDR Digital Flight Data Recorder
DG.C Celsius Degree
DGR Degraded
DH Decision Height
DIFF Differential
DIM Light Dimmer
DIST Distance
DME Distance Measuring Equipment
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL
AFM
DN Down
DSPL Display
EADI Electronic Attitude Director Indicator
EEC Electronic Engine Control
EFIS Electronic Flight Instrument System
EGHR External Ground Handling Relay
EHSI Electronic Horizontal Situation Indicator
ELEC Electrical
ELV Elevation
EMER Emergency
ENG Engine
EPC External Power Contactor
ET Elapsed Time
ETOPS Extended Twin Operations
EXT Exterior, External
EXC External Power/Service Bus Contactor
FAIL Failed, Failure
FD Flight Director
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FEATH or FTR Feather, Feathering
FF Fuel Flow
FI Flight Idle
FL Flight Level
FLT Flight
F/O First Officier
FQI Fuel Quantity Indication
FT, ft Foot, Feet
FU Fuel Used
FWD Forward
GA Go around
GAL Galley
GC Generator Contactor
GCU Generator Control Unit
GD Gear Down
GEN Generator
GI Ground Idle
GMT Greenwitch Mean Time
GND Ground
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
G/S Glide Slope
GU Gear Up
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL
AFM
HD Head Down
HDG Heading
HF High Frequency
HI High
HLD Hold
HMU Hydromechanical Unit
HP High Pressure
HPa Hecto Pascal
HSI Horizontal Situation Indicator
HYD Hydraulic
IAF Initial Approach Fix
IAS Indicated Air Speed
IDT Ident
IFR Instrument Flight Rules
ILS Instrument Landing System
IN, in Inch, inches
INC Increase
IND Indicator
IN/HG Inches of Mercury
INHI Inhibit
INST Instrument
INT Interphone
INV Inverter
ISOL Isolation
ITT Inter Turbine Temperature
Kg Kilogramme
KHZ Kilo Hertz
KT, kt Knot
K VSR Coefficient of VSR
LB Pound
LBA Lowest Blade Angle
LDG Landing
L/G Landing Gear
LH Left Hand
LIM Limitation
LNAV Lateral Navigation
LO Low
LOC Localiser
LO PR Low Pressure
LT Light
LVL Level
m Meter
MAC Mean Aerodynamic Chord
MAN Manual
MAP Ground Mapping
MAX Maximum
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL

AFM
MBE Maximum Brake Energy
MC Master Caution
MCT Maximum Continuous
MEA Minimum en Route Altitude
MFC Multi Function Computer
MGT Management
MHZ Megahertz
MIC Microphone
MIN Minimum
MKR Marker
MLW Maximum landing weight
MM Millimeter
MMO Maximum Operating Mach
mn Minute
MRW Maximum ramp weight
MW Master Warning
MTOW Maximum Takeoff Weight
MZFW Maximum zero fuel weight
NAV Navigation
NDB Non Directional Bearing
NEG Negative
NH High Pressure Spool Rotation Speed
NIL Nothing, No object
NM Nautical Mile
NORM Normal
NP Propeller Rotation Speed
N/W Nose Wheel
OAT Outside Air Temperature
OBS Omni Bearing Selector
OCL Obstacle Clearance Limit
OUTB Outboard
OVBD Overboard
OVHT Overheat
OVRD Override
OXY Oxygen
PA Passenger Adress
PAX Passenger
PB Push Button
PCU Propeller control Unit
PEC Propeller electronic control
PF Pilot Flying
PIT Pitch
PL Power Lever
PLA Power Lever Angle
PNF Pilot Non Flying
PNL Panel
POS Position
PR Pressure
PRESS Pressurization, Pressure
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL
AFM
PRKG Parking
PROP Propeller
PSI Pound per Square Inch
PT Point
PTT Push to Talk, Push to Test
PWR Power
QFU Runway Heading
QTY Quantity
RA Radio Altitude
RAD/INT Radio/Interphone
RAIM Receiver Autonomous Integrity Monitoring
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RCU Rudder releasable Centering Unit
RECIRC Recirculation
REF Reference
REV Reverse
RH Right Hand
RMI Radio Magnetic Indicator
RPM Revolution Per Minute
RQD Required
RTO Reserve Takeoff
RUD Rudder
RWY Runway
SAT Static Air Temperature
SBY Stand By
SC Single Chime, Starter Contactor
SEL Selector
SGL Single
SGU Symbol Generator Unit
SID Standard Instrument Departure
S/O or SO Shut Off
SPD Speed
SSR Service Bus Select Relay
STAB Stabilizer
STAR Instrument Arrival
STBY Stand By
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYS System
TAS True Air Speed
TAT Total Air Temperature
TBD To be Determinated
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL
AFM
TCAS Traffic alert and collision avoidance system
TCAS RA TCAS resolution advisory
TCAS TA TCAS traffic advisory
TCS Touch Control Steering
TEMP Temperature
TGT Target
TK Tank
TLU Travel Limitation Unit
TO Takeoff
TOD Takeoff Distance
TOR Takeoff Run
TOW Takeoff Weight
TQ Torque
TRU Transformer Rectifier Unit
UBC Utility Bus Contactor
U/F Underfloor
UHF Ultra High Frequency
UNDV Undervoltage
UNLK Unlock
UTLY Utility
VA Design Maneuvering Speed
VAPP Approach Speed
VC Calibrated Airspeed
VENT Ventilation
VERT Vertical
VFE Flaps Extended Speed
VFR Visual Flight Rules
VFTO Final Takeoff Speed
VGA Go around speed
VHF Very High Frequency
VLE Landing Gear Extended Speed
VLO Landing Gear Operating Speed
VLOF Lift Off Speed
VMCA Minimum Control Speed in flight
VMCG Minimum Control Speed on Ground
VMCL Minimum Control Speed in Flight (Landing config).
VMO Maximum Operating Speed
VMU Minimum Unstick Speed
VOR VHF Omni Directional Range
VR Rotation Speed
VRA Rough Air Speed
VSR Stall Speed
VS Vertical Speed
VSI Vertical Speed Indicator
VU Visual Unit
WARN Warning
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
PARTICULAR EXPLANATIONS
GENERAL

AFM
XFEED Cross Feed
XFR Transfer
YD Yaw Damper
Z Altitude
ZA Aircraft Altitude
ZCTH Theoretical Cabin Altitude
ZFW Zero Fuel Weight
ZP Pressure Altitude
ZPI Indicated Pressure Altitude
ZRA Radio Altimeter Altitude
nP Differential Pressure
For Flight Simulation use ONLY
ATR 72-500
GLOSSARY
ATR 72-500
AIRCRAFT GENERAL 1-01
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
AIRCRAFT GENERAL 1-02
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
AIRCRAFT GENERAL 1-03
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LIMITATIONS 2-01
FOR FLIGHT SIMULATION USE ONLY
R Model : 102-202-212-212A
GENERAL
LIMITATIONS
P 2
JUN 97
180
2.01.01
MANEUVERING LIMIT LOAD FACTORS
FLAPS RETRACTED = + 2.5 TO - 1G
FLAPS EXTENDED = + 2 TO 0 G
GEAR DOWN = + 2 TO 0 G
The corresponding positive accelerations limit the bank angle in turns and the severity
of pull up maneuvers.
CARGO DOOR OPERATION
Do not operate cargo door with a cross wind component of more than 45 kt.
DISPATCHIBILITY
For dispatch in the event of equipment failure or missing equipment refer to MEL/CDL.
MAXIMUM NUMBER OF PASSENGER SEATS
74
as limited by emergency exits configuration. Other limitations such as that as limited by emergency exits configuration. Other limitations such as that
given by the emergency evacuation demonstration must be respected.
AA
ATR 72-500
LIMITATIONS 2-02
74
FOR FLIGHT SIMULATION USE ONLY
Your simulated ATR is configured with 68 passenger
seats, for greater passenger comfort.
Mod : (4439 or 5150) + 4671 + 5213 Model : 212A
WEIGHT AND LOADING
LIMITATIONS
P 1
JUL 00
650
2.01.02
DESIGN WEIGHT LIMITATIONS
MAXIMUM WEIGHT KG LB
TAXI 22 670 49 978
TAKE OFF 22 500 49 603
LANDING 22 350 49 273
ZERO FUEL 20 500 45 194
CENTER OF GRAVITY ENVELOPE
The limits of center of gravity are given in percentage of the mean aerodynamic chord
(MAC), landing gear extended.
The MAC is 2.303 meters long (90.67) inches.
Station O is located 2.362 meters (92.99 inches) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 13.604 meters
(535.59 inches).
AA
ATR 72-500
LIMITATIONS 2-03
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LIMITATIONS 2-04
FOR FLIGHT SIMULATION USE ONLY
The tail prop will automatically be placed on the simulated aircraft
whenever the cabin door is opened.
AIRSPEED AND OPERATIONAL PARAMETERS
LIMITATIONS
P 1
SEP 02
001
2.01.03
AIRSPEEDS
MAXIMUM OPERATING SPEED.
This limit must not be intentionnaly exceeded in any flight regime.
VMO = 250 kt
MMO = 0.55
MAXIMUM DESIGN MANEUVERING SPEED VA
Full application of roll and yaw controls as well as maneuvers involving angles of
attack near the stall should be confined to speeds below VA.
VA = 175 kt
CAUTION : Rapidly alternating large rudder applications in combination
with large sideslip angles may result in structural failure at any
speed.
MAXIMUM FLAPS EXTENDED OPERATING SPEEDS VFE
FLAPS 15 185 kt
FLAPS 30 150 kt
MAXIMUM LANDING GEAR EXTENDED OPERATING SPEEDS
VLE = 185 kt
VLO RET= 160 kt
VLO LOW= 170 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt
* MAXIMUM WIPER OPERATING SPEED
VWO = 160 kt
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).
AA
ATR 72-500
LIMITATIONS 2-05
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
AIRSPEED AND OPERATIONAL PARAMETERS
LIMITATIONS
P 2
DEC 97
500
2.01.03
STALL SPEEDS VSR
R
O
F
A
-
0
2
-
0
1
-
0
3
-
0
0
2
-
A
5
0
0
A
A
AA
ATR 72-500
LIMITATIONS 2-06
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
AIRSPEED AND OPERATIONAL PARAMETERS
LIMITATIONS
P 3
DEC 97
500
2.01.03
V1 LIMITED BY VMCG (FLAPS 15)
V
1

L
I
M
I
T
E
D

B
Y

V
M
C
G
C
A
S

(
K
T
)
OUTSIDE AIR TEMPERATURE (DG.C)
AA
ATR 72-500
LIMITATIONS 2-07
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
AIRSPEED AND OPERATIONAL PARAMETERS
LIMITATIONS
P 4
JUN 97
500
2.01.03
VMCA (FLAPS 15)
R
O
F
A

0
2

0
1

0
3

0
0
4

A
5
0
0
A
A
V
M
C
A
C
A
S

(
K
T
)
VMCL
Flaps VMCL (CAS)
30 98 kt
15 98 kt
AA
ATR 72-500
LIMITATIONS 2-08
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LIMITATIONS 2-09
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
POWER PLANT
LIMITATIONS
P 1
JUL 01
500
2.01.04
ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
POWER
SETTING
TIME
LIMIT
TQ
(%)
ITT
(C)
NH
(%)
NL
(%)
NP
(%)
OIL PRESS
(PSI)
OIL
TEMPERATURE
(C)
RESERVE
TAKE OFF
10 mn
(***)
100
(**)
800 103.2 104.2 101 55 to 65 0 to 125
TAKE OFF 5 mn 90
(**)
(*) 101.9 101.4 101 55 to 65 0 to125
MAXIMUM
CONTINUOUS
NONE
(***)
90.9
(**)
800 103.2 104.2 101 55 to 65 0 to 125
GROUND
IDLE
66 mini 40 mini
(****)
- 40 to 125
HOTEL (4)
MODE
715 55 to 65 125
STARTING 5 s 950
(2)
- 54 min
OTHER 800 106
(*****)
TRANSIENT 5 s 120
20 s 120
840
106.4 106.8 108
20 mn 140
During RESERVE TAKE OFF, TQ indication may exceed 100 % but not 106.3 %.
(*) ITT limite depends on outside air temperature; refer to 2.01.04 P 3 for detailed
information.
(**) Value linked to 100 % NP.
(***) Time beyond 5 mn is linked to actual single engine operations only.
(****) Up to 75 % NH only.
(*****) Permissible for completion of flight provided TQ does not exceed 75.2 %
during climb and 73.13 % during cruise.
Note : Flight with an engine running and the propeller feathered is not permitted.
AA
ATR 72-500
LIMITATIONS 2-10
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
POWER PLANT
LIMITATIONS
P 2
JUN 97
500
2.01.04
Note : Operation up to 106.3% torque is time unlimited when
NP is below 94%
AA
ATR 72-500
LIMITATIONS 2-11
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
POWER PLANT
LIMITATIONS
P 3
JUN 97
500
2.01.04
ITT LIMITS
R
O
F
A

0
2

0
1

0
4

0
0
3

A
5
0
0
A
A
AA
ATR 72-500
LIMITATIONS 2-12
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
POWER PLANT
LIMITATIONS
P 4
JUL 98
500
2.01.04
(1) - Determine and correct cause of overtorque.
- Record in engine log book for maintenance.
(2) - Determine and correct cause of overtemperature.
- Record in engine log book for maintenance.
(3) - Temperature up to 125C is authorized without time limitation.
20 mn are authorized between 125C and 140C.
- Refer to ENG OIL Hl TEMP procedure.
Note : Oil temperature must be maintained above 45C to ensure inlet strut
de-icing.
Oil temperature must be maintained above 71C 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.
PROPELLERS
GROUND OPERATION
- Engine run up must be performed into the wind.
- Engine ground operations with crosswind between 5 and 20 kt should not exceed
58 % TQ.
IN FLIGHT OPERATION
USE OF NP SETTING BELOW 82 % IN ICING CONDITIONS IS PROHIBITED
ATR airplanes are protected against a positioning of power levers below the flight idle
stops in flight by an IDLE GATE device. It is reminded that any attempt to override
this protection is prohibited. Such positioning may lead to loss of airplane control or
may result in an engine overspeed condition and consequent loss of engine power.
GROUND OR FLIGHT
If a propeller is involved in an overspeed or in an engine overtorque, refer to the
propeller maintenance manual.
AA
ATR 72-500
LIMITATIONS 2-13
FOR FLIGHT SIMULATION USE ONLY
Eng. : PW127F
POWER PLANT
LIMITATIONS
P 6
JUN 97
500
2.01.04
REFUELING
MAXIMUM PRESSURE 3.5 BARS (50 PSI)
USABLE FUEL
THE TOTAL QUANTITY OF FUEL USABLE IN EACH TANK IS
2500 KG (5510 LBS)
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, EXCEPT WHEN USING JP4 OR
JET B.
AA
ATR 72-500
LIMITATIONS 2-14
FOR FLIGHT SIMULATION USE ONLY
Mod : 1603
SYSTEMS
LIMITATIONS
P 1
JUL 98
030
2.01.05
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
ELECTRICAL SYSTEM
SOURCE MAX LOAD TIME LIMIT
DC GEN 400 A
600 A
800 A
NONE
2 mn
8 s
INV 500 VA
575 VA
750 VA
NONE
30 mn
5 mn
ACW GEN 20 KVA
30 KVA
40 KVA
NONE
5 mn
5 s
TRU 60 A
90 A
NONE
5 mn
SINGLE DC GEN OPERATION
In flight : if OAT exceeds ISA + 25, flight level must be limited to FL 200
HYDRAULIC SYSTEM
SPECIFICATION : HYJET IV OR SKYDROL LD 4
LANDING GEAR
DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY
BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
TAKE OFF WITH TWO OR MORE FAILED MFC MODULES IS PROHIBITED.
AA
ATR 72-500
LIMITATIONS 2-15
FOR FLIGHT SIMULATION USE ONLY
Mod : 4411
SYSTEMS
LIMITATIONS
P 2
JUL 01
100
2.01.05
OXYGEN
Reference temperature = Cabin Temperature or OAT whichever is higher, on ground
= Cabin Temperature in flight
Minimum bottle pressure required to cover a cabin depressurization at mid-time of the
flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
flight continuation at an altitude below 13,000 ft.
A 25 % 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 longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors.
AA
R
ATR 72-500
LIMITATIONS 2-16
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LIMITATIONS 2-17
FOR FLIGHT SIMULATION USE ONLY
Model : 212A
OPERATING SPEEDS
PROCEDURES AND TECHNIQUES
P 1
JUN 97
500
2.02.01
GENERAL
- Older certification rules used as a reference the minimum speed which was recorded
during defined stall penetration.
This speed was established with a load factor lower than 1g. It was used as a
reference for all operational speeds.
(example V2 = 1.2 Vsmin, VREF = 1.3 Vsmin).
- New certification now uses as a reference THE ONE G STALL SPEED VSR which is
typically 6 % greater than Vsmin.
- In order to provide the same practical maneuver margin, the factors applied to VSR
have been changed to reflect the increased value of VSR relative to Vsmin.
1.2 applied to Vsmin becomes 1.13 when applied to VSR
1.25 applied to Vsmin becomes 1.18 when applied to VSR
1.3 applied to Vsmin becomes 1.23 when applied to VSR
- The ATR 72 having been certificated to the new rules, the reference stalling
speed called VSR is determined as a one G stall speed and the new (reduced) factors
apply accordingly.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-01
FOR FLIGHT SIMULATION USE ONLY
Model : 212A
OPERATING SPEEDS
PROCEDURES AND TECHNIQUES
P 2
JUL 98
500
2.02.01
DEFINITIONS
VSR 1 g stalling speed for a specified configuration. It is a function of the
aircraft weight.
VMCG Minimum control speed on the ground from which a sudden failure of the
critical engine can be controlled by use of primary flight controls only, with the
other engine operating at RTO power.
V1 Speed at which the pilot can make a decision following failure of critical
engine:
. either to continue take-off
. or to stop the aircraft
VR Speed at which rotation is initiated to reach V2 at 35 ft height.
V2 Take off safety speed reached before 35 ft height with one engine failed and
providing second segment climb gradient not less than the minimum (2.4 %).
VMCA Minimum control speed in flight at which the aircraft can be controlled with
5 bank, in case of failure of the critical engine with the other engine at RTO
power (take off flaps setting and gear retracted.)
VMCL Minimum flight speed at which aircraft can be controlled with 5 bank in case of
failure of the critical engine, the other being set at GA power (landing flaps
setting, gear extended) and which provides rolling capability specified by
regulations.
VFE Maximum speed for each flaps configuration
AA
ATR 72-500
PROCEDURES & SPEEDS 3-02
FOR FLIGHT SIMULATION USE ONLY
Model : 212A
OPERATING SPEEDS
PROCEDURES AND TECHNIQUES
P 3
JUL 99
500
2.02.01
MINIMUM MANEUVER/OPERATING SPEEDS
Minimum maneuver/ operating speeds are defined in order to provide sufficient margin
against stall. They will vary with :
- Normal or icing conditions,
- weight,
- configuration,
- type of maneuver (HI or LO BANK).
NORMAL CONDITIONS
FLAPS VmHB VmLB
0
1 23 VSR d t l th
1.18 VSR
15
1.23 VSR and not less than
VMCL during approach
V2
30
VMCL during approach
Not used
UTILIZATION
- VMLB is the absolute minimum maneuver speed.
This speed
* is used for take off, and initial climb.
* must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (refer to chapter
3.09)
* should be used in flaps 0 configuration to obtain the best climb gradient.
In all these cases, bank angle must be restricted to 15 (low bank selected when
using AFCS).
- VmHB is the minimum speed used for approach. It also provides the best two engines
rate of climb.
In this case, bank angle must be restricted to 30 (High bank selected when using
AFCS).
In order to determine these speeds in a more pilot oriented manner, an operating data
booklet included in check list is provided in which relevant minimum
maneuver/operating speeds are directly given for all weights.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-03
FOR FLIGHT SIMULATION USE ONLY
OPERATING SPEEDS
PROCEDURES AND TECHNIQUES
P 4
JUL 00
001
2.02.01
CONSERVATIVE MANEUVERING SPEEDS
When performance consideration does not dictate use of minimum
maneuver / operating speeds, the following conservative maneuvering speeds are
recommended.
They cover all weights, normal operational maneuver and flight conditions (normal and
icing conditions) :
Flaps 0 : 180 kt.
Flaps 15 : 150 kt.
Flaps 30 : 135 kt.
FINAL APPROACH SPEED
VAPP = VmHB + WIND FACTOR
or VMCL, whichever is higher
WIND FACTOR = The highest of
- 1/3 of the head wind velocity,
- or the gust in full,
with a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of wind shear etc...
GO AROUND SPEED VGA
VmHB landing configuration + 5 kt or 1.1 VMCA, whichever is higher.
MINIMUM SPEED FOR FLAPS RETRACTION
It is VmLB of the next flap setting.
Example :
- Minimum speed to retract flaps from 15 to 0 : VmLB0.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-04
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-05
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-06
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 1
JUL 98
001
2.02.08
This chapter is divised in three parts :
- Icing,
- Cold weather operations,
- Operations in wind conditions.
ICING
I - GENERAL
Icing conditions are defined as follows :
" Atmospheric icing conditions
Atmospheric icing conditions exist when OAT on ground and for take-off is at or
below 5C or when TAT in flight is at or below 7C and visible moisture in the air
in any form is present (such as clouds, fog with visibility of one mile or less, rain,
snow sleet and ice crystals).
" Ground icing conditions
Ground icing conditions exist when the OAT is at or below 5C when operating on
ramps, taxiways and runways where surface snow, standing water or slush is
present.
" Regulatory requirements
Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes
up to 50 microns in diameter. No aircraft is certified for flight in conditions with
droplets larger than this diameter.
However, dedicated flight tests have linked unique ice accretion patterns to
conditions of droplet sizes up to 400 microns. Procedures have been defined in
case of inadvertent encounter of severe icing.
" Organization of this subchapter
It will address the following areas :
D Operations within the certified envelope.
D Information about severe icing beyond the certified envelope.
D Good operating practices.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-07
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-08
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-09
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 4
JUN 97
500
2.02.08
B) MINIMUM ICING SPEEDS
- The minimum maneuver/operating speeds defined for normal conditions
(2.02.01) MUST BE INCREASED and the new value enforced whenever
is possible (FIight in atmospheric icing conditions),
or existes (ice accretion developing or residual ice).
They are defined by the following table where VSR is the non affected 1G stall speed
as given in 2.01.03.
FLAPS VmHB VmLB
0 1.46 VSR 1.40 VSR
1.22 VSR
T/O - 2d segment
15 1.35 VSR
1.27 VSR
Final Take-Off
1.30 VSR
EN ROUTE
1.24 VSR
GO AROUND
30 1.32 VSR
CAUTION : For obstacle clearance, the en-route configuration with engine failure is
FLAPS 15 at a minimum speed of 1.30 VSR if ice accretion is observed.
- Relevant MINIMUM ICING SPEEDS are also given directly in the operating data
booklet for all weights.
AA
ICE ACCRETION
ATR 72-500
PROCEDURES & SPEEDS 3-10
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-11
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 6
JUL 01
500
2.02.08
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS
During operations with AP ON during climb and descent, vertical speed mode should not
be used unless the airspeed is carefully monitored.
The suggested procedure is to use IAS mode with a speed selected which is equal to
or greater than the appropriate minimum speed (VmLB or VmHB in accordance with the
BANK selection on the autopilot).
CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM
message flashing on the ADU: if the message appears, apply the AILERON
MISTRIM procedure.
Note : Permanent heating (Probes/windshield) is Always selected ON.
ENTERING ICING CONDITIONS
S ANTI ICING (PROP - HORNS - SIDE WINDOWS) ON . . . . . . . . . . . . . . . . . .
Note : horns anti icing selection triggers the illumination of the ICING AOA" green
light, and lowers the AOA stall warning threshold.
S MODE SEL Confirm AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
S MINIMUM Maneuver/Operating ICING SPEED BUGGED and OBSERVED . .
S ICE ACCRETION MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Note : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.
ATR 72-500
PROCEDURES & SPEEDS 3-12
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 7
JUL 01
550
2.02.08
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND
AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
F ANTI ICING (PROP - HORNS - SIDE WINDOWS) Confirm ON . . . . . . . . . . . .
F MODE SEL Confirm AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F ENG DE ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F AIRFRAME DE ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F MINIMUM Maneuver/Operating ICING SPEED BUGGED and OBSERVED . .
F BE ALERT TO SEVERE ICING DETECTION.
In case of severe icing, refer to 2.04.05.
Notes:1. When ice accretion is visually observed, DE ICERS MUST BE SELECTED and
maintained ON as long as icing conditions exist.
2. Ice detector may also help the crew to determine continuous periods of
ice accretion as the ICING It remains illuminated as long as the ice
detector senses ICE ACCUMULATING.
The ice detector may not detect certain ice accretion form (see FCOM
1.13.20).
3. If a noticeable performance decrease and (or) significant vibrations occur
due to propeller residual icing then, in order to improve the deicing of the
blades, it is recommended :
D To check that the MODE SEL is AUTO, or that the MAN mode is selected
in accordance with SAT.
D To set CLs on 100 OVRD for continuous periods of not less than 5 minutes
in order to benefit from an increased centrifugal effect.
4. If ice accretion is seen by the detector with HORNS ANTI ICING and/or
AIRFRAME DE ICING still OFF, the ICING light will flash until corrective
actions are taken.
5. Engines de-icing must be selected ON prior to airframe de-icing to take
benefit of an immediate engines de-icing.
If not, engines de-icing will be effective 60 or 240 seconds later depending
on MODE SEL selection.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-13
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 8
JUL 01
050
2.02.08
WHEN LEAVING ICING CONDITIONS
DE ICING and ANTI ICING may be switched OFF.
Note : Leaving DE ICING in operation UNNECESSARILY is detrimental to boots life.
The DE ICING blue light on memo panel will blink if deicers are still ON more
than 5 minutes after ice detector has stopped to signal ice accretion (ICING
amber light OFF).
WHEN THE AIRCRAFT IS VISUALLY VERIFIED CLEAR OF ICE
ICING AOA caption may be cancelled and normal speeds may be used.
Note : Experience has shown that the last part to clear is the ice evidence probe. As
long as this condition is not reached, the icing speeds must be observed and the
ICING AOA caption must not be cancelled.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-14
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-15
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 10
JUL 01
550
2.02.08
G) SUMMARY
DEFINITIONS : . ICING CONDITIONS : See Definition page 1. There is a risk of
ice accretion.
. ICE ACCRETION : Ice is building up on the airframe. ICING amber
light illuminates.
. RESIDUAL ICE : Some ice is remaining on the airframe. May be in
or out of icing conditions.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-16
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-17
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 12
JUL 99
001
2.02.08
3) Mixed icing condition
Mixed icing condition may be encountered in the range of temperatures
-10C/0C. It is basically an unstable condition, it is extremely temperature
dependent and it may change quite rapidly. This condition may surpass the ice
protection capabilities because the aggregate of impinging ice crystal/snow
and water droplet can adhere rapidly to the airframe surpassing the system
capabilities to shed ice, causing significant reduction in airplane performance
as in case of system failure.
C) CONSEQUENCES OF SEVERE ICE ACCRETION
The consequences of severe ice accretions are ice location dependent.
If the pollution extension occurs on the lower surface of the wing, it increases the
drag and the airplane speed decreases. It may lead to stall if no action is taken to
recover a correct speed.
If the pollution occurs first on the upper part of the wing, the drag is not affected
noticeably but controllability anomalies may be encountered.
Severe roll anomalies may be encountered with "flaps 15" accretions flown with
flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself
that is detrimental, but the low angle of attack that may result from such a setting,
especially close to VFE. This low or negative AOA increases the wing upper side
exposure to large droplet impingement. This is why holding with any flaps extended
is prohibited in icing conditions (except for single engine operations).
AA
ATR 72-500
PROCEDURES & SPEEDS 3-18
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 13
JUL 99
001
2.02.08
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane
is certificated shall be determined by the following :
Severe icing is characterized by ice covering all or a substantial part of the
unheated portion of either forward side window, possibly associated with
water splashing and streaming on the windshield.
Note : This cue is visible after a very short exposure (about 30 seconds).
At night, this pattern is put forward by the pilot's reading lights oriented
towards the side window.
and / or
Unexpected decrease in speed or rate of climb
and / or
The following secondary indications :
. Unusually extensive ice accreted on the airframe in areas not normally
observed to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The following weather conditions may be conducive to severe in-flight icing :
. Visible rain at temperatures close to 0C ambient air temperature (SAT).
. Droplets that splash or splatter on impact at temperature close to 0C ambient
air temperature (SAT).
- The occurence of rain when SAT is below freezing temperature should always
trigger the alertness of the crew.
EXIT THE SEVERE ICING ENVIRONMENT
There are no regulatory requirements to certify an aircraft beyond JAR/FAR 25
Appendix C. However, in case of inadvertent encounter with such conditions
severe icing" procedure must be applied (refer to 2.04.05).
AA
ATR 72-500
PROCEDURES & SPEEDS 3-19
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-20
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 19
JUL 01
001
2.02.08
" TAXIING
- The standard single engine TAXI procedure may still be used provided the friction
coefficient remains at or above 0.3 (braking action medium, snowtam code 3) and
nose wheel steering is not used with too large deflections.
Note : If the OAT is very low, it may be necessary any way to start up engine 1 early
enough to get the necessary oil warm up time (refer to Note (3) above).
- For taxiing with the very low friction coefficients (icy taxiways, slush), it is
recommended to use both engines, limit nose wheel travel and use with differential
power as necessary.
SPECIAL CASE
If contaminant layer is significant enough to possibly accumulate in the brake area
during ground operation, brakes disks may join due to icing during the flight, leading to
possible tyres damages at subsequent landing. The following special procedure
should be applied during taxi before and as close as possible to take off.
Set 18% Torque on each engine and keep taxi speed down to a "man pace" during
30 seconds using normal brakes with minimum use of nose wheel steering to ensure a
symmetrical warming up of the brakes.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-21
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 20
JUL 01
001
2.02.08
" TAKE OFF
Standard take off procedures will be used with the following additions :
. If runway is contaminated (ice, snow, slush), use the relevant performance penalties
defined in the performance section 3.03.
. Use of reverse on contaminated runways has to be limited at very low speeds to avoid
contaminant projections at the level of cockpit windshield which may reduce visibility
to zero (snow, slush). In atmospheric icing conditions, refer to appropriate speeds
and performance penalties and add the following :
- with very cold OAT, delay start of take off roll until oil temperature is at least 45C
(this is necessary to guarantee inlet splitter de-icing capability).
After the ground de icing/anti icing procedure, using type II/IV fluids, higher than
normal stick forces may be encountered. These control input forces may be more than
twice the normal take off force. This should not be interpreted as a `pitch jam` leading to
an unnecessary abort decision above V1. Although not systematic, this phenomenon
should be anticipated and discussed during pre-take off briefing each time de
icing/anti icing procedures are performed. These increased pitch forces are strictly
limited to the rotation phase and disappear after take off.
In very exceptional circumstances, because of increased rotation forces, the pilot can
consider that take off is impossible and consequently initiate an aborted take off .
The consequences of this decision are catered for by a specific performance penalty
(Refer to AFM SUPPLEMEMTS chapter).
AFTER V1, BE TAKE OFF MINDED
" BEFORE LANDING
If take-off has been performed on a slush contaminated runway, this slush may seize
the brakes during cruise.
To prevent tire damage at touch down : in final approach, after the selection of GEAR
DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then
reselect the ANTISKID to ON.
" LANDING
Same restrictions on reverse than for accelerate stop.
Apply relevant performance restrictions.
" PARKING
When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the
aircraft with parking brake engaged and use chocks instead whenever possible.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-22
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 21
JUL 98
001
2.02.08
OPERATIONS IN WIND CONDITIONS
Landing
The recommended landing flap configuration is the same as the standard landing flap
setting, even with strong crosswind. Large flaps extension does not impair the
controllability in any manner. Moreover it minimizes the flare duration and allows a quicker
speed decrease down to the taxi speed.
General
Precautions or special instructions may be necessary depending on the force and
direction of the wind. The following FCOM pages deal with this subject :
Tail wind limit and demonstrated cross wind 2 01 03 p5
Final approach speed and wind factor 2 02 01 p4
Cat II maximum demonstrated wind 2 02 04 p8
Parking aircraft orientation 2 02 03 p2 and 2 03 20 p1
Aileron spring tabs (when equipped) 2 02 06 p3
Taxiing with strong wind 2 02 06 p4
Take off run 2 02 12 p1
Rejected take off 2 02 12 p2
Hotel mode limitation 2 03 06 p3 and 2 05 02 p4
Taxiing with tail wind component 2 03 09 p1
Ditching 2 04 05 p3
NAC OVHT 2 05 02 p4
ELEVATOR JAM 2 05 06 p5
PITCH DISCONNECT 2 05 06 p6
AILERON JAM 2 05 06 p10
SPOILER JAM 2 05 06 p12
AA
ATR 72-500
PROCEDURES & SPEEDS 3-23
FOR FLIGHT SIMULATION USE ONLY
ADVERSE WEATHER
PROCEDURES AND TECHNIQUES
P 22
JUL 98
001
2.02.08
Windshear
This phenomenon may be defined as a notable change in wind direction and/or speed over
a short distance.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on airports situated near large areas
of water (sea breeze fronts).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negociated safely. However if it is encountered below 500 feet on take off or
approach/landing it is potentially dangerous.
As far as possible this phenomenon must be avoided.
Procedure at take off :
Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum
take off weight available for the day.
When clear of obstacles accelerate as much as possible and clean up the aircraft.
Climb at the normal climb speed.
Procedure during an approach : If a windshear is encountered,
Initiate a normal go around procedure with
10 pitch
.
When positively climbing at a safe altitude, retract the gear and complete the normal
go around procedure.
CAUTION : The positive rate of climb must be verified on at least two instruments.
COMMENTS : 1. Leaving the gear down until the climb is established will allow to
absorb some energy on impact, should the microburst exceed the
aircraft capability to climb.
2. Ten degrees pitch attitude is the best compromise to ensure a
climbing path together with an acceptable maximum AOA.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-24
FOR FLIGHT SIMULATION USE ONLY
LANDING GEAR/BRAKES
PROCEDURES AND TECHNIQUES
P 1
JUL 99
001
2.02.09
AA
This chapter deals with the following points :
- RUNWAY STATUS
- NORMAL TAXI
RUNWAY STATUS
The following table gives for take-off and landing the equivalent runway status
corresponding to the braking action or the friction coefficient.
This runway status may be used for the computation of the performances.
EQUIVALENT RUNWAY
STATUS
BRAKING
ACTION
FRICTION
COEFFICIENT
TAKE-OFF LANDING
GOOD 0,40 and above 1 1
GOOD/MEDIUM 0,39 to 0,36 2 2
MEDIUM 0,35 to 0,30 3/6 5/6
MEDIUM/POOR 0,29 to 0,26 4 5
POOR 0,25 and below 7 7
UNRELIABLE UNRELIABLE 8 8
EQUIVALENT RUNWAY STATUS :
1 : Dry runway
2 : Wet up to 3 mm depth
3 : Slush or water for depths between 3 and 6 mm
4 : Slush or water for depths between 6 and 13 mm
5 : Slush or water for depths between 3 and 13 mm
6 : Compact snow
7 : Ice
8 : Runway with high risk of hydroplaning
ATR 72-500
PROCEDURES & SPEEDS 3-25
FOR FLIGHT SIMULATION USE ONLY
LANDING GEAR/BRAKES
PROCEDURES AND TECHNIQUES
P 2
JUL 99
001
2.02.09
AA
NORMAL TAXI
CAUTION : If blue hydraulic circuit is pressurized, nose wheel steering has to be
switched off for towing by a ground vehicle.
- The ATR 72 is particularly easy to taxi, and even on one engine, there are no
limitations to go either forward or rearward : this flexibility should be systematically
used and is reflected in the standard operating procedure which assumes HOTEL
MODE operation of engine 2 prior to and during passenger boarding followed by initial
taxi on engine 2 only (including back track if taxi backwards required).
This procedure is highly recommended as GI power is quite sufficient on one engine only
to perform all taxiing (OUT and IN) and very obviously reduces block fuel by an amount
which may become VERY SIGNIFICANT on large airports.
CAUTION : Start up of engine 1 should be performed in a portion of taxi where captain
workload is low enough to allow an efficient monitoring of the start up.
- Use of brakes during taxiing may be very much reduced by systematic use of a small
amount of reverse when deceleration is needed.
- Radius of turn with nose wheel steering is very good and does not require any braking
ON THE INNER WHEELS.
CAUTION : PIVOTING (Sharp turns) UPON A LANDING GEAR WITH FULLY BRAKED
WHEELS IS NOT ALLOWED, except in emergency.
TAXI WITH FAILURES
TAXI WITH NOSE WHEEL STEERING OFF (or without blue HYD pressure)
D Obviously SINGLE ENGINE TAXI is no more possible
D Taxiing remains very easy with both engines operating EEC ON :
directional control is achieved primarily with differential power on engines, possibly
augmented by use of differential braking.
D Avoid sharp turns : turn radius without nose wheel steering should be limited to
about half turn radius with nose wheel steering.
TAXI WITH EEC OFF
On ground EEC off, engine response is somewhat degraded. Nevertheless, as long as at
least one engine is maintained at or below GI, the corresponding NP should remain high
enough to keep associated ACW GEN available and thus maintain both HYD pumps.
CAUTION : When taxiing with both EEC OFF, AVOID pushing both PL above GI to avoid
transient loss of ACW and MAIN HYD PUMPS.
Note : NOSE WHEEL steering remains available in all cases together with STBY
braking, through DC AUX pump.
R
ATR 72-500
PROCEDURES & SPEEDS 3-26
FOR FLIGHT SIMULATION USE ONLY
FLIGHT PATTERNS
PROCEDURES AND TECHNIQUES
P 1
JUL 98
080
2.02.10
AA
ATR 72-500
PROCEDURES & SPEEDS 3-27
FOR FLIGHT SIMULATION USE ONLY
FLIGHT PATTERNS
PROCEDURES AND TECHNIQUES
P 4
JUL 98
220
2.02.10
AA
ATR 72-500
PROCEDURES & SPEEDS 3-28
FOR FLIGHT SIMULATION USE ONLY
FLIGHT PATTERNS
PROCEDURES AND TECHNIQUES
P 6
JUL 98
001
2.02.10
AA
ATR 72-500
PROCEDURES & SPEEDS 3-29
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-30
FOR FLIGHT SIMULATION USE ONLY
FLIGHT PATTERNS
PROCEDURES AND TECHNIQUES
P 8
JUN 97
001
2.02.10
AA
ATR 72-500
PROCEDURES & SPEEDS 3-31
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
PROCEDURES & SPEEDS 3-32
FOR FLIGHT SIMULATION USE ONLY
POWER PLANT
PROCEDURES AND TECHNIQUES
P 1
JUL 98
001
2.02.11
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N 1 on ground (engine 2 running)
0
ON illuminated (ON extinguished)
10 25 45 62
Starter
Parameters
generator
* FTR FUEL SO
START 1
STARTER/GENERATOR
CLA
IGNITION
EEC
ELECTRICAL SUPPLY OF
STARTER/GENERATOR
PLA
EEC ON
MAIN BAT. (MAIN BAT.
+ GEN 2)
GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200 C.
NH %
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
during engine start on ground in cold conditions. However, on some engines, the oil
pressure build-up can last more than 30 seconds causing ENG OIL LO PR warning
activation during 2 or 3 seconds. This phenomenon is considered as acceptable by PWC.
Note : This alert is inhibited when affected CL is in FUEL SO position.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-33
FOR FLIGHT SIMULATION USE ONLY
POWER PLANT
PROCEDURES AND TECHNIQUES
P 2
DEC 97
500
2.02.11
TAKE OFF: USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at
Take off.
The closing signal is given by MFC's when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for Take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need tee, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the throttles out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATION
In case of slight engine parameters fluctuation without any limit excedance, it can be
helpful to select the corresponding EEC OFF, before shutting the engine OFF.
If this action cures the problem, the flight can be continued accordingly.
MAN IGNITION
When one or both EEC (s) has (have) been deselected, the use of MAN ignition is
required when the aircraft penetrates heavy precipitation or severe turbulence areas,
when ice accretion develops or when using contaminated runway for take off or landing.
GO AROUND - POWER SET UP PROCEDURE
The throttle movement (PF) is to be applied accross the notch up to the ramp (beginning
of amber sector).
WARNING : Overriding the ramp threshold up to the absolute full travel will allow to
reach 1.15 x RTO TQ (EEC ON).
This should be used only is case of emergency.
CLs should be routinely stay into the notches. Np is automatically set at 100 % provided
PWR MGT is on TO position and PLA is sufficient (see 1.16.40).
AA
ATR 72-500
PROCEDURES & SPEEDS 3-34
FOR FLIGHT SIMULATION USE ONLY
POWER PLANT
PROCEDURES AND TECHNIQUES
P 3
JUN 97
500
2.02.11
ADAPTED FLIGHT IDLE
A low flight idle rating is associated with a significant increase of aerodynamic drag
profitable to the descent performance (approach and landing).
On the other hand, this increased drag penalises the lift at a high angle of attack.
The fulfillment of these two requirements has led to an adapted flight idle providing two
power settings.
The FI position being selected by the pilot, the power level (high or low) is set by the
EEC's, as a function of an information provided by the MFC's.
This information is associated with a limit angle of attack equal to stall warning -4.
In case of high flight idle loss the aircraft behaviour during stall unchanged and the
decrease of lift is negligible and covered by the regulatory margins.
PROPELLER BRAKE USE
Propeller brake must be used only when READY light on propeller brake control panel is
illuminated.
1 - BRAKING SEQUENCE (ENG 2 Running)
Notes : The DC AUX pump runs automatically as soon as
- blue hydraulic pressure is below 1500 PSI and,
- gear is down and,
- one engine is running
and stops 15 seconds after the end of prop braking sequence (PROP BRK lights
illuminated).
AA
ATR 72-500
PROCEDURES & SPEEDS 3-35
FOR FLIGHT SIMULATION USE ONLY
POWER PLANT
PROCEDURES AND TECHNIQUES
P 4
JUN 97
001
2.02.11
2 - RELEASING SEQUENCE (ENG2 in hotel mode)
Note : A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for
30 seconds. Selecting. Selecting propeller brake sw to OFF position within this 30 s
temporization allows to keep the DC AUX PUMP running overriding the
30 seconds temporization.
ATR 72-500
PROCEDURES & SPEEDS 3-36
FOR FLIGHT SIMULATION USE ONLY
FLIGHT CHARACTERISTICS
PROCEDURES AND TECHNIQUES
P 1
JUL 99
001
2.02.12
TAKE OFF AND LANDING RUNS
- Proper crew coordination is required in order to hold the control column at all times
and prevent excessive elevator or aileron deflections due to wind and/or reversed air
flow from propellers.
The control column is initially held.
D in pitch : fully nose down, then slowly relaxed as speed increases.
D in roll : neutral or deflected TOWARD the wind in case of crosswind component, as
appropriate to maintain wings essentially level.
Note : Excessive aileron deflections should be avoided as they affect directional
control.
- For take-off, use of nose wheel steering guidance is only recommended for the very
first portion of the take off run as rudder becomes very rapidly efficient when airspeed
increases (
~
40 kts) and ATR 72 exhibits a natural tendency to go straight.
- Action on nose wheel tiller should be smooth and progressive, particularly as ground
speed increases.
- Rudder must not be cycled during take-off, particularly the first portion where nose
wheel is used: combination of unnecessary rudder cycling (with an increasingly
efficient rudder) and nose wheel control would then lead to
uncomfortable oscillations.
- Rolling take-off technique
In order not to increase the take-off distances, power must be set quickly during the
last phase of the line up turn.
- for landing or aborted take off, control column holding must be transferred to the
co-pilot when the captain takes the nose wheel steering.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind: the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-37
FOR FLIGHT SIMULATION USE ONLY
FLIGHT CHARACTERISTICS
PROCEDURES AND TECHNIQUES
P 4
JUL 98
500
2.02.12
APPROACH
- The deceleration capabilities of the ATR 72 provide a good operational
advantage which should be used extensively: decelerated approaches reduce noise,
minimize time and fuel burn and allow better integration in big airports. This is why
they have been described as the standard approaches in section 2.02.10 (flight
patterns).
- Initial approach speed will vary with ATC constrainsts and turbulence, but may be up
to 240 Kts.
- Initial approach speed may be maintained on a typical 3 glide slope down to the
following height above runway:
NP DECLARATION HEIGHT
82 % (IAS x 10) ft
Configuration changes should be made at VLE VFE when decelerating. This procedure
allows to reach VAPP speed at 500 ft above runway.
Note : If deceleration rate on approach appears unsufficient, it is always possible to
increase it by setting NPs on 100 OVRD, but at the expense of an increased
interior noise.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-38
FOR FLIGHT SIMULATION USE ONLY
FLIGHT CHARACTERISTICS
PROCEDURES AND TECHNIQUES
P 5
JUL 01
500
2.02.12
LANDING
In order to minimize landing distance variations the following procedure is
recommended :
D Maintain standard final approach slope (3) and final VAPP until 20 ft is called on
radioaltimeter.
D At 20ft call by PNF, reduce to FI and flare visually as required.
Note : 20 ft leaves ample time for flare control from a standard 3 final slope.
- During this flare the airspeed will necessary decrease, leading to a touch down
speed of 5 to 10 kt lower than the stabilized approach speed.
D As soon as main landing gear is on ground.
- Control nose wheel impact
- Both PL : GI
- Both LO PITCH lights : check illuminated.
CAUTION : If a thrust dissymetry occurs or if one LO PITCH light is not
illuminated, the use of any reverser is not allowed.
In this case the propeller pitch change mechanism is probably locked
at a positive blade angle, leading to a positive thrust for any PL
position.
- use foot brakes as required
- as speed reduces, and not later than about 40 kt (estimated) Capt takes NWS
control, co-pilot hold control column fully forward.
Notes : 1. Max reverse is usable down to full stop if required, but to minimize flight
control shaking due to reverse operation at high powers, it is helpful to
release slowly PL back to GI when reaching low ground speeds (below
40 kt estimated).
2. Max braking is usable without restriction down to full stop, whatever the
runway conditions may be, provided ANTISKID is operative.
3. The tail bumper (with damping capabilities) effectively protect the tail in case
of excessive attitude (resulting from prolonged/floating flares) provided the
rate of sink at touchdown does not exceed 5 ft/sec.
AA
ATR 72-500
PROCEDURES & SPEEDS 3-39
FOR FLIGHT SIMULATION USE ONLY
GPWS
PROCEDURES AND TECHNIQUES
P 1
JUN 97
001
2.02.16
GPWS WARNING
Note : When flying under daylight VMC conditions, should a warning threshold be
deliberately exceeded or encountered due to known specific terrain at certain
locations, the warning may be regarded as cautionary and the approach may be
continued
A go around shall be initiated in any case if cause of warning cannot be identified
immediately.
J "WHOOP WHOOP PULL UP" - "TERRAIN TERRAIN" -
"TOO LOW TERRAIN"
- POWER GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- A/P OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F When flight path is safe and GPWS warning ceases :
Decrease pitch attitude and accelerate.
F When speed above minimum required and V/S positive :
Clean up aircraft as necessary.
J "SINK RATE"
Adjust pitch attitude and power to silence the warning.
J DON'T SINK"
Adjust pitch attitude and power to maintain level or climbing flight.
J "TOO LOW GEAR" - "TOO LOW FLAPS" :
Correct the configuration or perform a go around.
J "GLIDE SLOPE"
- Establish the airplane on the glide slope,
or
- Depress one GPWS/GS pb if flight below glide slope is intentional (non precision
approach).
AA
ATR 72-500
PROCEDURES & SPEEDS 3-40
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES
FOR FLIGHT SIMULATION USE ONLY
NOTE: At the end of this section a one-page normal
checklist appears. This checklist can be used for your
operations within Flight Simulator.

Not all items / systems described in this section can be


simulated in Flight Simulator. As such, you will not be
able to perform all of the actions described in this
section, and should view such items as being for
educational / informational puposes.
ATR 72-500
NORMAL PROCEDURES 4-01
FOR FLIGHT SIMULATION USE ONLY
PRELIMINARY COCKPIT PREPARATION
NORMAL PROCEDURES
P 1
JUL 98
250
2.03.06
The following procedure will be performed prior to the powering of the aircraft either by
maintenance or the F/O as appropriate. Completion ensures there will be no danger to A/C
and personnel when powering the systems.
CARGO DOOR CONTROL PANEL COVER
MFC 1A and 2A are directly supplied if the cargo door control panel cover is not closed and
auto-check has been performed when voltage applied. Therefore full MFC check as
described here after, could not be visually observed. In this case, reset MFC 1A and 2A.
BATTERIES
- Set BAT toggle SW to ON.
. Check MFC 1A and MFC 2A FAULT lights flash.
- check MFC 1A and MFC 2A FAULT lights extinguish and MFC 1B and MFC 2B
FAULT lights flash.
- check MFC 1B and MFC 2B FAULT lights extinguish.
. Check EMER BUS and ESS BUS supply ind.: arrows illuminated.
. Check UNDV light extinguished.
LATERAL AND OVERHEAD C/B PANELS
- Check that all C/Bs are set, reset as applicable.
EMERGENCY EQUIPMENT
- Check:
. exit hatch closed, handle locked and safetied, escape rope stowed
. Iife jackets stowed (if installed)
. axe stowed
. flashlights stowed
. smoke goggles stowed
. portable fire extinguisher safetied and pressure within the green area
. oxygen masks stowed
. L/G emergency extension handle stowed, cover closed
. Protective glove.
PARKING BRAKE
- Check BRAKE ACCU pressure.
- Use HYD AUX PUMP if necessary.
- Set handle to PARKING.
ENGINE
- Both PL on Gl.
- Both CL on Fuel SO.
- Both EEC selected ON.
- Both PEC selected ON.
FLIGHT CONTROLS
- Check GUST LOCK engaged.
- Check/Set FLAPS control lever position to agree with actual flaps position.
AA
ATR 72-500
NORMAL PROCEDURES 4-02
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-03
FOR FLIGHT SIMULATION USE ONLY
PRELIMINARY COCKPIT PREPARATION
NORMAL PROCEDURES
P 3
JUL 98
070
2.03.06
ENG 2 START (ONLY WITHOUT USE OF GPU)
- Check EEC FAULT light extinguished
- Check PEC FAULT light extinguished.
- Set ENG START rotary selector to START
- Check engine and propeller area clear
- Depress START 2 pb, ON Iight illuminates (starter electrically supplied)
. Monitor engine rotation (NH)
- On passing 10 % NH
. Advance CL to FTR
. Start timing
Note : Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT >
200C.
- Monitor light up within 10 seconds:
. 840C <ITT < 950C record in log book
ITT > 950C FUEL SO
ITT > 840C more than 20 s. FUEL SO
- On passing about 45 % NH, monitor START 2 pb ON Iight extinguishes
- On passing about 61,5 % NH, monitor DC GEN 2 FAULT Iight extinguishes
- Check engine stabilized parameters at idle values,
NH 67 % 2 %, ITT 580 50C, FF 110 kg/h (243 Ib/h)
Note : TQ indications are unreliable when CL in FTR position.
- Set ENG START rotary selector to OFF-START ABORT
- Adjust PL as required.
Note : If Z q 5000 ft and SAT q ISA + 25C, advance PL up to GUST LOCK stop.
CAUTION : DO NOT USE ENG 2 in HOTEL MODE:
- without a qualified person (flight crew or maintenance) in the cockpit.
- when tail wind comportent exceeds 10 kts (gust included). In this case,
propeller must be unfeathered rapidly to take advantage of the air flow
created by the propeller rotation and consequently to avoid exhaust gaz
return flow in the nacelle.
MAIN ELEC PWR
- If GPU not used
. Scan MAIN ELEC PWR panel: no amber Iight illuminated except DC GEN 1 FAULT
Iight
- If GPU used
. Check DC EXT PWR AVAIL light illuminated
. Select DC EXT PWR ON
. Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN FAULT
lights.
AA
ATR 72-500
NORMAL PROCEDURES 4-04
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-05
FOR FLIGHT SIMULATION USE ONLY
COCKPIT PREPARATION
NORMAL PROCEDURES
P 1
JUL 98
180
2.03.07
INTRODUCTION
Cockpit preparation is split between:
- system preparation: performed by the F/O only
- cockpit final preparation: performed by CAPT and F/O at their stations all steps
have to be performed prior to each flight
SYSTEM PREPARATION
1 INTERNAI LIGHTING
- Set as required
2 GEAR PINS
- Check three on board and stowed
OVERHEAD PANEL
1 CALLS/SELCAL (WHEN INSTALLED)
- Check Iight extinguished - Reset as required.
2 FUEL
- Select ENG 1 PUMP ON.
. check RUN Iight illuminates.
. check FEED LO PR Iight extinguishes.
. check LP VALVE in line.
. check X FEED VALVE X line.
- If GPU is used, apply the same procedure for ENG 2.
3 DOORS
- Depress Sw TEST pb.
. Check CAB OK and SVCE OK lights illuminate, provided associated doors are open.
- Check DOORS Iight as required.
4 SPLR
- Check both Iights extinguished.
5 LDG GEAR
- Check for normal indication - Crosscheck with center instrument panel.
6 MFC
- Scan MFC panel: no amber light illuminated.
AA
ATR 72-500
NORMAL PROCEDURES 4-06
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-07
FOR FLIGHT SIMULATION USE ONLY
COCKPIT PREPARATION
NORMAL PROCEDURES
P 3
JUL 98
110
2.03.07
17 AIR BLEED/COMPT TEMP
- If GPU not used.
Check COMPT and DUCT ind. show realistic values with COMPT SEL on FLT
COMPT and CABIN.
- IF GPU used.
Extinguish any white light.
COMP TEMP selectors as required.
18 OXYGEN
- Check oxygen high pressure indication.
- Check oxygen duration chart in the 2.01.05 to determine that quantity is sufficient for
the sheduled flight.
- Select MAIN SUPPLY ON : check pb lt extinguished.
- Check PAX SUPPLY OFF.
COMPT SMK (if installed)
depress SMK TEST pb to check smoke detectors.
Note : when the test is finished, reset AVIONICS VENT EXHAUST MODE pb to restart
extract fan.
PEDESTAL
FDEP (If installed)
- Check FDAU time base, adjust if necessary.
- Enter flight number on the data entry panel (only numbers between 0000 and 7999 are
available).
TRIMS
- Check ROLL and YAW TRIM operation.
- Check STBY PITCH TRIM operation, check sw guarded in OFF position.
RADIOS
- Check transmission and reception.
ADF
- Select ADF.
XPDR
- Select STBY.
AA
ATR 72-500
NORMAL PROCEDURES 4-08
FOR FLIGHT SIMULATION USE ONLY
COCKPIT PREPARATION
NORMAL PROCEDURES
P 4
JUL 00
070
2.03.07
IDLE GATE
- Check lt extinguished and amber band visible on the lever.
EMER AUDIO CANCEL
- Check sw guarded and lockwired.
EFIS CONTROL PANELS
- Select EADI ON - check composite mode.
- Select EHSI ON - check normal display.
- Select EADI and EHSI brightness as necessary.
- Select BRG's as required.
ATC 1 (If TCAS installed)
- Select STBY.
TCAS (If installed)
- STBY/TEST.
CTR INSTRUMENT PANEL (CAPT)
TAT-SAT / TAS
- Select proper ADC :
odd days : ADC 1
even days : ADC 2
Cross check TAT value with control tower information.
STBY INSTRUMENTS
- Check no flags.
- Pull knob to erect standby horizon if necessary.
PWR MGT
- Check rotary selector on TO.
ENG 1 INSTRUMENTS
- Check
. OIL PRESS : 0
. OIL TEMP : realistic indications.
. FUEL TEMP : realistic indications.
. FF : O / FU : 0
. NH : 0
. ITT : realistic indications.
. NP : 0
. TQ : 0, target bug : realistic indication (crosscheck with ENG 2).
ENGINE CONTROLS
- Extinguish any white lt.
AA AA
ATR 72-500
NORMAL PROCEDURES 4-09
FOR FLIGHT SIMULATION USE ONLY
COCKPIT PREPARATION
NORMAL PROCEDURES
P 5
JUL 00
030
2.03.07
CAPT LATERAL CONSOLE
N/W STEERING
- Check N / W STEERING sw guarded on N / W STEERING position.
OXYGEN MASK (once a day) without removing the mask.
- Set audio control panel INT / RAD selector to INT and adjust volume.
Depress and hold the PRESS TO TEST AND RESET pb (hose and mask charged with
oxygen).
-observe blinker momentarily turns yellow and must turn dark if there is no leak.
Hold the PRESS TO TEST AND RESET pb and press the red grips on each side of the
hose (oxygen pressure inflates the harness).
-observe blinker momentarily turns yellow and must turn dark if there is no leak.
Hold the PRESS TO TEST AND RESET pb and select the EMERGENCY knob
(Emergency flow is tested).
-observe blinker turns yellow during the oxygen flow and must turn dark when the
knob is released.
Note : In these three cases, check that oxygen flow sounds through loudspeakers.
- Check OXY LO PR light not lit
- Set N/100 % rocker lever to 100 %
MKR
- Provided NAV receivers are ON, depress TEST button.
Check three white boxes appear on bottom right of EADI's displaying O,M and I
markers side by side.
AHRS
- Check AHRS 1 lt extinguished
CAPT SWITCHING
- Check ATT / HDG, VOR / ILS and EFIS SG extinguished
AUDIO
- Check AUDIO 1 SEL lt extinguished
GPWS
- Check GPWS sw guarded in NORM position and GPWS FAULT lt not illuminated on
CAP
AA
ATR 72-500
NORMAL PROCEDURES 4-10
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-11
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-12
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-13
FOR FLIGHT SIMULATION USE ONLY
COCKPIT PREPARATION
NORMAL PROCEDURES
P 9
SEP 02
001
2.03.07
COCKPIT FINAL PREPARATION
CM
1 SIGNS
- Select NO SMOKING and SEAT BELTS - Check MEMO panel.
2 LANDING ELEVATION
- If QNH is used, set landing field elevation.
- If QFE is used, set 0.
2 ATIS
- Obtain ATIS information
1-2 ALTIMETERS
- Set baro reference
- Check indications
1-2 BUGS
- ASI BUGS : - Set external bugs as follows :
1 - TQ BUGS Set manual bugs to TO value
Note : As a crosscheck procedure, TO torques should be computed,by using
power setting torque tables with a temperature not measured through
aircraft systems.
1 TRIMS
- Reset ROLL and YAW trims to zero.
- Set PITCH trim for take off.
2 COM / NAV
- Set COM / NAV frequencies.
R 2 ENG TEST Note : ACW power lost during the test is normal.
Turn ATPCS to ARM
- CHECK ATPCS ARM green light illuminates.
Turn ATPCS to ENG position.
- CHECK associated ENG UPTRIM light illuminates.
- 2.15 s later check ATPCS ARM light extinguishes.
1 FUEL QUANTITY
- Test FUEL QTY and check LO LVL.
- Check both tanks are loaded symetrically and total corresponds to FLIGHT
PLAN fuel.
1-2 SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS
- Crew members adjust their seats, seat belts, shoulder harnesses and rudder
pedals (should be performed when rudder is in neutral position).
AA
S Lower value V 1
S Intermediate value
FINAL TAKE OFF VmLB0 normal cond or
SPEED VmLB15 icing cond
and not less than V2
S Higher value
Min. ICING SPEED
(Flaps 0) : (VmLB 0 ICING COND)
- Set internal bug to V2
ATR 72-500
NORMAL PROCEDURES 4-14
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-15
FOR FLIGHT SIMULATION USE ONLY
JUN 97
ATR 72-500
NORMAL PROCEDURES 4-16
FOR FLIGHT SIMULATION USE ONLY
BEFORE TAXI
NORMAL PROCEDURES
P 3
JUL 98
070
2.03.08
CM
1 - Announce "NP" when NP increases.
2 - On passing around 45% NH, monitor START 2 pb ON light extinguishes.
1 - Check engine stabilized parameters at idle value (at ISA, sea
lever: ITT about 580C$ 50C, NH about 67%, FF about 110 kg/h/
243 Ib/h).
2 - Advance CL AUTO. Check low pitch light illuminates. Check NP is stabilized
at 70.8%.
- Set ENG START rotary selector to OFF-START ABORT.
MAIN ELEC PWR
- Select DC EXT PWR OFF.
- Monitor DC GEN 2 FAULT light extinguishes.
- Request ground crew to disconnect external power.
2 AC WILD ELEC PWR
- Check all lights extinguished except ACW GEN 1 FAULT.
2 HYD PWR
- Check all lights extinguished.
2 FLAPS
- Set for take off - Check position on flaps position ind.
2 ANTI SKID
Perform anti skid test check no F It remain illuminated.
1 GROUND CREW CLEARANCE
- Request . chocks removed.
. tail prop removed.
. interphone disconnected.
. hand signal display on the LH side.
COM/NAV
- Radar on STBY position.
ALL BEFORE TAXI CHECK-LIST
- Completed.
ATR 72-500
NORMAL PROCEDURES 4-17
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-18
FOR FLIGHT SIMULATION USE ONLY
TAXI
NORMAL PROCEDURES
P 2
JUL 00
070
2.03.09
CM
ENG 1 START
- Check PEC FAULT lt extinguished.
2 - Check EEC FAULT lt extinguished.
2 - Set ENG START rotary selector to START.
1 - Check engine and propeller area clear.
1 - Announce START ENGINE 1" and monitor starting.
2 - Depress START 1 pb, ON lt illuminates (starter electrically supplied).
2 - Announce NH" when NH increases.
On passing 10 % NH :
2 . Note positive oil pressure.
2 . Advance CL to FTR, start timing.
Note : Passing from FUEL SO to FTR is possible between 10 and 19% NH when
ITT> 200_C.
2 . Monitor light up within 10 seconds.
840_C < ITT < 950_C, record in log book
ITT > 950_C, FUEL SO
ITT > 840_C more than 20 s, FUEL SO
2 - Announce NP" when NP increases.
2 - On passing around 45 % NH, monitor START 1 pb ON lt extinguishes.
2 - On passing around 61.5 % NH, monitor GEN 1 FAULT and BTC flow bar lt
extinguishes.
2 - Check engine stabilized parameters at idle values ISA, SEA LEVEL.
NH : 67%
ITT : 580_C 50_C
FF : 110 kg/h (243 lb/h)
2 - Advance CL to AUTO. Check low pitch light illuminates.
Check Np is stabilized at 70.8 %.
2 - Set ENG START rotary selector to OFF-START ABORT.
2 AIR BLEED
- Check all lights extinguished.
- COMPT TEMP SELECTOR, as required.
1 DOORS
- Cockpit communication hatch closed.
2 AC WILD ELEC PWR
- Check all lights extinguished.
ALL AFCS
- Select
. assigned altitude.
. HDG Lo BANK with runway heading.
. IAS with V2 + 5 kt
- Select CPL on PF side.
AA
ATR 72-500
NORMAL PROCEDURES 4-19
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-20
FOR FLIGHT SIMULATION USE ONLY
BEFORE TAKE OFF
NORMAL PROCEDURES
P 1
JUL 00
150
2.03.10
CM
1-2 FLIGHT CONTROLS
- Release gust lock.
- Check full travel and freedom of movement in PITCH, ROLL (check SPOILER
lt), YAW.
2 TAKE OFF CLEARANCE
- Obtained.
2 AIR BLEED
- Select both BLEED VALVES on NORM FLOW.
2 EXT LT
- Set STROBE lt (if installed).
- Use TAXI and TO and LAND lt to minimize bird strike hazard during TO.
1 CCAS
Select TO INHI.
2 XPDR
- Set as required.
TCAS (If installed)
- AUTO mode.
COM / NAV
- Radar as required.
1 ENGINES
- Check both CL at AUTO position.
1-2 FLIGHT CONTROLS
- Check rudder releasable centering unit is centered (pedals centered, brief
action on rudder trim switches).
- Runway heading lined up, center lateral FD BAR.
ALL BEFORE TAKE OFF CHECK-LIST
- Completed
AA
ATR 72-500
NORMAL PROCEDURES 4-21
FOR FLIGHT SIMULATION USE ONLY
TAKE OFF
NORMAL PROCEDURES
P 1
JUL 00
001
2.03.11
CM
PF Announce TAKE OFF".
PF Release the brakes.
ALL Start timing.
PF Advance both PL to Power lever notch.
PNF - Check that actual TQ matches Take off TQ (manual bug). If necessary PNF
moves PL out of notch to adjust TQ as required.
- check 100 % NP (+ 0.8 %, - 0.6 %) upon reaching 60 kt.
- check ATPCS ARM light illuminated.
- check FDAU bug displays RTO value.
- call power set".
PNF Scan the airspeed and engine instruments throughout take off.
SPEED
PNF Announce SEVENTY KNOTS read on ASI and crosscheck reading on STBY
ASI.
PF Crosscheck speed reading on his own ASI, announce I have control".
PNF Announce V1.
PNF Announce ROTATE at VR.
AIRCRAFT HANDLING
PF At VR, rotate smoothly to the average single engine climb pitch attitude.
Then accelerate progressively to VmLBO.
LANDING GEAR
PNF Announce POSITIVE CLIMB.
PF Order GEAR UP.
PNF Set L/G lever to UP - Check It extinguish.
PNF AFCS
- Engage YD.
AA
ATR 72-500
NORMAL PROCEDURES 4-22
FOR FLIGHT SIMULATION USE ONLY
AFTER TAKE OFF
NORMAL PROCEDURES
P 1
JUL 98
150
2.03.12
CM
Passing acceleration altitude.
PF ENGINES
- Order CLIMB SEQUENCE".
AFCS
PF - Increase selected speed with PTW.
Note : in case of manual flight, this action will be performed by PNF.
PNF ENGINES
- Check PLs in the notch
- Set PWR MGT to CLB
PNF AIR BLEED
- Select both BLEED VALVES ON if not already been selected.
Note : Pack 2 valve FAULT will illuminate during 10 s. (A ten seconds delay is
used for Pack valve 2 to avoid pressure shocks).
PNF EXT LTS
- Set as required.
PNF SIGNS
- Set NO SMOKING SW to OFF.
PNF ENGINES
- Check that actual TQ matches climb TQ, adjust if necessary. If the airline has
chosen to reduce power in climb, set PLA according to the airline derated
tables.
FLAPS
PF - Passing VMLB0, order FLAPS 0".
PNF - Move flaps control lever to 0, announce FLAPS 0" when position ind.
shows 0.
AFCS
PF - Set ADU target IAS to the desired climb speed.
ALL ALTIMETERS
- Passing the transition altitude, set standard pressure (1013.2 HPa/29.92 in
Hg) on CM1, CM2 altimeter-Crosscheck settings.
ALL AFTER TAKE OFF CHECK-LIST
- Completed.
AA
ATR 72-500
NORMAL PROCEDURES 4-23
FOR FLIGHT SIMULATION USE ONLY
CRUISE
NORMAL PROCEDURES
P 1
JUL 99
510
2.03.13
CM
PF ENGINES
After acceleration to cruise speed has been performed :
- Select PWR MGT CRZ.
- Check actual cruise torque matches cruise torque.
Adjust if necessary. If the airline has chosen to reduce power in cruise, set PLA
according to the airline derated tables.
PNF SIGNS
- Set SEAT BELTS sw as required
ALL FLIGHT CONDITIONS OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PF J If entering icing conditions
ANTI-ICING PERFORMED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MODE SEL AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MINIMUM ICING SPEEDS BUGGED AND OBSERVED . . . . . . . . . . . . . . . . .
ICE ACCRETION MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PF OPERATION WITH ICE ACCRETION
PROP - HORNS - SIDE WINDOWS confirm ON . . . . . . . . . . . . . . . . . . . . . . .
MODE SEL confirm AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENG DE-ICING confirm ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRFRAME DE-ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MINIMUM ICING SPEEDS confirm bugged and observed . . . . . . . . . . . . . . . .
BE ALERT TO SEVERE ICING DETECTION
In case of severe icing, refer to 2.04.05.
J If significant vibrations occur :
CLs 100 OVRD for not less than 5 minutes . . . . . . . . . . . . . . . . . . . . . . . . . .
AA
ATR 72-500
NORMAL PROCEDURES 4-24
FOR FLIGHT SIMULATION USE ONLY
DESCENT
NORMAL PROCEDURES
P 1
JUL 98
001
2.03.14
CM
ALL FLIGHT CONDITIONS OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PF RELEVANT ANTI OR DE ICING, ...UP to landing PERFORMED IF NECESSARY
PF CCAS
- Depress RCL pb and check aircraft status.
PNF WEATHER AND LANDING INFORMATION
- Obtain all required information.
PNF LANDING DATA
- Determine landing weight, configuration and speeds
- Fill in data card
- Check landing field elevation on LANDING ELEVATION counter if QNH is used
(or 0 if QFE is used).
BUGS
ALL - ASI BUGS - Set external bugs as follows :
PNF - TQ BUGS
Set manual bugs to GA torque
ALL APPROACH BRIEFING
- Main points are :
. minimum safe altitude
. weather at destination
. approach procedures
. decision height
. go around procedures
. alternate and extra fuel time
PNF SIGNS
- Set SEAT BELTS sw to SEAT BELTS
PNF DESCENT CLEARANCE
- Obtained.
PF AFCS
- Select assigned altitude
- Engage IAS or VS mode as required
- Use PTW and PL as required for descent.
DESCENT CHECK LIST
- Completed
AA
S Lower value VGA
S Intermediate value
SINGLE ENGINE VmLB0 normal cond or
CLIMB SPEED: VmLB15 icing cond, and
not less than V2

S Higher value
Min. ICING SPEED
(Flaps 0) : (VmLB 0 ICING COND)
- Set internal bug to VApp
ATR 72-500
NORMAL PROCEDURES 4-25
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-26
FOR FLIGHT SIMULATION USE ONLY
R Mod : 3973 or 4371 or 4457
JUN 97
ATR 72-500
NORMAL PROCEDURES 4-27
FOR FLIGHT SIMULATION USE ONLY
GO AROUND
NORMAL PROCEDURES
P 1
JUL 98
001
2.03.17
CM
PF Simultaneously
- Announce GO AROUND"
- Depress GO AROUND pbs on PLs
- Advance PLs to ramp
- Call FLAPS one notch", rotate to GO AROUND pitch attitude
PNF - Retract FLAPS one notch
- Check NP = 100 %, adjust if necessary
PF - Follow FD bars and cancel AP Disconnect Alarm
- Accelerate to or maintain VGA (see 2-02-01 p. 4)
PNF - When positive rate of climb is achieved,
. Announce POSITIVE CLIMB".
PF - Command GEAR UP".
PNF - As soon as climb is established, select L/G lever to UP and select HDG/IAS.
PNF - Announce FLAPS X" when indicated (FLAPS X is one notch less than final
approach FLAPS setting)
Announce GEAR UP" when indicated.
PNF - Monitor
. pitch attitude
. bank attitude
. speed
. flight path
. engine parameters.
AA
ATR 72-500
NORMAL PROCEDURES 4-28
FOR FLIGHT SIMULATION USE ONLY
LANDING
NORMAL PROCEDURES
P 1
JUL 00
001
2.03.18
CM
PNF - Announce 500 feet above minimum", 100 feet above", Minimum, Decide".
PF - Announce LAND or GO AROUND as appropriate
PF - Press AP disconnect pb twice
PNF - Check flight parameters
PNF - Check IDLE GATE automatic retraction at touchdown
PF - When touching down, act on the PL triggers to select GI
PNF - Check and announce Both low pitch lights illuminated".
PF - Use reverse as necessary
1 - Control nose wheel steering
2 - Hold the control wheel as required
AA
ATR 72-500
NORMAL PROCEDURES 4-29
FOR FLIGHT SIMULATION USE ONLY
AFTER LANDING
NORMAL PROCEDURES
P 1
JUL 99
500
2.03.19
AA
CM
FLIGHT CONTROLS
1 - Order FLAPS O".
2 - Select FLAPS O and reset TRIMS.
2 - Engage GUST LOCK and check PITCH and ROLL controls are locked.
2 EXT LT
- Set LAND light and STROBE light (when installed) to OFF.
2 IGNITION
- Check ENG START selector to OFF-START ABORT.
2 COM/NAV
- Switch OFF non required equipment.
- Transponder on STBY.
- Radar on STBY.;
2 ENG TEST (Last flight of the day)
Conditions : - Both CLs AUTO.
- Both PLs at GI.
- ATPCS pb depressed. OFF extinguished.
- PWR MGT on TO position.
ARM positions : - ARM light illuminates green.
- Torque indications increase.
- NP and NH indications decrease.
ENG position : - Selected engine torque decreases below 18%.
- Opposite engine :
- Torque does not change.
- UPTRIM light illuminates.
- Bleed FAULT light illuminates.
- NP and NH increase slightly.
- 2.15 seconds later :
- Concerned propeller is automatically feathered.
- ARM green light extinguishes.
CAUTION : - Do not perform ENG TEST while taxiing as ACW is temporarily
lost and consequently, both main hydraulic pumps are temporarily
lost as well.
- Do not perform ENG TEST while taxiing if DC hydraulic pump
is not operating.
- If braking is required during test it will be performed using
EMER handle as required.
Note : If test must be repeated, wait 10 minutes before setting ATPCS" selector in ENG
position in order not to damage feathering pump (winding heating).
ATR 72-500
NORMAL PROCEDURES 4-30
FOR FLIGHT SIMULATION USE ONLY
AFTER LANDING
NORMAL PROCEDURES
P 2
JUL 00
001
2.03.19
TCAS
(runway vacated)
- Select STBY
1 ENGINES
Note : Keep engine running at least one minute at Gl power before shut down to
assist in reducing residual heat build up in the engine and nacelle.
- Select engine 1 CL to FTR then FUEL SO.
Note : After last flight of the day maintain feather position for 20 seconds
before selecting FUEL SO (required for oil capacity check by
maintenance).
- Note and reset FU.
All AFTER LANDING CHECK LIST
- Completed.
AA
ATR 72-500
NORMAL PROCEDURES 4-31
FOR FLIGHT SIMULATION USE ONLY
PARKING
NORMAL PROCEDURES
P 1
DEC 97
001
2.03.20
Note : As often as possible, park the a/c with wind relative to the nose at
10 o'clock to minimize noise and exhaust gaz interference when in hotel
mode.
1 PARKING BRAKE
- Set parking brake handle to PARKING and check brake pressure.
Note : If propeller BRK is used, be sure propeller brake area is clear and
protected.
1 Flight CONTROLS (last flight of the day)
- Release gust lock.
- Push Control column in nose down position.
- Refer to 1.02.10 for STICK PUSHER SHAKER - YES test procedure.
- Engage gust lock and check PITCH and ROLL controls are locked.
2 MAIN ELEC PWR (Only if GPU is used)
- Check ground crew connect external power unit.
- Check DC EXT PWR AVAIL light illuminates.
- Select DC EXT PWR ON.
1 ENGINES
In Hotel Mode
- Select engine 2 CL to FTR.
Note : If propeller brake is not available and provided PROP BRK is removed,
activate PROP BRK switch and check AIR BLEED X VALVE OPEN light
illuminates.
- Check READY lt illuminates.
- Engage PROP BRK.
- Check UNLK light illuminates then extinguishes.
- Check PROP BRK illuminates both on prop brake control panel and on memo
panel.
- Note and reset FU.
If GPU is used
- Select engine 2 CL to FTR then FUEL SO.
Note : After last flight of the day, keep feather position for 20 secondes before
selecting FUEL SO (required for oil capacity check by maintenance).
1 FUEL (only if GPU is used)
- Set both FUEL pump switches to OFF.
1 SIGNS
- Set SEAT BELTS sw to OFF.
2 GROUND CONTACT
- As required.
ALL PARKING CHECK LIST
- Completed.
TAIL PROP
- As required.
AA
ATR 72-500
NORMAL PROCEDURES 4-32
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL PROCEDURES 4-33
FOR FLIGHT SIMULATION USE ONLY
FINAL COCKPIT PREPARATION
MEMO PANEL CHECK . . . . . . . . . . . . . . . . . . .
GEAR PINS & COVERS ON BOARD . . . . . . .
FUEL QTY CHECK . . . . . . . . . . . . . . . . . . . . . .
TO DATABUGS SET . . . . . . . . . . . . . . . . . . . .
TRIMS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALTIMETERS SET . . . . . . . . . . . . . . . . . . . . . . .
LANDING ELEVATION SET . . . . . . . . . . . . . . .
COM / NAV SET . . . . . . . . . . . . . . . . . . . . . . . . .
ENG TEST PERFORMED . . . . . . . . . . . . . . . . .
PARKING BRK SET . . . . . . . . . . . . . . . . . . . . . .
BEFORE TAXI
TAIL PROP CONFIRM REMOVED . . . . . . . . .
DOORS CLOSED . . . . . . . . . . . . . . . . . . . . . . . .
BEACON ON . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROP BRAKE OFF . . . . . . . . . . . . . . . . . . . . . .
CL 2 As required * . . . . . . . . . . . . . . . . . . . . . . . .
ANTI ICING AS RQD . . . . . . . . . . . . . . . . . . . . .
FLAPS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANTISKID TEST . . . . . . . . . . . . . . . . . . . . . . . . .
TAXI
BRAKES CHECK . . . . . . . . . . . . . . . . . . . . . . . .
ENG 1 START
CL 1 As required * . . . . . . . . . . . . . . . . . . . . . . . .
COCKPIT COM HATCH CLOSED . . . . . . . . . .
AFCS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TO CONFIG TEST . . . . . . . . . . . . . . . . . . . . . . .
TAKE OFF BRIEFING SET . . . . . . . . . . . . . . . .
BEFORE TAKE OFF
GUST LOCK RELEASE . . . . . . . . . . . . . . . . . . .
FLIGHT CONTROLS CHECK . . . . . . . . . . . . .
BLEED VALVES AS REQUIRED . . . . . . . . . . . .
AIRFLOW NORM . . . . . . . . . . . . . . . . . . . . . . . .
CCAS TO INHI . . . . . . . . . . . . . . . . . . . . . . . . . .
EXT LT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . .
XPDR ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCAS (If installed) AUTO . . . . . . . . . . . . . . . . . .
CLs ..As required . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER CAM CENTER . . . . . . . . . . . . . . . . . .
RUNWAY HEADING LINED UP :
LATERAL FD BAR CENTERED . . . . . . . . . . .
AFTER TAKE OFF
LANDING GEAR UP . . . . . . . . . . . . . . . . . . . . . .
TAXI & T.O. LT OFF . . . . . . . . . . . . . . . . . . . . . .
PWR MGT / CL CLB . . . . . . . . . . . . . . . . . . . . .
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BLEED VALVES ON . . . . . . . . . . . . . . . . . . . . . .
ALTIMETERS SET . . . . . . . . . . . . . . . . . . . . . . .
MEMO PANEL CHECK . . . . . . . . . . . . . . . . . . .
CRUISE
PWR MGT CRZ . . . . . . . . . . . . . . . . . . . . . . . . .
SEAT BELT SW AS RQD . . . . . . . . . . . . . . . . . .
FLIGHT CONDITIONS OBSERVED . . . . . . . .
DESCENT
FLIGHT CONDITIONS OBSERVED . . . . . . . .
RELEVANT ANTI OR DE ICING,
UP TO LANDING PERFORMED . . . . . . . . . . . .
CCAS (If necessary) RCL . . . . . . . . . . . . . . . . .
LANDING DATA SET . . . . . . . . . . . . . . . . . . . . .
SEAT BELTS ON . . . . . . . . . . . . . . . . . . . . . . .
APPROACH
NO SMOKING ON . . . . . . . . . . . . . . . . . . . . . . .
ALTIMETERS SET . . . . . . . . . . . . . . . . . . . . . . .
CABIN ALTITUDE CHECK . . . . . . . . . . . . . . . .
SPEED VERSUS ICING AOA LT . . . . . . . . . . .
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BEFORE LANDING
LDG GEAR 3 GREEN . . . . . . . . . . . . . . . . . . . . .
TLU green light CHECK ILLUMINATED . .
FLAPS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PWR MGT SET . . . . . . . . . . . . . . . . . . . . . . . . .
CLs As required * . . . . . . . . . . . . . . . . . . . . . . . .
EXT LT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AP DISENGAGE . . . . . . . . . . . . . . . . . . . . . . . .
AFTER LANDING
XPDR ...STBY . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCAS (If installed) STBY . . . . . . . . . . . . . . . . . .
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GUST LOCK ENGAGE . . . . . . . . . . . . . . . . . . . .
PITCH AND ROLL CONTROLS . . . . . . . . . . . .
CHECK LOCKED . . . . . . . . . . . . . . . . . . . . . . . . .
TRIMS RESET . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENG START OFF / START ABORT . . . . . . . . .
ENG COOLING TIME 1 MN OBSERVE . . . . .
CL 1 FUEL SO . . . . . . . . . . . . . . . . . . . . . . . . . . .
PARKING
PARKING BRK SET . . . . . . . . . . . . . . . . . . . . . .
CL 2 FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PROP BRAKE ON / LOCKED . . . . . . . . . . . . . .
TAIL PROP AS RQD . . . . . . . . . . . . . . . . . . . . . .
LEAVING THE AIRCRAFT
OXYGEN MAIN SUPPLY OFF . . . . . . . . . . . . .
ICE AND RAIN PROTECTION OFF . . . . . . . .
EXT LT OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFIS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COM OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CL 2 FUEL SO . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL PUMPS OFF . . . . . . . . . . . . . . . . . . . . . .
EMER EXIT LT DISARM . . . . . . . . . . . . . . . . . . .
BAT OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
NORMAL CHECKLIST 4-34
CONVERSIONS
OPERATING DATA
P 1
JUN 97
001
3.01.01
ATR 72-500
OPERATING DATA 5-01
FOR FLIGHT SIMULATION USE ONLY
CONVERSIONS
OPERATING DATA
P 2
JUN 97
001
3.01.01
ATR 72-500
OPERATING DATA 5-02
FOR FLIGHT SIMULATION USE ONLY
CONVERSIONS
OPERATING DATA
P 3
JUN 97
001
3.01.01
ATR 72-500
OPERATING DATA 5-03
FOR FLIGHT SIMULATION USE ONLY
ISA
OPERATING DATA
P 1
JUN 94
001
3.01.02
AA
ATR 72-500
OPERATING DATA 5-04
FOR FLIGHT SIMULATION USE ONLY
MACH - Z - IAS - TAS - SAT - TAT
OPERATING DATA
P 1
JUL 98
001
3.01.03
PRESSURE ALTITUDE 25 000 ft . . . . . .
IAS 205 Kt . . . . . . . . . . . . . . . . . . . . . .
TOTAL TEMPERATURE -30C . . . . . . .
MATCH 0,5 . . . . . . . . . . . . . . . . . . . . . . . . .
STATIC AIR TEMPERATURE (SAT) -42C . . .
TRUE AIRSPEED (TAS) 295 Kt . . . . . . . . . . .
DATA RESULTS
AA
ATR 72-500
OPERATING DATA 5-05
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
OPERATING DATA 5-06
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
OPERATING DATA 5-07
FOR FLIGHT SIMULATION USE ONLY
PRESSURIZATION
OPERATING DATA
P 1
JUN 97
001
3.01.05
AA
ATR 72-500
OPERATING DATA 5-08
FOR FLIGHT SIMULATION USE ONLY
GENERAL
POWER SETTING
P 1
JUL 01
500
3.02.01
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
These controls act on three main components:
R - Propeller Electronic Control or PEC
- Hydromechanical Unit or HMU
- Electronic Control or EEC
The main engine power setting parameter is torque.
The maximum torque value for a given flight phase is defined by the FDAU and
displayed by a bug (FDAU target) on torque indicator. The crew has to set the
PWR MGT selector to the position corresponding to the flight phase and to set
the power lever in the notch or on the ramp in case of GO AROUND or for TO in
uptrim inoperative case : in these conditions, the controlled torque matches the
maximum target torque displayed by the FDAU (except for TO position : TO
power is delivered but RTO power is displayed by the automatic bug).
ENGINE RATINGS
Take-off
This rating corresponds to the normal, derated take-off thrust. It is normally
time limited to 5 minutes.
Reserve take-off
This rating corresponds to the maximum thrust certified for take-off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-around.
AA
ATR 72-500
POWER SETTING 6-01
FOR FLIGHT SIMULATION USE ONLY
GENERAL
POWER SETTING
P 2
JUN 97
150
3.02.01
POWER SETTING TABLES
Maximum power setting tables that are provided :
D MUST be used to determine TO torque to be set on the Manual Bugs prior to
takeoff.
D MUST be used to determine GA torque to be set on the Manual Bugs prior to final.
D Al l ows crosschecki ng of MCT / CLB / CRZ maxi mum torque val ues normal l y
computed in FDAU as a functi on of propel l er RPM, al ti tude pressure, Ai r
condi ti oni ng status and di spl ayed by the amber FDAU bug.
AA
ATR 72-500
POWER SETTING 6-02
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 1
JUL 00
100
3.02.02
PW127F TAKE OFF TORQUE APPLICABLE FOR 0 Vc 60 kt
SAT (c) PROPELLER SPEED 100.0 %
AIR
COND.
NORMAL
AIR
HIGH
AIR
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON
-1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
-40. -63. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
-10. -27. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.7
-8. -24. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.7
-6. -22. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.7 87.8
-4. -19. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.7 86.8
-2. -17. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.7 85.8
0. -14. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.7 84.9
2. -12. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.3 85.7 83.9
4. -10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.3 84.7 82.9
6. -7. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.2 83.6 81.9
8. -5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.9 86.2 82.6 80.9
10. -2. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 85.2 81.7 79.9
12. 0. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.7 84.1 80.7 79.0
4. 3. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.5 83.0 79.5 77.9
16. 5. 90.0 90.0 90.0 90.0 90.0 90.0 88.9 85.2 81.7 78.4 76.7
18. 8. 90.0 90.0 90.0 90.0 90.0 90.0 87.5 83.9 80.5 77.1 75.5
20. 10. 90.0 90.0 90.0 90.0 90.0 89.6 86.0 82.5 79.1 75.8 74.2
22. 13. 90.0 90.0 90.0 90.0 90.0 88.1 84.5 81.0 77.7 74.5 72.9
24. 15. 90.0 90.0 90.0 90.0 90.0 86.5 83.0 79.6 76.3 73.2 71.7
26. 18. 90.0 90.0 90.0 90.0 88.5 85.0 81.5 78.2 75.0 71.9 70.4
28. 20. 90.0 90.0 90.0 90.0 86.9 83.4 80.0 76.7 73.6 70.5 69.1
30. 23. 90.0 90.0 90.0 88.8 85.2 81.8 78.5 75.3 72.2 69.2 67.7
32. 25. 90.0 90.0 90.0 87.1 83.6 80.2 77.0 73.8 70.8 67.9 65.4
34. 28. 90.0 90.0 88.9 85.4 81.9 78.6 75.4 72.4 69.4 66.5 65.1
36. 30. 90.0 90.0 87.1 83.7 80.3 77.0 73.9 70.9 68.0 65.2 63.8
38. 33. 90.0 88.9 85.4 82.0 78.7 75.5 72.4 69.5 66.6 63.8 62.5
40. 36. 90.0 87.1 83.6 80.3 77.1 73.9 70.9 68.0 65.2
42. 38. 88.8 85.3 81.9 78.6 75.4 72.4 69.4 66.6
44. 41. 86.9 83.5 80.1 76.9 73.8 70.8 68.0
46. 43. 85.0 81.6 78.4 75.3 72.2 69.3
48. 46. 83.1 79.8 76.6 73.6 70.6
50. 48. 81.2 78.0 74.9 71.9
52. 51. 79.3 76.2 73.2
54. 53. 77.5 74.4
55. 54. 76.5 73.5
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-03
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 2
JUN 97
100
3.02.02
PW127F RESERVE TAKE OFF TORQUE VC = 50. KT
SAT (c) PROPELLER SPEED 100.0 %
AIR
COND.
NORMAL
AIR
HIGH
AIR
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON
-1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
-40. -63. -71. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-10. -27. -35. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.7
-8. -24. -32. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.6
-6. -22. -30. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6 97.5
-4. -19. -27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.5 96.5
-2. -17. -25. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.4 95.4
0. -14. -22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.3 94.3
2. -12. -19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.3 95.2 93.2
4. -10. -17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.1 94.1 92.1
6. -7. -14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.9 92.9 91.0
8. -5. -12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9 95.8 91.8 89.9
10. -2. -9. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 94.6 90.7 88.8
12. 0. -7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.5 93.5 89.6 87.8
14. 3. -4. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.1 92.2 88.4 86.5
16. 5. -1. 100.0 100.0 100.0 100.0 100.0 100.0 98.7 94.7 90.8 87.1 85.3
18. 8. 2. 100.0 100.0 100.0 100.0 100.0 100.0 97.2 93.2 89.4 85.7 83.9
20. 10. 4. 100.0 100.0 100.0 100.0 100.0 99.6 95.5 91.6 87.9 84.3 82.5
22. 13. 7. 100.0 100.0 100.0 100.0 100.0 97.9 93.9 90.0 86.4 82.8 81.1
24. 15. 10. 100.0 100.0 100.0 100.0 100.0 96.1 92.2 88.5 84.8 81.3 79.6
26. 18. 13. 100.0 100.0 100.0 100.0 98.4 94.4 90.6 86.9 83.3 79.9 78.2
28. 20. 16. 100.0 100.0 100.0 100.0 96.6 92.7 88.9 85.3 81.8 78.4 76.7
30. 23. 18. 100.0 100.0 100.0 98.7 94.7 90.9 87.2 83.6 80.2 76.9 75.3
32. 25. 21. 100.0 100.0 100.0 96.8 92.9 89.1 85.5 82.0 78.6 75.4 73.8
34. 28. 24. 100.0 100.0 98.8 94.9 91.1 87.4 83.8 80.4 77.1 73.9 72.4
36. 30. 27. 100.0 100.0 96.8 93.0 89.2 85.6 82.1 78.8 75.5 72.4 70.9
38. 33. 30. 100.0 98.8 94.9 91.1 87.4 83.9 80.5 77.2 74.0 70.9 69.5
40. 36. 32. 100.0 96.8 92.9 89.2 85.6 82.2 78.8 75.6 72.5
42. 38. 35. 98.7 94.8 91.0 87.3 83.8 80.4 77.2 74.0
44. 41. 38. 96.6 92.7 89.0 85.5 82.0 78.7 75.5
46. 43. 41. 94.4 90.7 87.1 83.6 80.2 77.0
48. 46. 43. 92.3 88.7 85.2 81.8 78.5
50. 48. 46. 90.3 86.7 83.2 79.9
52. 51. 49. 88.2 84.7 81.3
54. 53. 52. 86.1 82.7
55. 54. 53. 85.0 81.7
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-04
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 3
JUL 00
100
3.02.02
PW127F GO AROUND TORQUE APPLICABLE FOR Vc 125 kt
TAT (c) PROPELLER SPEED 100.0 %
AIR
COND.
NORMAL
AIR
HIGH
AIR
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON
-1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
-40. -63. -71. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-10. -27. -35. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9
-8. -24. -32. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.8
-6. -22. -30. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.8 97.8
-4. -19. -27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 96.7
-2. -17. -25. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.6 95.6
0. -14. -22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.5 94.5
2. -12. -19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.5 95.4 93.4
4. -10. -17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.3 94.3 92.3
6. -7. -14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.2 93.2 91.2
8. -5. -12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.0 92.1 90.1
10. -2. -9. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.9 94.9 91.0 89.1
12. 0. -7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.7 93.7 89.9 88.0
14. 3. -4. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.4 92.5 88.7 86.8
16. 5. -1. 100.0 100.0 100.0 100.0 100.0 100.0 99.0 95.0 91.1 87.4 85.5
18. 8. 2. 100.0 100.0 100.0 100.0 100.0 100.0 97.5 93.6 89.7 86.0 84.3
20. 10. 4. 100.0 100.0 100.0 100.0 100.0 99.9 95.9 92.0 88.2 84.6 82.8
22. 13. 7. 100.0 100.0 100.0 100.0 100.0 98.2 94.2 90.4 86.7 83.1 81.4
24. 15. 10. 100.0 100.0 100.0 100.0 100.0 96.5 92.6 88.8 85.2 81.7 79.9
26. 18. 13. 100.0 100.0 100.0 100.0 98.7 94.7 90.9 87.2 83.6 80.2 78.5
28. 20. 16. 100.0 100.0 100.0 100.0 96.9 93.0 89.2 85.6 82.1 78.7 77.1
30. 23. 18. 100.0 100.0 100.0 99.0 95.1 91.2 87.5 84.0 80.5 77.2 75.6
32. 25. 21. 100.0 100.0 100.0 97.1 93.2 89.5 85.9 82.4 79.0 75.7 74.2
34. 28. 24. 100.0 100.0 99.2 95.2 91.4 87.7 84.2 80.7 77.4 74.3 72.7
36. 30. 27. 100.0 100.0 97.2 93.3 89.6 86.0 82.5 79.1 75.9 72.8 71.2
38. 33. 30. 100.0 99.2 95.2 91.4 87.8 84.2 80.8 77.5 74.3 71.3 69.8
40. 36. 32. 100.0 97.1 93.3 89.6 86.0 82.5 79.2 75.9 72.8 69.8 68.4
42. 38. 35. 99.0 95.1 91.3 87.7 84.2 80.8 77.5 74.4 71.3
44. 41. 38. 96.9 93.1 89.4 85.8 82.4 79.1 75.9 72.8
46. 43. 41. 94.8 91.1 87.5 84.0 80.6 77.4 74.2
48. 46. 43. 92.7 89.1 85.5 82.1 78.8 75.7
50. 48. 46. 90.6 87.1 83.6 80.3 77.0
52. 51. 49. 88.5 85.0 81.7 78.4
54. 53. 52. 86.4 83.0 79.7
56. 55. 54. 84.4 81.0
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
Note : Add 0,8 % for each 10 kt above 125 kt without exceeding 100 % torque.
AA
ATR 72-500
POWER SETTING 6-05
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 4
DEC 97
500
3.02.02
PW127F
MAXIMUM CONTINUOUS TORQUE VC = 120. KT
TAT (c) PROPELLER SPEED 100.0 %
AIR
COND.
O
NORMAL
AIR
CO
HIGH
AIR
CO
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
-43. -56. -67. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 86.8 79.9 73.8 67.9 62.3 59.7
-40. -52. -63. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 85.4 78.6 72.6 66.8 61.3 58.7
-37. -48. -59. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 84.0 77.3 71.4 65.6 60.3 57.7
-33. -44. -55. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 89.7 82.6 76.0 70.2 64.5 59.2 56.7
-29. -40. -50. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 88.0 81.0 74.6 68.8 63.3 58.1 55.6
-25. -36. -46. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 86.1 79.2 72.9 67.3 61.9 56.8 54.4
-21. -32. -42. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 84.2 77.5 71.3 65.8 60.6 55.6 53.2
-17. -28. -38. 90.9 90.9 90.9 90.9 90.9 90.9 89.7 82.7 76.1 70.0 64.7 59.5 54.6 52.3
-13. -24. -33. 90.9 90.9 90.9 90.9 90.9 90.9 88.1 81.2 74.7 68.8 63.5 58.4 53.6 51.3
-10. -20. -29. 90.9 90.9 90.9 90.9 90.9 90.9 86.5 79.7 73.3 67.5 62.3 57.3 52.6 50.4
-6. -16. -24. 90.9 90.9 90.9 90.9 90.9 90.9 84.9 78.2 71.9 66.2 61.1 56.2 51.6 49.4
-2. -12. -20. 90.9 90.9 90.9 90.9 90.9 90.3 83.2 76.7 70.6 65.0 60.0 55.2 50.6 48.5
1. -8. -16. 90.9 90.9 90.9 90.9 90.9 88.7 81.8 75.3 69.3 63.8 58.9 54.2 49.7 47.6
4. -4. -11. 90.9 90.9 90.9 90.9 90.9 86.9 80.1 73.8 67.9 62.5 57.7 53.1 48.7 46.7
8. 0. -7. 90.9 90.9 90.9 90.9 90.9 84.5 77.9 71.8 66.1 60.8 56.1 51.6 47.4 45.4
11. 4. -2. 90.9 90.9 90.9 90.9 89.6 82.8 76.3 70.3 64.7 59.6 55.0 50.6 46.4 44.5
15. 8. 2. 90.9 90.9 90.9 90.9 87.9 81.2 74.8 68.9 63.4 58.4 53.9 49.6 45.5 43.6
18. 12. 7. 90.9 90.9 90.9 90.9 86.2 79.5 73.3 67.6 62.2 57.2 52.8 48.6 44.6
22. 16. 12. 90.9 90.9 90.9 90.9 84.4 77.9 71.9 66.2 60.9 56.1 51.8
25. 20. 16. 90.9 90.9 90.9 88.2 81.6 75.3 69.5 64.0 58.9 54.2
29. 24. 21. 90.9 90.9 90.9 84.9 78.6 72.5 66.9 61.6 56.7
33. 28. 25. 90.9 90.9 88.0 81.6 75.5 69.7 64.3 59.2
37. 32. 29. 90.9 90.9 84.7 78.6 72.7 67.1 61.9
41. 36. 33. 90.9 88.5 82.2 76.3 70.6 65.1
44. 40. 38. 90.9 85.8 79.7 74.0 68.4
48. 44. 42. 89.5 83.2 77.3 71.7
52. 48. 46. 86.6 80.5 74.8
56. 52. 50. 83.7 77.8
60. 56. 54. 82.1
64. 60. 58.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-06
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 5
DEC 97
500
3.02.02
PW127F
MAXIMUM CLIMB TORQUE VC = 170. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
O
NORMAL
AIR
CO
HIGH
AIR
CO
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
-41. -56. -64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.0 87.0 80.3 74.2 68.5 65.8
-38. -52. -60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.6 79.0 73.0 67.4 64.7
-34. -48. -56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.9 84.1 77.7 71.8 66.2 63.6
-30. -44. -51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.9 89.4 82.7 76.4 70.5 65.1 62.5
-26. -40. -47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.2 87.8 81.2 75.0 69.3 63.9 61.4
-23. -36. -43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.4 86.2 79.7 73.7 68.0 62.8 60.3
-19. -32. -39. 97.2 97.2 97.2 97.2 97.2 97.2 96.8 90.8 84.7 78.3 72.3 66.8 61.7 59.2
-15. -28. -35. 97.2 97.2 97.2 97.2 97.2 97.2 95.3 89.3 83.3 77.0 71.2 65.7 60.7 58.3
-11. -24. -31. 97.2 97.2 97.2 97.2 97.2 97.2 93.7 87.9 81.9 75.8 70.0 64.6 59.7 57.3
-7. -20. -26. 97.2 97.2 97.2 97.2 97.2 97.2 92.0 86.2 80.4 74.4 68.7 63.4 58.6 56.3
-4. -16. -22. 97.2 97.2 97.2 97.2 97.2 96.0 90.2 84.6 78.9 73.0 67.4 62.2 57.4 55.2
-1. -12. -18. 97.2 97.2 97.2 97.2 97.2 94.2 88.5 83.0 77.3 71.5 66.1 61.0 56.3 54.1
3. -8. -14. 97.2 97.2 97.2 97.2 97.2 92.0 86.4 81.0 75.5 69.9 64.6 59.6 55.0 52.9
6. -4. -10. 97.2 97.2 97.2 97.2 96.6 89.7 84.3 79.1 73.7 68.2 63.0 58.1 53.7 51.6
9. 0. -5. 97.2 97.2 97.2 97.2 93.9 87.2 81.9 76.8 71.6 66.3 61.2 56.5 52.2 50.1
12. 4. -1. 97.2 97.2 97.2 97.2 91.0 84.5 79.4 74.5 69.4 64.2 59.3 54.8 50.6 48.6
16. 8. 3. 97.2 97.2 97.2 94.9 88.1 81.9 76.9 72.1 67.2 62.2 57.5 53.1 49.0 47.1
19. 12. 8. 97.2 97.2 97.2 91.9 85.3 79.2 74.4 69.8 65.0 60.2 55.6 51.3 47.4 45.5
22. 16. 12. 97.2 97.2 95.6 88.8 82.4 76.5 71.9 67.4 62.9 58.2 53.7 49.6 45.8
26. 20. 17. 97.2 97.2 92.1 85.6 79.4 73.8 69.3 65.0 60.6 56.1 51.8 47.8
29. 24. 21. 97.2 95.5 88.6 82.3 76.4 71.0 66.7 62.5 58.3 53.9
33. 28. 25. 97.2 91.8 85.2 79.1 73.4 68.2 64.1 60.1 56.0
36. 32. 29. 95.3 88.4 82.1 76.2 70.8 65.7 61.8 57.9
40. 36. 33. 91.7 85.0 79.0 73.3 68.1 63.2 59.4
43. 40. 38. 88.2 81.8 75.9 70.5 65.5 60.8
47. 44. 42. 84.7 78.6 73.0 67.8 62.9
50. 48. 46. 81.3 75.4 70.0 65.0
54. 52. 50. 77.8 72.2 67.0
58. 56. 54. 75.6
62. 60. 58.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-07
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 6
DEC 97
500
3.02.02
PW127F
MAXIMUM CLIMB TORQUE VC = 190. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
O
NOR
MAL
HIGH
AIR
CO
PRESSURE ALTITUDE (FT)
COND.
OFF
MAL
AIR
COND.
ON
AIR
COND.
ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
-41. -56. -64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.2 83.6 77.4 71.7 69.0
-38. -52. -60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.7 88.8 82.3 76.2 70.6 67.9
-34. -48. -56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.1 87.3 80.9 74.9 69.4 66.8
-30. -44. -51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.8 79.5 73.6 68.2 65.6
-26. -40. -47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.9 90.8 84.2 78.1 72.3 67.0 64.5
-23. -36. -43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.1 89.2 82.7 76.7 71.0 65.8 63.3
-19. -32. -39. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 93.4 87.6 81.2 75.3 69.7 64.6 62.2
-15. -28. -35. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 91.9 86.2 79.9 74.1 68.6 63.5 61.2
-11. -24. -31. 97.2 97.2 97.2 97.2 97.2 97.2 96.2 90.4 84.7 78.6 72.8 67.5 62.5 60.2
-7. -20. -26. 97.2 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.2 77.2 71.5 66.2 61.4 59.0
-4. -16. -22. 97.2 97.2 97.2 97.2 97.2 97.2 92.6 87.0 81.6 75.7 70.1 65.0 60.2 57.9
-1. -12. -18. 97.2 97.2 97.2 97.2 97.2 96.6 90.8 85.4 80.0 74.2 68.8 63.7 59.0 56.8
3. -8. -14. 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.4 78.2 72.5 67.2 62.2 57.6 55.5
6. -4. -10. 97.2 97.2 97.2 97.2 97.2 92.1 86.5 81.3 76.2 70.7 65.5 60.7 56.2 54.1
9. 0. -5. 97.2 97.2 97.2 97.2 96.3 89.5 84.1 79.0 74.1 68.7 63.7 59.0 54.6 52.6
12. 4. -1. 97.2 97.2 97.2 97.2 93.3 86.7 81.5 76.6 71.8 66.6 61.8 57.2 53.0 51.0
16. 8. 3. 97.2 97.2 97.2 97.2 90.4 84.0 78.9 74.2 69.6 64.5 59.8 55.4 51.3 49.4
19. 12. 8. 97.2 97.2 97.2 94.0 87.4 81.3 76.4 71.8 67.3 62.4 57.9 53.6 49.6 47.8
22. 16. 12. 97.2 97.2 97.2 90.9 84.5 78.5 73.8 69.4 65.0 60.3 55.9 51.8 48.0 46.2
26. 20. 17. 97.2 97.2 94.2 87.6 81.5 75.7 71.2 66.9 62.7 58.2 53.9 49.9
29. 24. 21. 97.2 97.2 90.6 84.3 78.4 72.8 68.5 64.4 60.3 56.0 51.9
33. 28. 25. 97.2 93.7 87.1 81.0 75.3 70.0 65.8 61.8 58.0 53.8
36. 32. 29. 97.2 90.3 83.9 78.0 72.6 67.4 63.4 59.6 55.9
40. 36. 33. 93.5 86.8 80.7 75.1 69.8 64.9 61.0
43. 40. 38. 89.9 83.5 77.6 72.2 67.1 62.4
47. 44. 42. 86.4 80.3 74.6 69.4 64.5
50. 48. 46. 82.9 77.0 71.6 66.6
54. 52. 50. 79.3 73.7 68.5
58. 56. 54. 77.1 71.7
62. 60. 58. 77.1
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-08
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 7
DEC 97
500
3.02.02
PW127F
MAXIMUM CRUISE TORQUE VC = 170. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
O
NORMAL
AIR
CO
HIGH
AIR
CO
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 94.5 94.5 94.5 94.5 94.5 94.1 85.6 77.7 70.4 63.8
-35. -52. -62. 94.5 94.5 94.5 94.5 94.5 92.6 84.2 76.4 69.3 62.8
-32. -48. -58. 94.5 94.5 94.5 94.5 94.5 91.1 82.8 75.1 68.1 61.8
-29. -44. -54. 94.5 94.5 94.5 94.5 94.5 89.5 81.4 73.8 67.0 60.7
-25. -40. -49. 94.5 94.5 94.5 94.5 93.9 87.9 80.0 72.5 65.8 59.6
-22. -36. -45. 94.5 94.5 94.5 94.5 92.2 86.3 78.5 71.2 64.6 58.5
-19. -32. -41. 94.5 94.5 94.5 94.5 90.6 84.8 77.1 69.9 63.4 57.5
-16. -28. -37. 94.5 94.5 94.5 94.5 89.1 83.4 75.8 68.8 62.4 56.6
-13. -24. -32. 94.5 94.5 94.5 94.5 87.6 82.0 74.6 67.7 61.3 55.6
-9. -20. -28. 94.5 94.5 94.5 94.5 86.0 80.5 73.2 66.4 60.2 54.6
-6. -16. -23. 94.5 94.5 94.5 92.7 84.4 79.0 71.8 65.2 59.1 53.6
-3. -12. -19. 94.5 94.5 94.5 90.9 82.7 77.4 70.4 63.9 57.9 52.5
0. -8. -14. 94.5 94.5 94.5 88.8 80.8 75.6 68.8 62.4 56.6 51.3
4. -4. -10. 94.5 94.5 94.5 86.6 78.8 73.8 67.1 60.9 55.2 50.0
7. 0. -5. 94.5 94.5 92.6 84.2 76.6 71.7 65.2 59.1 53.6 48.6
10. 4. -1. 94.5 94.5 89.7 81.6 74.3 69.5 63.2 57.3 52.0 47.1
13. 8. 4. 94.5 94.5 86.8 79.0 71.9 67.3 61.2 55.5 50.3 45.6
17. 12. 8. 94.5 91.8 83.6 76.0 69.1 64.7 58.9 53.4 48.4 43.9
20. 16. 12. 94.5 88.2 80.3 73.0 66.4 62.2 56.5 51.3 46.5
23. 20. 17. 94.5 84.8 77.2 70.2 63.9 59.8 54.4 49.3
27. 24. 21. 94.5 81.5 74.2 67.5 61.4 57.5 52.3
31. 28. 26. 94.3 78.3 71.2 64.8 59.0 55.2
35. 32. 30. 90.6 75.2 68.5 62.2 56.6 53.0
38. 36. 34. 86.9 72.2 65.7 59.7 54.3
42. 40. 38. 83.2 69.1 62.9 57.2
46. 44. 42. 79.5 66.0 60.1
50. 48. 47. 75.9 63.0
54. 52. 51. 72.1
58. 56. 55. 69.8
62. 60. 59.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-09
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 8
DEC 97
500
3.02.02
PW127F
MAXIMUM CRUISE TORQUE VC = 190. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
O
NORMAL
AIR
CO
HIGH
AIR
CO
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 94.5 94.5 94.5 94.5 94.5 94.5 88.9 81.0 73.7 67.2
-35. -52. -62. 94.5 94.5 94.5 94.5 94.5 94.5 87.5 79.7 72.5 66.1
-32. -48. -58. 94.5 94.5 94.5 94.5 94.5 93.7 86.0 78.3 71.3 65.0
-29. -44. -54. 94.5 94.5 94.5 94.5 94.5 92.1 84.6 77.0 70.1 63.9
-25. -40. -49. 94.5 94.5 94.5 94.5 94.5 90.5 83.1 75.6 68.9 62.7
-22. -36. -45. 94.5 94.5 94.5 94.5 94.5 88.8 81.6 74.2 67.6 61.6
-19. -32. -41. 94.5 94.5 94.5 94.5 93.3 87.2 80.1 72.9 66.4 60.5
-16. -28. -37. 94.5 94.5 94.5 94.5 91.8 85.8 78.8 71.7 65.3 59.5
-13. -24. -32. 94.5 94.5 94.5 94.5 90.3 84.4 77.5 70.6 64.2 58.5
-9. -20. -28. 94.5 94.5 94.5 94.5 88.6 82.9 76.1 69.3 63.1 57.4
-6. -16. -23. 94.5 94.5 94.5 94.5 87.0 81.3 74.6 67.9 61.9 56.4
-3. -12. -19. 94.5 94.5 94.5 93.6 85.3 79.7 73.2 66.6 60.7 55.3
0. -8. -14. 94.5 94.5 94.5 91.4 83.3 77.9 71.5 65.1 59.3 54.0
4. -4. -10. 94.5 94.5 94.5 89.2 81.2 75.9 69.7 63.5 57.8 52.6
7. 0. -5. 94.5 94.5 94.5 86.6 78.9 73.8 67.7 61.7 56.2 51.2
10. 4. -1. 94.5 94.5 92.2 84.0 76.5 71.5 65.7 59.8 54.4 49.6
13. 8. 4. 94.5 94.5 89.2 81.3 74.1 69.2 63.6 57.9 52.7 48.0
17. 12. 8. 94.5 94.1 85.8 78.2 71.3 66.6 61.2 55.7 50.7 46.2
20. 16. 12. 94.5 90.4 82.4 75.1 68.4 64.0 58.7 53.5 48.7 44.4
23. 20. 17. 94.5 86.9 79.2 72.2 65.8 61.5 56.5 51.4 46.8
27. 24. 21. 94.5 83.5 76.2 69.4 63.3 59.1 54.3 49.4
31. 28. 26. 94.5 80.2 73.2 66.7 60.8 56.8 52.1
35. 32. 30. 92.5 77.1 70.3 64.1 58.4 54.6
38. 36. 34. 88.7 73.9 67.4 61.5 56.0
42. 40. 38. 84.9 70.8 64.6 58.8
46. 44. 42. 81.2 67.7 61.7
50. 48. 47. 77.4 64.5
54. 52. 51. 73.6
58. 56. 55. 71.2
62. 60. 59. 71.2
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-10
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 9
DEC 97
500
3.02.02
PW127F
MAXIMUM CRUISE TORQUE VC = 210. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
NORMAL
AIR
HIGH
AIR
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON
0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 94.5 94.5 94.5 94.5 94.5 94.5 92.8 84.8 77.5 71.0
-35. -52. -62. 94.5 94.5 94.5 94.5 94.5 94.5 91.3 83.4 76.3 69.8
-32. -48. -58. 94.5 94.5 94.5 94.5 94.5 94.5 89.7 82.0 75.0 68.7
-29. -44. -54. 94.5 94.5 94.5 94.5 94.5 94.5 88.2 80.6 73.7 67.5
-25. -40. -49. 94.5 94.5 94.5 94.5 94.5 93.4 86.6 79.2 72.4 66.3
-22. -36. -45. 94.5 94.5 94.5 94.5 94.5 91.7 85.0 77.7 71.1 65.1
-19. -32. -41. 94.5 94.5 94.5 94.5 94.5 90.0 83.5 76.4 69.8 63.9
-16. -28. -37. 94.5 94.5 94.5 94.5 94.5 88.6 82.2 75.1 68.7 62.9
-13. -24. -32. 94.5 94.5 94.5 94.5 93.5 87.1 80.8 73.9 67.6 61.8
-9. -20. -28. 94.5 94.5 94.5 94.5 91.8 85.5 79.3 72.5 66.3 60.7
-6. -16. -23. 94.5 94.5 94.5 94.5 90.0 83.9 77.8 71.1 65.1 59.5
-3. -12. -19. 94.5 94.5 94.5 94.5 88.3 82.2 76.3 69.8 63.8 58.4
0. -8. -14. 94.5 94.5 94.5 94.4 86.3 80.3 74.5 68.1 62.3 57.0
4. -4. -10. 94.5 94.5 94.5 92.1 84.1 78.3 72.7 66.4 60.8 55.6
7. 0. -5. 94.5 94.5 94.5 89.5 81.7 76.1 70.6 64.6 59.1 54.1
10. 4. -1. 94.5 94.5 94.5 86.7 79.2 73.8 68.5 62.6 57.3 52.4
13. 8. 4. 94.5 94.5 91.8 83.9 76.7 71.4 66.3 60.6 55.4 50.7
17. 12. 8. 94.5 94.5 88.4 80.7 73.8 68.7 63.8 58.3 53.3 48.8
20. 16. 12. 94.5 92.8 84.9 77.6 70.9 66.0 61.3 56.0 51.2 46.9
23. 20. 17. 94.5 89.3 81.6 74.6 68.1 63.5 58.9 53.8 49.2 45.1
27. 24. 21. 94.5 85.8 78.5 71.7 65.5 61.0 56.6 51.8
31. 28. 26. 94.5 82.4 75.3 68.9 62.9 58.6 54.4
35. 32. 30. 94.5 79.2 72.4 66.2 60.4 56.3
38. 36. 34. 90.7 75.9 69.4 63.5 58.0
42. 40. 38. 86.9 72.7 66.5 60.8
46. 44. 42. 83.0 69.5 63.5 58.1
50. 48. 47. 79.2 66.3 60.6
54. 52. 51. 75.3 63.0
58. 56. 55. 72.9
62. 60. 59. 72.9
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-11
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 10
DEC 97
500
3.02.02
PW127F
MAXIMUM CRUISE TORQUE VC = 230. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
OFF
NORMAL
AIR
COND
HIGH
AIR
COND
PRESSURE ALTITUDE (FT)
OFF COND.
ON
COND.
ON
0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 89.1 81.9 75.3
-35. -52. -62. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 87.7 80.5 74.1
-32. -48. -58. 94.5 94.5 94.5 94.5 94.5 94.5 93.9 86.2 79.2 72.9
-29. -44. -54. 94.5 94.5 94.5 94.5 94.5 94.5 92.3 84.7 77.8 71.6
-25. -40. -49. 94.5 94.5 94.5 94.5 94.5 94.5 90.6 83.2 76.4 70.3
-22. -36. -45. 94.5 94.5 94.5 94.5 94.5 94.5 89.0 81.7 75.1 69.0
-19. -32. -41. 94.5 94.5 94.5 94.5 94.5 93.1 87.4 80.2 73.7 67.8
-16. -28. -37. 94.5 94.5 94.5 94.5 94.5 91.6 86.0 78.9 72.5 66.7
-13. -24. -32. 94.5 94.5 94.5 94.5 94.5 90.1 84.6 77.6 71.3 65.6
-9. -20. -28. 94.5 94.5 94.5 94.5 94.5 88.4 83.0 76.2 70.0 64.4
-6. -16. -23. 94.5 94.5 94.5 94.5 93.5 86.8 81.4 74.7 68.7 63.2
-3. -12. -19. 94.5 94.5 94.5 94.5 91.7 85.1 79.8 73.3 67.3 62.0
0. -8. -14. 94.5 94.5 94.5 94.5 89.6 83.1 78.0 71.6 65.8 60.5
4. -4. -10. 94.5 94.5 94.5 94.5 87.4 81.1 76.1 69.8 64.2 59.0
7. 0. -5. 94.5 94.5 94.5 92.6 84.9 78.8 73.9 67.9 62.3 57.4
10. 4. -1. 94.5 94.5 94.5 89.8 82.3 76.4 71.7 65.8 60.4 55.6
13. 8. 4. 94.5 94.5 94.5 86.9 79.7 73.9 69.3 63.7 58.5 53.8
17. 12. 8. 94.5 94.5 91.2 83.6 76.6 71.1 66.7 61.3 56.3 51.8
20. 16. 12. 94.5 94.5 87.6 80.3 73.6 68.3 64.1 58.8 54.1 49.7
23. 20. 17. 94.5 91.9 84.2 77.2 70.8 65.7 61.6 56.6 52.0 47.8
27. 24. 21. 94.5 88.4 81.0 74.2 68.1 63.1 59.3 54.4 50.0
31. 28. 26. 94.5 84.9 77.8 71.3 65.4 60.6 56.9 52.2
35. 32. 30. 94.5 81.5 74.7 68.5 62.8 58.2 54.7
38. 36. 34. 93.0 78.2 71.7 65.7 60.2 55.9
42. 40. 38. 89.1 74.9 68.6 62.9 57.7
46. 44. 42. 85.1 71.6 65.6 60.1
50. 48. 47. 81.2 68.2 62.6
54. 52. 51. 77.2 64.9
58. 56. 55. 74.7
62. 60. 59. 74.7
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-12
FOR FLIGHT SIMULATION USE ONLY
TORQUE TABLES
POWER SETTING
P 11
DEC 97
500
3.02.02
PW127F
MAXIMUM CRUISE TORQUE VC = 250. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR
COND.
O
NORMAL
AIR
CO
HIGH
AIR
CO
PRESSURE ALTITUDE (FT)
COND.
OFF
AIR
COND.
ON
AIR
COND.
ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.0 86.7 80.2
-35. -52. -62. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.4 85.3 78.9
-32. -48. -58. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 90.9 83.9 77.6
-29. -44. -54. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 89.3 82.5 76.3
-25. -40. -49. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 87.7 81.0 74.9
-22. -36. -45. 94.5 94.5 94.5 94.5 94.5 94.5 93.1 86.1 79.5 73.6
-19. -32. -41. 94.5 94.5 94.5 94.5 94.5 94.5 91.5 84.6 78.1 72.2
-16. -28. -37. 94.5 94.5 94.5 94.5 94.5 94.5 90.0 83.2 76.8 71.1
-13. -24. -32. 94.5 94.5 94.5 94.5 94.5 93.4 88.5 81.9 75.6 69.9
-9. -20. -28. 94.5 94.5 94.5 94.5 94.5 91.7 86.9 80.4 74.2 68.6
-6. -16. -23. 94.5 94.5 94.5 94.5 94.5 90.0 85.2 78.8 72.8 67.3
-3. -12. -19. 94.5 94.5 94.5 94.5 94.5 88.2 83.6 77.3 71.4 66.0
0. -8. -14. 94.5 94.5 94.5 94.5 93.3 86.2 81.6 75.5 69.7 64.5
4. -4. -10. 94.5 94.5 94.5 94.5 91.0 84.0 79.6 73.6 68.0 62.9
7. 0. -5. 94.5 94.5 94.5 94.5 88.5 81.7 77.3 71.6 66.1 61.1
10. 4. -1. 94.5 94.5 94.5 93.2 85.8 79.2 75.0 69.4 64.1 59.2
13. 8. 4. 94.5 94.5 94.5 90.2 83.0 76.6 72.6 67.1 62.0 57.3
17. 12. 8. 94.5 94.5 94.4 86.8 79.9 73.7 69.8 64.6 59.6 55.2
20. 16. 12. 94.5 94.5 90.7 83.4 76.7 70.8 67.1 62.1 57.3 53.0
23. 20. 17. 94.5 94.5 87.2 80.2 73.7 68.1 64.5 59.7 55.1 50.9
27. 24. 21. 94.5 91.2 83.9 77.1 70.9 65.5 62.0 57.4 53.0 49.0
31. 28. 26. 94.5 87.6 80.5 74.0 68.1 62.9 59.5 55.1 50.8
35. 32. 30. 94.5 84.2 77.4 71.1 65.4 60.4 57.2 52.9
38. 36. 34. 94.5 80.7 74.2 68.2 62.7 57.9 54.9
42. 40. 38. 91.5 77.3 71.1 65.3 60.1 55.5
46. 44. 42. 87.4 73.9 67.9 62.4
50. 48. 47. 83.4 70.5 64.8
54. 52. 51. 79.3 67.0
58. 56. 55. 76.7
62. 60. 59. 76.7
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
AA
ATR 72-500
POWER SETTING 6-13
FOR FLIGHT SIMULATION USE ONLY
GENERAL
TAKE-OFF
P 1
JUL 99
001
3.03.01
TAKE-OFF CONDITIONS
Different weather conditions may be encountered at the take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take off is at or below
5 C or when TAT in flight is at or below 7 C and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5 C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered:
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by:
- water or slush between 1/8 and 1/2 inch (3 and 12,7 mm)
- loose snow : must be considered as slush. To determine the equivalent slush
depth, multiply the loose snow depth by : 1,25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perfectly dry, but when the water does not
give it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
AA
ATR 72-500
TAKE-OFF 7-01
FOR FLIGHT SIMULATION USE ONLY
GENERAL
TAKE-OFF
P 2
JUN 97
100
3.03.01
TAKE-OFF SPEEDS
The take-off speeds meet the requirements of the applicable regulations :
V1q V1 limited by VMCG V2 q 1.13 VSR
VRq 1.05 VMCA V2 q 1.1 VMCA
V2 upper limit is 1.25 VSR to avoid excessive take-off runs or distances.
D NORMAL CONDITIONS
The V2/VSR speed ratio may be optimized between 1.13 and 1.25.
D ICING CONDITIONS
Minimum manoeuvre/operating speeds must be increased to keep a sufficient margin
with regart to VS1g. The V2/VSR speed ratio must at least be equal to 1,22.
AA
ATR 72-500
TAKE-OFF 7-02
FOR FLIGHT SIMULATION USE ONLY
METHODOLOGY
TAKE-OFF
P 3
SEP 02
001
3.03.02
DETERMINATION OF THE TOW
MEL Decrement
then
Decrement
Contamination
3.03.03 p2
L
AA
ATR 72-500
TAKE-OFF 7-03
FOR FLIGHT SIMULATION USE ONLY
METHODOLOGY
TAKE-OFF
P 4
SEP 02
550
3.03.02
NORMAL ATMOSPHERIC CONDITIONS
Wind = + 10 kt (headwind)
Dry runway
TORA = 1 800 m Pressure altitude = 3 000 ft
TODA = 1 870m (computed from airport elevation and actual QNH)
ASDA = 1 950 m Slope = + 0,6 % (uphill)
No obstacle
METHOD
D take the shorter length of ASDA and TODA, i.e 1 870 m
D Iocate this length on the length axis (point A)
D reaching first the reference fine, correct this length according to the runway slope
(0,6) and wind value (10) following the arrows
D in the altitudes/temperatures field select the iso-altitude i.e. 3 000 ft
RESULT
D after corrections, the point A is transferred to A' on the iso-altitude line 3 000 ft and
determines the upper temperature limit, i.e.+ 20.5C.
The lower temperature limit is defined by the point C i.e. - 20C.
The runway is NOT LIMITING for temperatures between - 20C and + 20.5C.
ICING ATMOSPHERIC CONDITIONS
Same assumptions than in the preceding example but wet runway, and pressure
altitude = 0 ft and ASDA = TODA = 1890 m.
METHOD
D take the shorter length of ASDA and TODA, i.e. 1 890 m
D apply the length decrement due to contamination condition, i.e. 140 m, you obtain
an equivalent length of 1 750 m (point B)
RESULT
D proceeding as the preceding in example, the runway is NOT LIMITING for
temperatures between - 15C and + 3.8C.
AA
ATR 72-500
TAKE-OFF 7-04
FOR FLIGHT SIMULATION USE ONLY
METHODOLOGY
TAKE-OFF
P 5
JUL 98
550
3.03.02
NORMAL CONDITIONS
AA
ATR 72-500
TAKE-OFF 7-05
FOR FLIGHT SIMULATION USE ONLY
METHODOLOGY
TAKE-OFF
P 6
JUL 98
550
3.03.02
ICING CONDITIONS
AA
ATR 72-500
TAKE-OFF 7-06
FOR FLIGHT SIMULATION USE ONLY
CORRECTIONS
TAKE-OFF
P 1
JUL 00
500
3.03.03
AIR CONDITIONING
Take-off performances are computed with AIR CONDITIONING ON.
To take into account the effect of AIR CONDITIONING OFF, increase the runway lengths by
3 % and take the actual OAT.
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e.
torque bleed ON = 90 % for TO and 100 % for RTO), the take-off may be performed
air conditioning ON without performance penalty.
AA AA
ATR 72-500
TAKE-OFF 7-07
FOR FLIGHT SIMULATION USE ONLY
CORRECTIONS
TAKE-OFF
P 2
JUL 99
500
3.03.03
RUNWAY SLOPE
Decrease the runway length by 400 m (1320 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 400 m (1320 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-off weight and the associated limitation.
2) Apply the QNH correction :
QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 80 kg (175 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH q 1050 Hpa, keep the values of 1050 HPa.
QNH < 1013.25 HPa or 29.92 in Hg
Substract 240 kg (530 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take-off speeds.
AA
ATR 72-500
TAKE-OFF 7-08
FOR FLIGHT SIMULATION USE ONLY
CORRECTIONS
TAKE-OFF
P 3
JUN 97
300
3.03.03
WAT (WEIGHT ALTITUDE TEMPERATURE)
Maximum weight to face 2nd segment or final take-off climb requirement.
Apply if necessary the weight decrements due to obstacles or abnormal configurations.
NORMAL CONDITIONS
Temperature AIRPORT PRESSURE ALTITUDE (ft) Temperature
(C) 0 1000 2000
0 24255 kg (53470 lb) 23935 kg (52760 lb) 23615 kg (52055 lb)
10 23920 kg (52730 lb) 23605 kg (52040 lb) 23295 kg (51360 lb)
20 23600 kg (52030lb) 23300 kg (51360 lb) 22995 kg (50690 lb)
25 23450 kg (51695 lb) 23150 kg (51030 lb) 22845 kg (50360 lb)
30 23305 kg (51380 lb) 22990 kg (50685 lb) 22300 kg (49155 lb)
34 23190 kg (51125 lb) 22500 kg (49600 lb) 21635 kg (47695 lb)
38 22680 kg (50000 lb) 21815 kg (48095 lb) 20975 kg (46240 lb)
40 22330 kg (49225 lb) 21475 kg (47345 lb) 20645 kg (45510 lb)
45 21450 kg (47290 lb) 20625 kg (45465 lb) 19825 kg (43705 lb)
50 20565 kg (45335 lb) 19770 kg (43585 lb) 19010 kg (41910 lb)
Temperature AIRPORT PRESSURE ALTITUDE (ft) Temperature
(C) 4000 6000 8000
0 22995 kg (50695 lb) 22105 kg (48735 lb) 21090 kg (46490 lb)
10 22680 kg (49995 lb) 21665 kg (47760 lb) 20015 kg (44120 lb)
20 22115 kg (48750lb) 20405 kg (44985 lb) 18830 kg (41505 lb)
25 21350 kg (47070 lb) 19715 kg (43460 lb) 18190 kg (40100 lb)
30 20590 kg (45395 lb) 19010 kg (41900 lb) 17540 kg (38670 lb)
35 19835 kg (43720 lb) 18305 kg (40350 lb) 16890 kg (37235 lb)
40 19075 kg (42050 lb) 17610 kg (38820 lb) 16245 kg (35815 lb)
ICING CONDITIONS
FLAPS 15
PRESSURE
ALTITUDE (ft)
0 1000 2000 4000 6000 8000
at or below 0C 24030 kg
(52975 lb)
23710 kg
(52275 lb)
23125 kg
(50980 lb)
21915 kg
(48310 lb)
20900 kg
(46070 lb)
20125 kg
(44365 lb)
at or below 5C 23860 kg
(52560 lb)
23425 kg
(51645 lb)
22820 kg
(50310 lb)
21635 kg
(47695 lb)
20685 kg
(45600 lb)
19955 kg
(43995 lb)
AA
ATR 72-500
TAKE-OFF 7-09
FOR FLIGHT SIMULATION USE ONLY
CORRECTIONS
TAKE-OFF
P 6
JUN 97
500
3.03.03
BRAKES ENERGY LIMITATION
NORMAL CONDITIONS
USE FOR ANY TAILWIND UP TO 10 KT
TAKE OFF WEIGHT (KG) - LIMITATIONS
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
ZP FT 0 1000 2000
0C
22125 6-6 21638 6-6 21160 6-6
0C
110 110 114 108 108 113 107 107 112
10 C
21652 6-6 21182 6-6 20742 6-6
10 C
108 108 113 107 107 112 106 106 110
20 C
21197 6-6 20752 6-6 20331 6-6
20 C
107 107 112 106 106 110 105 105 109
30 C
20747 6-6 20353 6-6 19989 6-6
30 C
106 106 110 105 105 109 104 104 108
40 C
20423 6-6 20047 6-6 19672 6-6
40 C
105 105 110 105 105 108 104 104 107
50 C
20101 6-6 19736 6-6 19009 2-2
50 C
105 105 109 104 104 108 102 102 105
TAKE OFF WEIGHT (KG) - LIMITATIONS
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
ZP FT 3000 4000 5000
10 C
21168 6-6 20725 6-6 20300 6-6
10 C
107 107 112 106 106 110 105 105 109
0 C
20716 6-6 20291 6-6 19873 6-6
0 C
106 106 110 105 105 109 104 104 108
5 C
20518 6-6 20072 6-6 19655 6-6
5 C
105 105 110 104 104 109 103 103 107
10 C
20319 6-6 19852 6-6 19453 6-6
10 C
105 105 109 104 104 108 103 103 107
15 C
20120 6-6 19632 6-6 19322 6-6
15 C
104 104 109 103 103 107 102 102 106
20 C
19921 6-6 19520 6-6 19189 6-6
20 C
104 104 108 103 103 107 102 102 106
25 C
19776 6-6 19393 6-6 19057 6-6
25 C
104 104 108 103 103 107 102 102 106
30 C
19612 6-6 19254 6-6 18926 6-6
30 C
103 103 107 103 103 106 102 102 105
35 C
19458 6-6 19108 6-6 18795 6-6
35 C
103 103 107 102 102 106 102 102 105
40 C
19312 6-6 18974 6-6 18329 2-2
40 C
103 103 106 102 102 105 100 100 103
AA
ATR 72-500
TAKE-OFF 7-10
FOR FLIGHT SIMULATION USE ONLY
CORRECTIONS
TAKE-OFF
P 7
JUN 97
500
3.03.03
BRAKES ENERGY LIMITATION
ICING CONDITIONS
USE FOR ANY TAILWIND UP TO 10 KT
TAKE OFF WEIGHT (KG) - LIMITATIONS
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
ZP FT 0 1000 2000 3000
BELOW
20769 6-6 20343 6-6 19936 6-6 19539 6-6
BELOW
5 C
115 115 120 114 114 119 113 113 117 112 112 116
BELOW
20567 6-6 20149 6-6 19747 6-6 19354 6-6
BELOW
10 C
115 115 119 113 113 118 112 112 117 111 111 115
TAKE OFF WEIGHT (KG) - LIMITATIONS
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
ZP FT 4000 5000 6000 8000
BELOW
19122 6-6 18727 6-6 18372 6-6 17752 6-6
BELOW
5 C
110 110 115 109 109 113 108 108 112 107 107 110
BELOW
18913 6-6 18533 6-6 18235 6-6 17605 6-6
BELOW
10 C
110 110 114 108 108 113 108 108 112 106 106 110
TAKE OFF WEIGHT (LB) - LIMITATIONS
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
ZP FT 0 1000 2000 3000
BELOW
45789 6-6 44849 6-6 43951 6-6 43076 6-6
BELOW
5 C
115 115 120 114 114 119 113 113 117 112 112 116
BELOW
45343 6-6 44421 6-6 43536 6-6 42668 6-6
BELOW
10 C
115 115 119 113 113 118 112 112 117 111 111 115
TAKE OFF WEIGHT (LB) - LIMITATIONS
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
ZP FT 4000 5000 6000 8000
BELOW
42156 6-6 41287 6-6 40504 6-6 39136 6-6
BELOW
5 C
110 110 115 109 109 113 108 108 112 107 107 110
BELOW
41697 6-6 40858 6-6 40202 6-6 38813 6-6
BELOW
10 C
110 110 114 108 108 113 108 108 112 106 106 110
AA
ATR 72-500
TAKE-OFF 7-11
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 1
JUL 00
500
3.03.04
The QRT are computed on a dry runway at standard pressure, with air conditioning ON, no
wind, no obstacle, and no slope.
Entry parameters must be determined as indicated in 3.03.02 P 3.
NORMAL CONDITIONS
The QRT are computed with V2/VSR = 1,143 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VSR = 1,231 and V1/VR = 1.
In case of ground icing conditions, if atmospheric icing conditions does not exist, the
V2/VSR speed ratio may be the same as in normal conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.
AA
ATR 72-500
TAKE-OFF 7-12
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 2
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP=0 FT- FLAPS 15
NORMAL CONDITIONS
T-CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
M LENGTH
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) E RUNWAY
M - LENGTH
P(C) - (M) 1000 m 1100 m 1200 m 1300 m
10 0
20304 3-3 21382 3-3 22356 3-3 23261 3-3
-10.0
20304 3 3
104 104 109
21382 3 3
107 107 112
22356 3 3
110 110 115
23261 3 3
113 113 117
0 0
- - - - - - - 20896 3-3 21878 3-3 22779 3-3
0.0
20896 3 3
106 106 111
21878 3 3
109 109 114
22779 3 3
112 112 116
5 0
- - - - - - - 20613 3-3 21598 3-3 22503 3-3
5.0
20613 3 3
105 105 110
21598 3 3
108 108 113
22503 3 3
111 111 115
10 0
- - - - - -- 20333 3-3 21318 3-3 22227 3-3
10.0
20333 3 3
104 104 109
21318 3 3
107 107 112
22227 3 3
110 110 114
15 0
- - - - - - - 20062 3-3 21044 3-3 21954 3-3
15.0
20062 3 3
104 104 109
21044 3 3
107 107 111
21954 3 3
109 109 114
20 0
- - - - - - - 19791 3-3 20771 3-3 21680 3-3
20.0
19791 3 3
103 103 108
20771 3 3
106 106 111
21680 3 3
109 109 113
25 0
- - - - - - - 19529 3-3 20504 3-3 21412 3-3
25.0
19529 3 3
102 102 107
20504 3 3
105 105 110
21412 3 3
108 108 112
30 0
- - - - - - - 19271 3-3 20241 3-3 21145 3-3
30.0
19271 3 3
101 101 106
20241 3 3
104 104 109
21145 3 3
107 107 112
35 0
- - - - - - - 19021 3-3 19984 3-3 20883 3-3
35.0
19021 3 3
101 101 105
19984 3 3
104 104 108
20883 3 3
106 106 111
40 0
- - - - - - - 18595 3-3 19543 3-3 20434 3-3
40.0
18595 3 3
99 99 104
19543 3 3
103 103 107
20434 3 3
105 105 110
45 0
- - - - - - - 18156 3-3 19084 3-3 19961 3-3
45.0
18156 3 3
98 98 103
19084 3 3
101 101 106
19961 3 3
104 104 108
50 0
- - - - - - - 17707 3-3 18616 3-3 19474 3-3
50.0
17707 3 3
97 97 102
18616 3 3
100 100 104
19474 3 3
103 103 107
ICING CONDITIONS
20 0
18493 3-3 19568 3-3 20538 3-3 21419 3-3
-20.0
18493 3 3
107 107 113
19568 3 3
110 110 116
20538 3 3
114 114 119
21419 3 3
117 117 122
10 0
18092 3-3 19159 3-3 20128 3-3 21015 3-3
-10.0
18092 3 3
105 105 111
19159 3 3
109 109 115
20128 3 3
113 113 118
21015 3 3
116 116 121
5 0
17900 3-3 18961 3-3 19931 3-3 20816 3-3
-5.0
17900 3 3
105 105 111
18961 3 3
109 109 114
19931 3 3
112 112 117
20816 3 3
115 115 120
0 0
17623 3-3 18676 3-3 19641 3-3 20527 3-3
0.0
17623 3 3
104 104 110
18676 3 3
108 108 113
19641 3 3
111 111 116
20527 3 3
114 114 119
5 0
17359 3-3 18402 3-3 19360 3-3 20244 3-3
5.0
17359 3 3
103 103 109
18402 3 3
107 107 112
19360 3 3
110 110 115
20244 3 3
113 113 118
AA
ATR 72-500
TAKE-OFF 7-13
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 3
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP=0 FT- FLAPS 15
NORMAL CONDITIONS
T CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT)
E - RUNWAY
M - LENGTH
P(C) - (M) 1400 m 1500 m 1600 m
1700 m
and+
10 0
24123 3-3 24601 2-2 24601 2-2 24601 2-2
-10.0
24123 3 3
116 116 119
24601 2 2
118 118 121
24601 2 2
118 118 121
24601 2 2
118 118 121
0 0
23596 3-3 24231 3-3 24252 2-2 24252 2-2
0.0
23596 3 3
114 114 118
24231 3 3
117 117 120
24252 2 2
117 117 120
24252 2 2
117 117 120
5 0
23347 3-3 23967 3-3 24081 2-2 24081 2-2
5.0
23347 3 3
114 114 117
23967 3 3
116 116 119
24081 2 2
116 116 119
24081 2 2
116 116 119
10 0
23074 3-3 23703 3-3 23917 2-2 23917 2-2
10.0
23074 3 3
113 113 117
23703 3 3
115 115 118
23917 2 2
116 116 119
23917 2 2
116 116 119
15 0
22801 3-3 23452 3-3 23754 2-2 23754 2-2
15.0
22801 3 3
112 112 116
23452 3 3
114 114 118
23754 2 2
115 115 118
23754 2 2
115 115 118
20 0
22529 3-3 23204 3-3 23600 2-2 23600 2-2
20.0
22529 3 3
111 111 115
23204 3 3
114 114 117
23600 2 2
115 115 118
23600 2 2
115 115 118
25 0
22261 3-3 22969 3-3 23447 2-2 23447 2-2
25.0
22261 3 3
111 111 115
22969 3 3
113 113 116
23447 2 2
114 114 118
23447 2 2
114 114 118
30 0
21993 3-3 22750 3-3 23287 3-3 23304 2-2
30.0
21993 3 3
110 110 114
22750 3 3
112 112 116
23287 3 3
114 114 117
23304 2 2
114 114 117
35 0
21730 3-3 22530 3-3 23054 3-3 23162 2-2
35.0
21730 3 3
109 109 113
22530 3 3
112 112 115
23054 3 3
113 113 117
23162 2 2
114 114 117
40 0
21272 3-3 22015 3-3 22327 2-2 22327 2-2
40.0
21272 3 3
108 108 112
22015 3 3
110 110 114
22327 2 2
111 111 115
22327 2 2
111 111 115
45 0
20790 3-3 21450 2-2 21450 2-2 21450 2-2
45.0
20790 3 3
107 107 111
21450 2 2
109 109 112
21450 2 2
109 109 112
21450 2 2
109 109 112
50 0
20182 3-3 20562 2-2 20562 2-2 20562 2-2
50.0
20182 3 3
105 105 109
20562 2 2
106 106 110
20562 2 2
106 106 110
20562 2 2
106 106 110
ICING CONDITIONS
20 0
22227 3-3 22970 3-3 23723 3-3 24475 3-3
-20.0
22227 3 3
119 119 124
22970 3 3
122 122 126
23723 3 3
124 124 128
24475 3 3
127 127 130
10 0
21830 3-3 22584 3-3 23305 3-3 23997 7-7
-10.0
21830 3 3
118 118 123
22584 3 3
121 121 125
23305 3 3
123 123 127
23997 7 7
125 125 129
5 0
21634 3-3 22353 7-7 23018 7-7 23692 7-7
-5.0
21634 3 3
118 118 122
22353 7 7
120 120 124
23018 7 7
122 122 126
23692 7 7
124 124 128
0 0
21347 3-3 22080 7-7 22742 7-7 23394 7-7
0.0
21347 3 3
117 117 122
22080 7 7
119 119 124
22742 7 7
121 121 125
23394 7 7
123 123 127
5 0
21065 3-3 21814 7-7 22474 7-7 23109 7-7
5.0
21065 3 3
116 116 121
21814 7 7
119 119 123
22474 7 7
121 121 125
23109 7 7
123 123 126
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-14
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 4
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP=1000 FT- FLAPS 15
NORMAL CONDITIONS
T- CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
M LENGTH
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) E RUNWAY
M - LENGTH
P(C) - (M) 1100 m 1200 m 1300 m 1400 m
10 0
20914 3-3 21896 3-3 22796 3-3 23614 3-3
-10.0
20914 3 3
106 106 111
21896 3 3
109 109 114
22796 3 3
112 112 116
23614 3 3
115 115 118
0 0
20333 3-3 21318 3-3 22226 3-3 23073 3-3
0.0
20333 3 3
104 104 109
21318 3 3
107 107 112
22226 3 3
110 110 114
23073 3 3
113 113 117
5 0
20052 3-3 21034 3-3 21944 3-3 22791 3-3
5.0
20052 3 3
104 104 108
21034 3 3
107 107 111
21944 3 3
109 109 114
22791 3 3
112 112 116
10 0
19774 3-3 20753 3-3 21662 3-3 22511 3-3
10.0
19774 3 3
103 103 108
20753 3 3
106 106 110
21662 3 3
109 109 113
22511 3 3
111 111 115
15 0
19503 3-3 20477 3-3 21385 3-3 22233 3-3
15.0
19503 3 3
102 102 107
20477 3 3
105 105 110
21385 3 3
108 108 112
22233 3 3
111 111 115
20 0
19238 3-3 20207 3-3 21110 3-3 21959 3-3
20.0
19238 3 3
101 101 106
20207 3 3
104 104 109
21110 3 3
107 107 111
21959 3 3
110 110 114
25 0
18982 3-3 19944 3-3 20843 3-3 21689 3-3
25.0
18982 3 3
100 100 105
19944 3 3
104 104 108
20843 3 3
106 106 111
21689 3 3
109 109 113
30 0
- - - - - - - 19689 3-3 20582 3-3 21425 3-3
30.0
19689 3 3
103 103 107
20582 3 3
106 106 110
21425 3 3
108 108 112
35 0
- - - - - - - 19343 3-3 20228 3-3 21063 3-3
35.0
19343 3 3
102 102 106
20228 3 3
105 105 109
21063 3 3
107 107 111
40 0
- - - - - - - 18933 3-3 19804 3-3 20628 3-3
40.0
18933 3 3
101 101 105
19804 3 3
104 104 108
20628 3 3
106 106 110
45 0
- - - - - - - 18474 3-3 19327 3-3 20089 3-3
45.0
18474 3 3
100 100 104
19327 3 3
103 103 106
20089 3 3
105 105 109
50 0
- - - - - - - 17974 3-3 18804 3-3 19424 3-3
50.0
17974 3 3
99 99 102
18804 3 3
101 101 105
19424 3 3
103 103 107
ICING CONDITIONS
20 0
19293 3-3 20263 3-3 21149 3-3 21962 3-3
-20.0
19293 3 3
110 110 115
20263 3 3
113 113 118
21149 3 3
116 116 121
21962 3 3
119 119 123
10 0
18694 3-3 19659 3-3 20545 3-3 21365 3-3
-10.0
18694 3 3
108 108 113
19659 3 3
111 111 116
20545 3 3
114 114 119
21365 3 3
117 117 122
5 0
18409 3-3 19368 3-3 20252 3-3 21072 3-3
-5.0
18409 3 3
107 107 112
19368 3 3
110 110 116
20252 3 3
113 113 118
21072 3 3
116 116 121
0 0
18134 3-3 19084 3-3 19966 3-3 20784 3-3
0.0
18134 3 3
106 106 111
19084 3 3
109 109 115
19966 3 3
112 112 117
20784 3 3
115 115 120
5 0
17867 3-3 18809 3-3 19684 3-3 20500 3-3
5.0
17867 3 3
105 105 111
18809 3 3
108 108 114
19684 3 3
112 112 117
20500 3 3
114 114 119
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-15
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 5
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP=1000 FT- FLAPS 15
NORMAL CONDITIONS
T CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT)
E - RUNWAY
M - LENGTH
P(C) - (M) 1500 m 1600 m 1700 m
1800 m
and+
10 0
24250 3-3 24280 2-2 24280 2-2 24280 2-2
-10.0
24250 3 3
117 117 120
24280 2 2
117 117 120
24280 2 2
117 117 120
24280 2 2
117 117 120
0 0
23706 3-3 23932 2-2 23932 2-2 23932 2-2
0.0
23706 3 3
115 115 118
23932 2 2
116 116 119
23932 2 2
116 116 119
23932 2 2
116 116 119
5 0
23446 3-3 23766 2-2 23766 2-2 23766 2-2
5.0
23446 3 3
114 114 118
23766 2 2
115 115 119
23766 2 2
115 115 119
23766 2 2
115 115 119
10 0
23191 3-3 23605 2-2 23605 2-2 23605 2-2
10.0
23191 3 3
113 113 117
23605 2 2
115 115 118
23605 2 2
115 115 118
23605 2 2
115 115 118
15 0
22949 3-3 23449 2-2 23449 2-2 23449 2-2
15.0
22949 3 3
113 113 116
23449 2 2
114 114 118
23449 2 2
114 114 118
23449 2 2
114 114 118
20 0
22724 3-3 23257 3-3 23296 2-2 23296 2-2
20.0
22724 3 3
112 112 116
23257 3 3
114 114 117
23296 2 2
114 114 117
23296 2 2
114 114 117
25 0
22489 3-3 23019 3-3 23147 2-2 23147 2-2
25.0
22489 3 3
111 111 115
23019 3 3
113 113 117
23147 2 2
114 114 117
23147 2 2
114 114 117
30 0
22223 3-3 22803 3-3 22990 2-2 22990 2-2
30.0
22223 3 3
111 111 114
22803 3 3
113 113 116
22990 2 2
113 113 116
22990 2 2
113 113 116
35 0
21857 3-3 22326 2-2 22326 2-2 22326 2-2
35.0
21857 3 3
110 110 114
22326 2 2
111 111 115
22326 2 2
111 111 115
22326 2 2
111 111 115
40 0
21277 3-3 21475 2-2 21475 2-2 21475 2-2
40.0
21277 3 3
108 108 112
21475 2 2
109 109 112
21475 2 2
109 109 112
21475 2 2
109 109 112
45 0
20622 2-2 20622 2-2 20622 2-2 20622 2-2
45.0
20622 2 2
107 107 110
20622 2 2
107 107 110
20622 2 2
107 107 110
20622 2 2
107 107 110
50 0
19770 2-2 19770 2-2 19770 2-2 19770 2-2
50.0
19770 2 2
104 104 108
19770 2 2
104 104 108
19770 2 2
104 104 108
19770 2 2
104 104 108
ICING CONDITIONS
20 0
22667 7-7 23351 7-7 24043 7-7 24412 2-2
-20.0
22667 7 7
121 121 125
23351 7 7
123 123 127
24043 7 7
125 125 129
24412 2 2
126 126 130
10 0
22098 7-7 22761 7-7 23414 7-7 24056 2-2
-10.0
22098 7 7
119 119 124
22761 7 7
121 121 125
23414 7 7
123 123 127
24056 2 2
125 125 129
5 0
21822 7-7 22482 7-7 23118 7-7 23762 7-7
-5.0
21822 7 7
119 119 123
22482 7 7
121 121 125
23118 7 7
123 123 126
23762 7 7
125 125 128
0 0
21550 3-3 22207 7-7 22836 7-7 23461 7-7
0.0
21550 3 3
118 118 122
22207 7 7
120 120 124
22836 7 7
122 122 126
23461 7 7
124 124 127
5 0
21266 3-3 21938 7-7 22563 7-7 23170 7-7
5.0
21266 3 3
117 117 121
21938 7 7
119 119 123
22563 7 7
121 121 125
23170 7 7
123 123 127
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-16
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 6
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 2000 FT- FLAPS 15
NORMAL CONDITIONS
T- CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
M LENGTH
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) E RUNWAY
M - LENGTH
P(C) - (M) 1100 m 1200 m 1300 m 1400 m
10 0
20349 3-3 21334 3-3 22242 3-3 23089 3-3
-10.0
20349 3 3
104 104 109
21334 3 3
107 107 112
22242 3 3
110 110 115
23089 3 3
113 113 117
0 0
19771 3-3 20750 3-3 21660 3-3 22509 3-3
0.0
19771 3 3
103 103 108
20750 3 3
106 106 110
21660 3 3
109 109 113
22509 3 3
111 111 115
5 0
19490 3-3 20465 3-3 21372 3-3 22222 3-3
5.0
19490 3 3
102 102 107
20465 3 3
105 105 110
21372 3 3
108 108 112
22222 3 3
110 110 114
10 0
19219 3-3 20188 3-3 21090 3-3 21939 3-3
10.0
19219 3 3
101 101 106
20188 3 3
104 104 109
21090 3 3
107 107 111
21939 3 3
110 110 114
15 0
- - - - - - - 19913 3-3 20811 3-3 21657 3-3
15.0
19913 3 3
103 103 108
20811 3 3
106 106 111
21657 3 3
109 109 113
20 0
- - - - - - - 19647 3-3 20539 3-3 21381 3-3
20.0
19647 3 3
103 103 107
20539 3 3
106 106 110
21381 3 3
108 108 112
25 0
- - - - - - - 19390 3-3 20277 3-3 21112 3-3
25.0
19390 3 3
102 102 107
20277 3 3
105 105 109
21112 3 3
107 107 111
30 0
- - - - - - - 19052 3-3 19927 3-3 20756 3-3
30.0
19052 3 3
101 101 106
19927 3 3
104 104 108
20756 3 3
106 106 110
35 0
- - - - - - - 18656 3-3 19516 3-3 20333 3-3
35.0
18656 3 3
100 100 104
19516 3 3
103 103 107
20333 3 3
105 105 109
40 0
- - - - - - - 18243 3-3 19085 3-3 19887 3-3
40.0
18243 3 3
99 99 103
19085 3 3
102 102 106
19887 3 3
104 104 108
45 0
- - - - - - - 17771 3-3 18591 3-3 19297 3-3
45.0
17771 3 3
98 98 102
18591 3 3
101 101 104
19297 3 3
103 103 106
50 0
- - - - - - - 17278 3-3 18074 3-3 18660 3-3
50.0
17278 3 3
96 96 100
18074 3 3
99 99 103
18660 3 3
101 101 104
ICING CONDITIONS
20 0
18731 3-3 19697 3-3 20583 3-3 21402 3-3
-20.0
18731 3 3
108 108 113
19697 3 3
111 111 117
20583 3 3
114 114 119
21402 3 3
117 117 122
10 0
18150 3-3 19100 3-3 19982 3-3 20800 3-3
-10.0
18150 3 3
106 106 112
19100 3 3
109 109 115
19982 3 3
113 113 117
20800 3 3
115 115 120
5 0
17872 3-3 18814 3-3 19690 3-3 20506 3-3
-5.0
17872 3 3
105 105 111
18814 3 3
108 108 114
19690 3 3
112 112 117
20506 3 3
114 114 119
0 0
17605 3-3 18537 3-3 19406 3-3 20219 3-3
0.0
17605 3 3
104 104 110
18537 3 3
108 108 113
19406 3 3
111 111 116
20219 3 3
114 114 118
5 0
17347 3-3 18268 3-3 19128 3-3 19936 3-3
5.0
17347 3 3
103 103 109
18268 3 3
107 107 112
19128 3 3
110 110 115
19936 3 3
113 113 117
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-17
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 7
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 2000 FT- FLAPS 15
NORMAL CONDITIONS
T CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT)
E - RUNWAY
M - LENGTH
P(C) - (M) 1500 m 1600 m 1700 m
1800 m
and+
10 0
23726 3-3 23957 2-2 23957 2-2 23957 2-2
-10.0
23726 3 3
115 115 118
23957 2 2
116 116 119
23957 2 2
116 116 119
23957 2 2
116 116 119
0 0
23194 3-3 23612 2-2 23612 2-2 23612 2-2
0.0
23194 3 3
114 114 117
23612 2 2
115 115 118
23612 2 2
115 115 118
23612 2 2
115 115 118
5 0
22944 3-3 23452 2-2 23452 2-2 23452 2-2
5.0
22944 3 3
113 113 116
23452 2 2
114 114 118
23452 2 2
114 114 118
23452 2 2
114 114 118
10 0
22712 3-3 23245 3-3 23295 2-2 23295 2-2
10.0
22712 3 3
112 112 116
23245 3 3
114 114 117
23295 2 2
114 114 117
23295 2 2
114 114 117
15 0
22457 3-3 22997 3-3 23143 2-2 23143 2-2
15.0
22457 3 3
111 111 115
22997 3 3
113 113 117
23143 2 2
114 114 117
23143 2 2
114 114 117
20 0
22179 3-3 22771 3-3 22993 2-2 22993 2-2
20.0
22179 3 3
111 111 114
22771 3 3
112 112 116
22993 2 2
113 113 116
22993 2 2
113 113 116
25 0
21907 3-3 22549 3-3 22843 2-2 22843 2-2
25.0
21907 3 3
110 110 114
22549 3 3
112 112 115
22843 2 2
113 113 116
22843 2 2
113 113 116
30 0
21545 3-3 22184 3-3 22296 2-2 22296 2-2
30.0
21545 3 3
109 109 113
22184 3 3
111 111 114
22296 2 2
111 111 115
22296 2 2
111 111 115
35 0
21090 3-3 21468 2-2 21468 2-2 21468 2-2
35.0
21090 3 3
108 108 111
21468 2 2
109 109 112
21468 2 2
109 109 112
21468 2 2
109 109 112
40 0
20486 3-3 20643 2-2 20643 2-2 20643 2-2
40.0
20486 3 3
106 106 110
20643 2 2
107 107 110
20643 2 2
107 107 110
20643 2 2
107 107 110
45 0
19824 2-2 19824 2-2 19824 2-2 19824 2-2
45.0
19824 2 2
105 105 108
19824 2 2
105 105 108
19824 2 2
105 105 108
19824 2 2
105 105 108
50 0
19009 2-2 19009 2-2 19009 2-2 19009 2-2
50.0
19009 2 2
102 102 105
19009 2 2
102 102 105
19009 2 2
102 102 105
19009 2 2
102 102 105
ICING CONDITIONS
20 0
22136 7-7 22800 7-7 23456 7-7 24093 2-2
-20.0
22136 7 7
119 119 124
22800 7 7
122 122 126
23456 7 7
124 124 127
24093 2 2
126 126 129
10 0
21566 3-3 22226 7-7 22855 7-7 23482 7-7
-10.0
21566 3 3
118 118 122
22226 7 7
120 120 124
22855 7 7
122 122 126
23482 7 7
124 124 127
5 0
21271 3-3 21946 7-7 22572 7-7 23180 7-7
-5.0
21271 3 3
117 117 121
21946 7 7
119 119 123
22572 7 7
121 121 125
23180 7 7
123 123 127
0 0
20982 3-3 21673 7-7 22295 7-7 22893 7-7
0.0
20982 3 3
116 116 120
21673 7 7
118 118 122
22295 7 7
120 120 124
22893 7 7
122 122 126
5 0
20696 3-3 21403 7-7 22020 7-7 22615 7-7
5.0
20696 3 3
115 115 120
21403 7 7
118 118 122
22020 7 7
120 120 123
22615 7 7
121 121 125
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-18
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 8
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 4000 FT- FLAPS 15
NORMAL CONDITIONS
T- CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
M LENGTH
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) E RUNWAY
M - LENGTH
P(C) - (M) 1200 m 1300 m 1400 m 1500 m
10 0
20187 3-3 21090 3-3 21938 3-3 22721 3-3
-10.0
20187 3 3
104 104 109
21090 3 3
107 107 111
21938 3 3
110 110 114
22721 3 3
112 112 116
0 0
19607 3-3 20498 3-3 21339 3-3 22137 3-3
0.0
19607 3 3
103 103 107
20498 3 3
105 105 110
21339 3 3
108 108 112
22137 3 3
110 110 114
5 0
19329 3-3 20214 3-3 21048 3-3 21842 3-3
5.0
19329 3 3
102 102 106
20214 3 3
105 105 109
21048 3 3
107 107 111
21842 3 3
110 110 113
10 0
19058 3-3 19934 3-3 20762 3-3 21551 3-3
10.0
19058 3 3
101 101 106
19934 3 3
104 104 108
20762 3 3
106 106 111
21551 3 3
109 109 113
15 0
18796 3-3 19661 3-3 20483 3-3 21265 3-3
15.0
18796 3 3
100 100 105
19661 3 3
103 103 107
20483 3 3
106 106 110
21265 3 3
108 108 112
20 0
18516 3-3 19370 3-3 20182 3-3 20957 3-3
20.0
18516 3 3
100 100 104
19370 3 3
102 102 106
20182 3 3
105 105 109
20957 3 3
107 107 111
25 0
18163 3-3 19001 3-3 19799 3-3 20564 3-3
25.0
18163 3 3
99 99 103
19001 3 3
101 101 105
19799 3 3
104 104 108
20564 3 3
106 106 110
30 0
17755 3-3 18575 3-3 19356 3-3 20103 3-3
30.0
17755 3 3
98 98 102
18575 3 3
100 100 104
19356 3 3
103 103 106
20103 3 3
105 105 109
35 0
17309 3-3 18107 3-3 18868 3-3 19517 3-3
35.0
17309 3 3
96 96 100
18107 3 3
99 99 103
18868 3 3
102 102 105
19517 3 3
104 104 107
40 0
16857 3-3 17631 3-3 18370 3-3 18893 3-3
40.0
16857 3 3
95 95 99
17631 3 3
98 98 101
18370 3 3
100 100 104
18893 3 3
102 102 105
45 0
16406 3-3 17158 3-3 17787 3-3 18270 3-3
45.0
16406 3 3
94 94 98
17158 3 3
96 96 100
17787 3 3
99 99 102
18270 3 3
100 100 103
50 0
15982 3-3 16714 3-3 17247 3-3 17562 2-2
50.0
15982 3 3
93 93 97
16714 3 3
95 95 99
17247 3 3
97 97 100
17562 2 2
98 98 101
ICING CONDITIONS
20 0
18579 3-3 19449 3-3 20262 3-3 21026 3-3
-20.0
18579 3 3
108 108 113
19449 3 3
111 111 116
20262 3 3
114 114 118
21026 3 3
116 116 121
10 0
18008 3-3 18859 3-3 19660 3-3 20416 3-3
-10.0
18008 3 3
106 106 111
18859 3 3
109 109 114
19660 3 3
112 112 116
20416 3 3
114 114 119
5 0
17737 3-3 18578 3-3 19371 3-3 20122 3-3
-5.0
17737 3 3
105 105 110
18578 3 3
108 108 113
19371 3 3
111 111 116
20122 3 3
114 114 118
0 0
17475 3-3 18306 3-3 19090 3-3 19833 3-3
0.0
17475 3 3
104 104 109
18306 3 3
107 107 112
19090 3 3
110 110 115
19833 3 3
113 113 117
5 0
17224 3-3 18043 3-3 18818 3-3 19553 3-3
5.0
17224 3 3
103 103 108
18043 3 3
106 106 111
18818 3 3
109 109 114
19553 3 3
112 112 116
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-19
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 9
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 4000 FT- FLAPS 15
NORMAL CONDITIONS
T CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT)
E - RUNWAY
M - LENGTH
P(C) - (M) 1600 m 1700 m 1800 m
1900 m
and+
10 0
23255 3-3 23323 2-2 23323 2-2 23323 2-2
-10.0
23255 3 3
114 114 117
23323 2 2
114 114 117
23323 2 2
114 114 117
23323 2 2
114 114 117
0 0
22743 3-3 22994 2-2 22994 2-2 22994 2-2
0.0
22743 3 3
112 112 116
22994 2 2
113 113 116
22994 2 2
113 113 116
22994 2 2
113 113 116
5 0
22499 3-3 22834 2-2 22834 2-2 22834 2-2
5.0
22499 3 3
112 112 115
22834 2 2
113 113 116
22834 2 2
113 113 116
22834 2 2
113 113 116
10 0
22257 3-3 22677 6-6 22677 6-6 22677 6-6
10.0
22257 3 3
111 111 115
22677 6 6
112 112 116
22677 6 6
112 112 116
22677 6 6
112 112 116
15 0
22015 3-3 22342 6-6 22342 6-6 22342 6-6
15.0
22015 3 3
110 110 114
22342 6 6
111 111 115
22342 6 6
111 111 115
22342 6 6
111 111 115
20 0
21701 3-3 22112 2-2 22112 2-2 22112 2-2
20.0
21701 3 3
110 110 113
22112 2 2
111 111 114
22112 2 2
111 111 114
22112 2 2
111 111 114
25 0
21172 3-3 21350 2-2 21350 2-2 21350 2-2
25.0
21172 3 3
108 108 112
21350 2 2
109 109 112
21350 2 2
109 109 112
21350 2 2
109 109 112
30 0
20590 2-2 20590 2-2 20590 2-2 20590 2-2
30.0
20590 2 2
107 107 110
20590 2 2
107 107 110
20590 2 2
107 107 110
20590 2 2
107 107 110
35 0
19831 2-2 19831 2-2 19831 2-2 19831 2-2
35.0
19831 2 2
105 105 108
19831 2 2
105 105 108
19831 2 2
105 105 108
19831 2 2
105 105 108
40 0
19073 2-2 19073 2-2 19073 2-2 19073 2-2
40.0
19073 2 2
103 103 106
19073 2 2
103 103 106
19073 2 2
103 103 106
19073 2 2
103 103 106
45 0
18318 2-2 18318 2-2 18318 2-2 18318 2-2
45.0
18318 2 2
100 100 103
18318 2 2
100 100 103
18318 2 2
100 100 103
18318 2 2
100 100 103
50 0
17562 2-2 17562 2-2 17562 2-2 17562 2-2
50.0
17562 2 2
98 98 101
17562 2 2
98 98 101
17562 2 2
98 98 101
17562 2 2
98 98 101
ICING CONDITIONS
20 0
21724 7-7 22346 7-7 22945 7-7 23167 6-6
-20.0
21724 7 7
119 119 123
22346 7 7
120 120 124
22945 7 7
122 122 126
23167 6 6
123 123 127
10 0
21132 3-3 21760 7-7 22350 7-7 22498 6-6
-10.0
21132 3 3
117 117 121
21760 7 7
119 119 123
22350 7 7
121 121 124
22498 6 6
121 121 125
5 0
20833 3-3 21476 7-7 22061 7-7 22198 6-6
-5.0
20833 3 3
116 116 120
21476 7 7
118 118 122
22061 7 7
120 120 124
22198 6 6
120 120 124
0 0
20540 3-3 21197 7-7 21777 7-7 21912 6-6
0.0
20540 3 3
115 115 119
21197 7 7
117 117 121
21777 7 7
119 119 123
21912 6 6
119 119 123
5 0
20256 3-3 20925 3-3 21499 7-7 21633 6-6
5.0
20256 3 3
114 114 118
20925 3 3
117 117 120
21499 7 7
118 118 122
21633 6 6
119 119 122
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-20
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 10
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 6000 FT- FLAPS 15
NORMAL CONDITIONS
T- CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
M LENGTH
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) E RUNWAY
M - LENGTH
P(C) - (M) 1200 m 1300 m 1400 m 1500 m
10 0
19040 3-3 19915 3-3 20743 3-3 21531 3-3
-10.0
19040 3 3
101 101 106
19915 3 3
104 104 108
20743 3 3
106 106 110
21531 3 3
109 109 113
0 0
18489 3-3 19342 3-3 20154 3-3 20928 3-3
0.0
18489 3 3
99 99 104
19342 3 3
102 102 106
20154 3 3
105 105 109
20928 3 3
107 107 111
5 0
18231 3-3 19071 3-3 19872 3-3 20640 3-3
5.0
18231 3 3
99 99 103
19071 3 3
101 101 106
19872 3 3
104 104 108
20640 3 3
106 106 110
10 0
17960 3-3 18789 3-3 19579 3-3 20337 3-3
10.0
17960 3 3
98 98 102
18789 3 3
101 101 105
19579 3 3
103 103 107
20337 3 3
106 106 109
15 0
17636 3-3 18449 3-3 19225 3-3 19970 3-3
15.0
17636 3 3
97 97 101
18449 3 3
100 100 104
19225 3 3
102 102 106
19970 3 3
105 105 108
20 0
17239 3-3 18033 3-3 18790 3-3 19517 3-3
20.0
17239 3 3
96 96 100
18033 3 3
99 99 103
18790 3 3
101 101 105
19517 3 3
104 104 107
25 0
16836 3-3 17609 3-3 18347 3-3 19055 3-3
25.0
16836 3 3
95 95 99
17609 3 3
98 98 101
18347 3 3
100 100 103
19055 3 3
102 102 106
30 0
16417 3-3 17169 3-3 17887 3-3 18574 3-3
30.0
16417 3 3
94 94 98
17169 3 3
96 96 100
17887 3 3
99 99 102
18574 3 3
101 101 104
35 0
15989 3-3 16720 3-3 17416 3-3 17984 3-3
35.0
15989 3 3
92 92 97
16720 3 3
95 95 99
17416 3 3
97 97 101
17984 3 3
99 99 102
40 0
15564 3-3 16278 3-3 16928 3-3 17378 3-3
40.0
15564 3 3
91 91 95
16278 3 3
94 94 97
16928 3 3
96 96 99
17378 3 3
98 98 101
45 0
15162 3-3 15861 3-3 16397 3-3 16827 3-3
45.0
15162 3 3
90 90 94
15861 3 3
93 93 96
16397 3 3
94 94 98
16827 3 3
96 96 99
50 0
14789 3-3 15474 3-3 15938 3-3 16236 2-2
50.0
14789 3 3
89 89 93
15474 3 3
91 91 95
15938 3 3
93 93 96
16236 2 2
94 94 97
ICING CONDITIONS
20 0
17493 3-3 18325 3-3 19109 3-3 19854 3-3
-20.0
17493 3 3
104 104 109
18325 3 3
107 107 112
19109 3 3
110 110 115
19854 3 3
113 113 117
10 0
16964 3-3 17771 3-3 18535 3-3 19262 3-3
-10.0
16964 3 3
103 103 108
17771 3 3
106 106 110
18535 3 3
108 108 113
19262 3 3
111 111 115
5 0
16714 3-3 17509 3-3 18262 3-3 18980 3-3
-5.0
16714 3 3
102 102 107
17509 3 3
105 105 109
18262 3 3
107 107 112
18980 3 3
110 110 114
0 0
16472 3-3 17255 3-3 17998 3-3 18705 3-3
0.0
16472 3 3
101 101 106
17255 3 3
104 104 109
17998 3 3
107 107 111
18705 3 3
109 109 113
5 0
16241 3-3 17013 3-3 17745 3-3 18442 3-3
5.0
16241 3 3
100 100 105
17013 3 3
103 103 108
17745 3 3
106 106 110
18442 3 3
108 108 113
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-21
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 11
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 6000 FT- FLAPS 15
NORMAL CONDITIONS
T CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT)
E - RUNWAY
M - LENGTH
P(C) - (M) 1600 m 1700 m 1800 m
1900 m
and+
10 0
22247 3-3 22679 2-2 22679 2-2 22679 2-2
-10.0
22247 3 3
111 111 115
22679 2 2
112 112 116
22679 2 2
112 112 116
22679 2 2
112 112 116
0 0
21671 3-3 22105 6-6 22105 6-6 22105 6-6
0.0
21671 3 3
109 109 113
22105 6 6
111 111 114
22105 6 6
111 111 114
22105 6 6
111 111 114
5 0
21375 3-3 21853 6-6 21853 6-6 21853 6-6
5.0
21375 3 3
109 109 112
21853 6 6
110 110 114
21853 6 6
110 110 114
21853 6 6
110 110 114
10 0
21064 3-3 21621 3-3 21664 6-6 21664 6-6
10.0
21064 3 3
108 108 111
21621 3 3
110 110 113
21664 6 6
110 110 113
21664 6 6
110 110 113
15 0
20653 3-3 21079 2-2 21079 2-2 21079 2-2
15.0
20653 3 3
107 107 110
21079 2 2
108 108 111
21079 2 2
108 108 111
21079 2 2
108 108 111
20 0
20138 3-3 20404 2-2 20404 2-2 20404 2-2
20.0
20138 3 3
105 105 109
20404 2 2
106 106 109
20404 2 2
106 106 109
20404 2 2
106 106 109
25 0
19614 3-3 19712 2-2 19712 2-2 19712 2-2
25.0
19614 3 3
104 104 107
19712 2 2
104 104 108
19712 2 2
104 104 108
19712 2 2
104 104 108
30 0
19006 2-2 19006 2-2 19006 2-2 19006 2-2
30.0
19006 2 2
102 102 105
19006 2 2
102 102 105
19006 2 2
102 102 105
19006 2 2
102 102 105
35 0
18301 2-2 18301 2-2 18301 2-2 18301 2-2
35.0
18301 2 2
100 100 103
18301 2 2
100 100 103
18301 2 2
100 100 103
18301 2 2
100 100 103
40 0
17609 2-2 17609 2-2 17609 2-2 17609 2-2
40.0
17609 2 2
98 98 101
17609 2 2
98 98 101
17609 2 2
98 98 101
17609 2 2
98 98 101
45 0
16922 2-2 16922 2-2 16922 2-2 16922 2-2
45.0
16922 2 2
96 96 99
16922 2 2
96 96 99
16922 2 2
96 96 99
16922 2 2
96 96 99
50 0
16236 2-2 16236 2-2 16236 2-2 16236 2-2
50.0
16236 2 2
94 94 97
16236 2 2
94 94 97
16236 2 2
94 94 97
16236 2 2
94 94 97
ICING CONDITIONS
20 0
20561 3-3 21219 7-7 21800 7-7 21944 6-6
-20.0
20561 3 3
115 115 119
21219 7 7
117 117 121
21800 7 7
119 119 123
21944 6 6
120 120 123
10 0
19956 3-3 20620 3-3 21212 7-7 21405 6-6
-10.0
19956 3 3
113 113 117
20620 3 3
116 116 119
21212 7 7
118 118 121
21405 6 6
118 118 122
5 0
19666 3-3 20324 3-3 20929 7-7 21149 6-6
-5.0
19666 3 3
112 112 116
20324 3 3
115 115 118
20929 7 7
117 117 120
21149 6 6
117 117 121
0 0
19382 3-3 20033 3-3 20653 7-7 20896 6-6
0.0
19382 3 3
112 112 116
20033 3 3
114 114 118
20653 7 7
116 116 119
20896 6 6
117 117 120
5 0
19111 3-3 19754 3-3 20374 3-3 20682 6-6
5.0
19111 3 3
111 111 115
19754 3 3
113 113 117
20374 3 3
115 115 119
20682 6 6
116 116 120
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-22
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 12
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 8000 FT- FLAPS 15
NORMAL CONDITIONS
T- CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
M LENGTH
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) E RUNWAY
M - LENGTH
P(C) - (M) 1200 m 1300 m 1400 m 1500 m
10 0
- - - - - - - 18777 3-3 19567 3-3 20324 3-3
-10.0
18777 3 3
101 101 105
19567 3 3
103 103 107
20324 3 3
105 105 109
0 0
- - - - - - - 18189 3-3 18952 3-3 19686 3-3
0.0
18189 3 3
99 99 103
18952 3 3
102 102 105
19686 3 3
104 104 107
5 0
- - - - - - - 17812 3-3 18558 3-3 19275 3-3
5.0
17812 3 3
98 98 102
18558 3 3
100 100 104
19275 3 3
103 103 106
10 0
- - - - - - - 17441 3-3 18172 3-3 18871 3-3
10.0
17441 3 3
97 97 101
18172 3 3
99 99 103
18871 3 3
102 102 105
15 0
- - - - - - - 17059 3-3 17771 3-3 18454 3-3
15.0
17059 3 3
96 96 100
17771 3 3
98 98 102
18454 3 3
101 101 104
20 0
- - - - - - - 16667 3-3 17361 3-3 18025 3-3
20.0
16667 3 3
95 95 98
17361 3 3
97 97 101
18025 3 3
99 99 103
25 0
- - - - - - - 16263 3-3 16938 3-3 17584 3-3
25.0
16263 3 3
93 93 97
16938 3 3
96 96 99
17584 3 3
98 98 101
30 0
- - - - - - - 15849 3-3 16506 3-3 17092 3-3
30.0
15849 3 3
92 92 96
16506 3 3
95 95 98
17092 3 3
97 97 100
35 0
- - - - - - - 15429 3-3 16057 3-3 16473 3-3
35.0
15429 3 3
91 91 95
16057 3 3
93 93 97
16473 3 3
95 95 98
40 0
- - - - - - - 15025 3-3 15497 3-3 15895 3-3
40.0
15025 3 3
90 90 94
15497 3 3
92 92 95
15895 3 3
93 93 96
45 0
- - - - - - - 14605 3-3 15018 3-3 15403 3-3
45.0
14605 3 3
89 89 93
15018 3 3
90 90 94
15403 3 3
91 91 95
50 0
- - - - - - - 14190 3-3 14597 3-3 14952 2-2
50.0
14190 3 3
87 87 91
14597 3 3
89 89 92
14952 2 2
90 90 94
ICING CONDITIONS
20 0
16485 3-3 17269 3-3 18012 3-3 18720 3-3
-20.0
16485 3 3
101 101 106
17269 3 3
104 104 109
18012 3 3
107 107 111
18720 3 3
109 109 113
10 0
15992 3-3 16751 3-3 17472 3-3 18159 3-3
-10.0
15992 3 3
99 99 104
16751 3 3
102 102 107
17472 3 3
105 105 109
18159 3 3
107 107 112
5 0
15751 3-3 16499 3-3 17208 3-3 17884 3-3
-5.0
15751 3 3
98 98 103
16499 3 3
101 101 106
17208 3 3
104 104 108
17884 3 3
107 107 111
0 0
15491 3-3 16229 3-3 16925 3-3 17589 3-3
0.0
15491 3 3
98 98 102
16229 3 3
101 101 105
16925 3 3
103 103 107
17589 3 3
106 106 110
5 0
15171 3-3 15895 3-3 16576 3-3 17225 3-3
5.0
15171 3 3
97 97 101
15895 3 3
100 100 104
16576 3 3
102 102 106
17225 3 3
105 105 108
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-23
FOR FLIGHT SIMULATION USE ONLY
QUICK REFERENCE TABLES
TAKE-OFF
P 13
JUL 98
500
3.03.04
PRESSURE ALTITUDE ZP= 8000 FT- FLAPS 15
NORMAL CONDITIONS
T CORRECTED
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
T- CORRECTED
E - RUNWAY
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS
V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT)
E - RUNWAY
M - LENGTH
P(C) - (M) 1600 m 1700 m 1800 m
1900 m
and+
10 0
21051 3-3 21616 6-6 21616 6-6 21616 6-6
-10.0
21051 3 3
108 108 111
21616 6 6
109 109 113
21616 6 6
109 109 113
21616 6 6
109 109 113
0 0
20393 3-3 20933 3-3 21087 2-2 21087 2-2
0.0
20393 3 3
106 106 109
20933 3 3
108 108 111
21087 2 2
108 108 111
21087 2 2
108 108 111
5 0
19967 3-3 20485 3-3 20557 2-2 20557 2-2
5.0
19967 3 3
105 105 108
20485 3 3
107 107 110
20557 2 2
107 107 110
20557 2 2
107 107 110
10 0
19548 3-3 20012 2-2 20012 2-2 20012 2-2
10.0
19548 3 3
104 104 107
20012 2 2
105 105 108
20012 2 2
105 105 108
20012 2 2
105 105 108
15 0
19111 3-3 19436 2-2 19436 2-2 19436 2-2
15.0
19111 3 3
103 103 106
19436 2 2
104 104 107
19436 2 2
104 104 107
19436 2 2
104 104 107
20 0
18625 3-3 18827 2-2 18827 2-2 18827 2-2
20.0
18625 3 3
101 101 104
18827 2 2
102 102 105
18827 2 2
102 102 105
18827 2 2
102 102 105
25 0
18104 3-3 18189 2-2 18189 2-2 18189 2-2
25.0
18104 3 3
100 100 103
18189 2 2
100 100 103
18189 2 2
100 100 103
18189 2 2
100 100 103
30 0
17511 3-3 17539 2-2 17539 2-2 17539 2-2
30.0
17511 3 3
98 98 101
17539 2 2
98 98 101
17539 2 2
98 98 101
17539 2 2
98 98 101
35 0
16870 3-3 16890 2-2 16890 2-2 16890 2-2
35.0
16870 3 3
96 96 99
16890 2 2
96 96 99
16890 2 2
96 96 99
16890 2 2
96 96 99
40 0
16244 2-2 16244 2-2 16244 2-2 16244 2-2
40.0
16244 2 2
94 94 97
16244 2 2
94 94 97
16244 2 2
94 94 97
16244 2 2
94 94 97
45 0
15598 2-2 15598 2-2 15598 2-2 15598 2-2
45.0
15598 2 2
92 92 95
15598 2 2
92 92 95
15598 2 2
92 92 95
15598 2 2
92 92 95
50 0
14952 2-2 14952 2-2 14952 2-2 14952 2-2
50.0
14952 2 2
90 90 94
14952 2 2
90 90 94
14952 2 2
90 90 94
14952 2 2
90 90 94
ICING CONDITIONS
20 0
19398 3-3 20049 3-3 20673 7-7 20927 6-6
-20.0
19398 3 3
112 112 116
20049 3 3
114 114 118
20673 7 7
116 116 120
20927 6 6
117 117 120
10 0
18817 3-3 19450 3-3 20062 3-3 20478 6-6
-10.0
18817 3 3
110 110 114
19450 3 3
112 112 116
20062 3 3
114 114 118
20478 6 6
116 116 119
5 0
18531 3-3 19155 3-3 19752 7-7 20266 7-7
-5.0
18531 3 3
109 109 113
19155 3 3
111 111 115
19752 7 7
113 113 117
20266 7 7
115 115 118
0 0
18226 3-3 18812 7-7 19327 7-7 19829 7-7
0.0
18226 3 3
108 108 112
18812 7 7
110 110 114
19327 7 7
112 112 115
19829 7 7
114 114 117
5 0
17848 3-3 18405 7-7 18907 7-7 19396 7-7
5.0
17848 3 3
107 107 111
18405 7 7
109 109 112
18907 7 7
111 111 114
19396 7 7
112 112 116
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
TAKE-OFF 7-24
FOR FLIGHT SIMULATION USE ONLY
TAKE-OFF SPEEDS VALUES
TAKE-OFF
P 2
JUL 00
500
3.03.05
NON LIMITING RUNWAYS TAKE-OFF SPEEDS
When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW.
NORMAL CONDITIONS
WEIGHT
kg (LB)
SPEEDS (KT IAS)
kg (LB)
V1 = VR* V2
22500 (49600) 112 115
22000 (48500) 111 114
21500 (47400) 109 113
21000 (46300) 108 111
20000 (44100) 105 110
19000 (41900)
and below
104 110
ICING CONDITIONS
WEIGHT
kg (LB)
SPEEDS (KT IAS)
kg (LB)
V1 = VR* V2
22500 (49600) 121 125
22000 (48500) 120 123
21500 (47400) 118 122
21000 (46300) 117 121
20000 (44100) 113 118
19000 (41900) 110 114
18000 (39690) 106 111
17000 (37480)
and below
104 110
* Because of a longer time between VR and V
Lof
due to water or slush runway
contamination, increase VR by :
1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch),
no correction below 6.3 mm (1/4 inch).
AA
ATR 72-500
TAKE-OFF 7-25
FOR FLIGHT SIMULATION USE ONLY
FOS TAKE OFF CHART FOR EXAMPLE
TAKE-OFF
USE OF FOS
P 1
SEP 02
001
3.03.06
Note : The following take off chart is an example and cannot be used in operations.
ELEVATION = 200.0 (FT) LIMITATION CODES
T.O.R.A. = 1400.0 (M) 0- DRY CHECK 5 - TYRE SPEED
A.S.D.A. = 1500.0 (M) 1 - STRUCTURE 6 - BRAKE ENERGY
T.O.D.A = 1500.0 (M) 2 - 2ND SEGMENT 7 - RWY 2 ENGINE
SLOPE = 1.00 (%) 3 - RUNWAY 8 - FINAL T.O
LARGE WIDTH ASSUMED 4 - OBSTACLE 9 - VMC-
ATR72-500 JAR DGAC
V2/VS OPTIMIZED V1/VR OPTIMIZED
AIR COND. OFF
NORMAL CONDITIONS
WITHOUT REVERSE
- WIND
0- KT
A -
TOW (KG) DTOW1 / DTOW2 QNH = 1013.25 (HPA)
V1 VR V2 (IAS KT) CODES DQNH = +10.000 / -10.000
DV1 DVR DV2/DV1 DVR DV2
DRY RUNWAY
SCREEN HEIGHT 35 FT
A
T -
(DC) -
-10 -5 0 10 20
-10.0 22000 + 0/ +0
107 109 113 1-1
+0 +0 +0/ +0 +0 +0
NL NL NL NL
0.0 21985 + 14/ -129
109 109 113 3-3
+0 +0 +0/ -1-1-1
22000 + 0/ +0
107 109 113 -1-1
+0 +0 +0/ +0 +0 +0
NL NL NL
5.0 21740 + 40/ -143
108 108 112 3-3
+1 +1 +0/ +0 +0 +0
22000 + 0/ +0
108 109 113 1-1
+0 +0 +0/ +0 +0 +0
NL NL NL
10.0 21480 + 142/ -144
107 10 111 3-3
+1 +1 +1/ -0 -0 -0
22000 + 0/ +0
108 109 113 1-1
+0 +0 +0/ +0 +0 +0
22000 + 0/ +0
107 109 113 1-1
+0 +0 +0/ +0 +0 +0
NL NL
15.0 21225 + 143/ -145
107 107 111 3-3
+0 +0 +0/ -1 -1 -1
21916 + 83/ -132
109 109 112 3-3
+0 +0 +1/ -1 -1 +0
22000 + 0/ +0
107 109 113 1-1
+0 +0 +0/ +0 +0 +0
22000 + 0/ +0
106 109 113 1-1
+0 +0 +0/ +0 +0 +0
NL
20.0 20970 + 144/ -145
106 106 110 3-3
+0 +0 +0/ -1 +0 -1
21683 + 131/ -132
108 108 112 3-3
+1 +1 +1/ +0 +0 -1
22000 + 0/ +0
108 109 113 1-1
+0 +0 +0/ +0 +0 +0
22000 + 0/ +0
107 109 113 1-1
+0 +0 +0/ +0 +0 +0
NL
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example 1 : Example 2 : Example 3 :
. Tail wind : 5 kt Same conditions as in example 1 . No wind
. ATOW : 20,5 t but with . ATOW : 20.5 t
. Temperature : 15_C QNH=1023.25 hpa . Temperature: 0_C
. QNH : 1013.25 hpa The RTOW is equal to . QNH : 1003.25 hpa
Check ATOW below 21916 kg, which 21916+83=21 999 kg The runway is NL
is the maximum weight possible The take off speeds associated to (Non Limiting)
(Regulatory Take Off Weight the ATOW are : Therefore, the RTOW
because of the runway limitation) is equal to the
The take off speeds associated to maximum structural
the ATOW are : take off weight of 22 000.
Check ATOW below 22000 kg.
V1 = 109 kt V1 = 109 kt
Vr = 109 kt Vr = 109 kt
V2 = 112 kt V2 = 112 + 1 = 113 kt
AA
ATR 72-500
TAKE-OFF 7-26
FOR FLIGHT SIMULATION USE ONLY
INTRODUCTION
CLIMB
P 1
JUL 98
500
3.04.01
Climb charts are established for two indicated speeds (170 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
All charts are established with a center of gravity location corresponding to 25%.
When using air conditioning in high mode, increase fuel consumption by 10%.
SERVICE CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
rate of climb of 300 fit/mn.
CLIMB IN ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Climb charts in icing conditions are established for 170 kt at climb Power with Air
conditioning in normal mode.
Performance are computed taking into account a degradation of aircraft
aerodynamic at altitudes where icing conditions may be encountered.
That is why tables are given for different temperatures (ISA-20, ISA-10, ISA,
ISA + 10, ISA + 20).
Since computed with a lower residual rate of climb in icing conditions than in normal
conditions, the operational ceiling may sometimes be greater in icing conditions.
IN THIS CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL
CONDITIONS.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, climb performance published for icing
conditions MUST BE regarded as operational information only.
AA
ATR 72-500
CLIMB 8-01
FOR FLIGHT SIMULATION USE ONLY
170 kt
CLIMB
P 1
JUN 97
300
3.04.02
TWIN-ENGINE CEILING - NORMAL CONDITIONS
Example :
18500 kg TWIN-engine ceiling = 22000 ft
ISA + 10 (300 ft/mn)
CLIMB AT 170 kt : TEMPERATURE CORRECTION
To be applied on charts given in the next pages
Per 5C above ISA
- Add 1.3 mn per 10 000 ft for time
- Add 14 kg per 10 000 ft for consumption
- Add 6 Nm per 10 000 ft for distance
- Add 1 kt per 10 000 ft for mean speed
Per 5C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 7 kg per 10 000 ft for consumption
- Substract 3 Nm per 10 000 ft for distance
- Substract 1 kt per 10 000 ft for mean speed.
AA
g
ATR 72-500
CLIMB: 170 KT 8-02
FOR FLIGHT SIMULATION USE ONLY
170KT
CLIMB
P 2
JUN 97
500
3.04.02
CLIMB 2 ENGINES - NP=82%
ISA MINIMUM CLIMB RATE = 300FT/MN 170KT(IAS)
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250
15 189 17 209 19 231 21 256 23 285
250 54 216 61 217 68 217 75 218 85 218
240
14 174 15 192 17 211 18 233 20 258
240 48 213 53 213 59 214 66 214 73 215
230
12 161 14 177 15 194 16 214 18 235
230 43 210 47 210 52 210 58 211 64 211
220
11 149 12 164 13 179 15 197 16 216
220 38 207 42 207 47 207 51 208 56 208
210
10 138 11 152 12 166 13 182 15 198
210 34 204 38 204 42 205 46 205 50 205
200
9 128 10 141 11 154 12 168 13 183
200 31 201 34 202 37 202 41 202 45 203
180
8 110 8 121 9 132 10 144 11 156
180 25 197 28 197 30 197 33 198 36 198
160
6 94 7 103 8 112 8 122 9 132
160 20 193 22 193 24 193 27 193 29 193
140
5 80 6 87 6 94 7 103 7 111
140 16 189 18 189 20 189 21 189 23 190
120
4 66 5 72 5 78 5 84 6 91
120 13 185 14 185 15 186 17 186 18 186
100
3 52 4 57 4 62 4 67 5 73
100 10 182 11 182 12 182 13 183 14 183
80
2 40 3 43 3 47 3 51 3 55
80 7 179 8 179 9 179 9 179 10 180
60
2 27 2 30 2 32 2 35 2 37
60 5 176 5 176 6 176 6 177 7 177
40
1 15 1 16 1 18 1 19 1 21
40 3 173 3 173 3 174 3 174 4 174
15
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
ATR 72-500
CLIMB: 170 KT 8-03
FOR FLIGHT SIMULATION USE ONLY
170KT
CLIMB
P 3
DEC 97
500
3.04.02
CLIMB 2 ENGINES - NP=82%
ISA MINIMUM CLIMB RATE = 300FT/MN 170KT(IAS)
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250 250
240
23 286
82 21 240
23 286
82 215
230
20 259
1 212
22 287
9 212 230
20 259
71 212
22 287
79 212
220
18 237
62 208
20 261
69 209
22 288
6 209
24 319
8 210 220
18 237
62 208
20 261
69 209
22 288
76 209
24 319
85 210
210
16 217
206
18 238
60 206
19 261
6 206
21 288
20 210
16 217
55 206
18 238
60 206
19 261
67 206
21 288
74 207
200
14 200
9 203
16 218
203
17 239
9 203
19 262
6 20
22 303
20 200
14 200
49 203
16 218
54 203
17 239
59 203
19 262
65 204
22 303
75 204
180
12 170
39 198
13 185
3 198
14 201
6 198
15 219
1 199
18 250
8 199 180
12 170
39 198
13 185
43 198
14 201
46 198
15 219
51 199
18 250
58 199
160
10 144
31 19
11 156
3 19
11 169
3 19
12 183
0 19
14 208
6 19 160
10 144
31 194
11 156
34 194
11 169
37 194
12 183
40 194
14 208
46 194
140
8 120
2 190
9 130
2 190
9 141
29 190
10 152
32 190
11 172
36 190 140
8 120
25 190
9 130
27 190
9 141
29 190
10 152
32 190
11 172
36 190
120
6 99
20 186
7 107
21 186
7 115
23 18
8 124
2 18
9 139
28 18 120
6 99
20 186
7 107
21 186
7 115
23 187
8 124
25 187
9 139
28 187
100
5 78
1 183
5 84
16 183
6 91
1 183
6 98
19 183
7 110
21 183 100
5 78
15 183
5 84
16 183
6 91
17 183
6 98
19 183
7 110
21 183
80
4 59
11 180
4 64
12 180
4 68
13 180
4 74
1 180
5 82
1 180 80
4 59
11 180
4 64
12 180
4 68
13 180
4 74
14 180
5 82
15 180
60
2 40
1
3 43
8 1
3 47
8 1
3 50
9 1
3 56
10 1 60
2 40
7 177
3 43
8 177
3 47
8 177
3 50
9 177
3 56
10 177
40
1 22
1
1 24
1
2 26
1
2 28
1
2 31
1 40
1 22
4 174
1 24
4 174
2 26
4 174
2 28
5 174
2 31
5 175
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: 170 KT 8-03
FOR FLIGHT SIMULATION USE ONLY
190 kt
CLIMB
P 1
JUN 97
300
3.04.03
TWIN-ENGINE CEILING - NORMAL CONDITIONS
Example :
16000 kg TWIN-engine ceiling = 22000 ft
ISA (300 ft/mn)
CLIMB AT 190 kt : TEMPERATURE CORRECTION
To be applied on charts given in the next pages
Per 5C above ISA
- Add 1.5 mn per 10 000 ft for time
- Add 17 kg per 10 000 ft for consumption
- Add 7 Nm per 10 000 ft for distance
- Add 0.7 kt per 10 000 ft for mean speed
Per 5C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 10 kg per 10 000 ft for consumption
- Substract 5 Nm per 10 000 ft for distance
- Substract 0.5 kt per 10 000 ft for mean speed.
AA
g
ATR 72-500
CLIMB: 190 KT 8-04
FOR FLIGHT SIMULATION USE ONLY
190KT
CLIMB
P 2
JUN 97
500
3.04.03
CLIMB 2 ENGINES - NP=82%
ISA MINIMUM CLIMB RATE = 300FT/MN 190KT(IAS)
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250 250
240 240
230
17 225 19 250
230 69 238 77 239
220
15 200 17 221 19 245 21 271
220 59 234 65 234 73 235 81 235
210
13 181 15 199 16 219 18 241 20 265
210 51 230 56 231 62 231 69 231 76 232
200
12 164 13 180 14 198 16 217 17 238
200 45 227 49 227 54 228 60 228 65 228
180
10 137 10 150 11 164 12 179 14 195
180 35 221 39 222 42 222 46 222 50 222
160
8 115 8 125 9 137 10 149 11 161
160 28 216 31 217 33 217 36 217 39 217
140
6 95 7 104 7 113 8 123 9 133
140 22 212 24 212 26 212 29 213 31 213
120
5 78 5 85 6 92 6 100 7 108
120 17 208 19 208 20 208 22 208 24 209
100
4 61 4 67 5 72 5 78 5 85
100 13 204 14 204 15 205 17 205 18 205
80
3 46 3 50 3 54 4 58 4 63
80 9 201 10 201 11 201 12 201 13 201
60
2 31 2 34 2 37 2 40 3 43
60 6 197 7 198 7 198 8 198 9 198
40
1 17 1 19 1 20 1 22 1 24
40 3 194 4 195 4 195 4 195 5 195
15
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
ATR 72-500
CLIMB: 190 KT 8-05
FOR FLIGHT SIMULATION USE ONLY
190KT
CLIMB
P 3
JUL 98
500
3.04.03
CLIMB 2 ENGINES - NP=82%
ISA MINIMUM CLIMB RATE = 300FT/MN 190KT(IAS)
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250 250
240 240
230 230
220 220
210
22 292
8 232 210
22 292
84 232
200
19 260
2 229
21 285
9 229 200
19 260
72 229
21 285
79 229
180
15 212
222
16 231
60 223
18 251
6 223
19 274
1 223
22 315
83 22 180
15 212
55 222
16 231
60 223
18 251
65 223
19 274
71 223
22 315
83 224
160
12 175
3 21
13 190
6 21
14 205
0 218
15 223
218
17 253
62 218 160
12 175
43 217
13 190
46 217
14 205
50 218
15 223
55 218
17 253
62 218
140
9 144
3 213
10 155
36 213
11 168
39 213
12 181
2 213
13 204
8 213 140
9 144
34 213
10 155
36 213
11 168
39 213
12 181
42 213
13 204
48 213
120
7 116
26 209
8 125
28 209
9 135
30 209
9 146
33 209
10 163
3 209 120
7 116
26 209
8 125
28 209
9 135
30 209
9 146
33 209
10 163
37 209
100
6 91
19 20
6 98
21 20
7 106
23 20
7 113
2 20
8 127
2 20 100
6 91
19 205
6 98
21 205
7 106
23 205
7 113
24 205
8 127
27 205
80
4 68
1 201
4 73
1 201
5 78
16 202
5 84
1 202
6 94
19 202 80
4 68
14 201
4 73
15 201
5 78
16 202
5 84
17 202
6 94
19 202
60
3 46
9 198
3 50
10 198
3 53
11 198
3 57
11 198
4 64
13 198 60
3 46
9 198
3 50
10 198
3 53
11 198
3 57
11 198
4 64
13 198
40
2 26
19
2 27
19
2 29
6 19
2 32
6 19
2 35
19 40
2 26
5 195
2 27
5 195
2 29
6 195
2 32
6 195
2 35
7 195
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
ATR 72-500
CLIMB: 190 KT 8-06
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 1
JUN 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA-20(.C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250
12 164
1 20
13 181
6 206
15 199
0 206
16 218
6 206
18 241
62 20 250
12 164
41 205
13 181
46 206
15 199
50 206
16 218
56 206
18 241
62 207
240
11 153
3 202
12 168
1 203
13 184
203
15 202
0 203
16 222
20 240
11 153
37 202
12 168
41 203
13 184
45 203
15 202
50 203
16 222
55 204
230
10 143
3 200
11 156
3 200
12 171
1 200
13 187
201
15 205
9 201 230
10 143
34 200
11 156
37 200
12 171
41 200
13 187
44 201
15 205
49 201
220
9 133
30 19
10 146
33 19
11 159
3 198
12 174
0 198
13 190
198 220
9 133
30 197
10 146
33 197
11 159
37 198
12 174
40 198
13 190
44 198
210
9 124
28 19
9 136
30 19
10 148
33 19
11 162
36 19
12 176
0 196 210
9 124
28 195
9 136
30 195
10 148
33 195
11 162
36 195
12 176
40 196
200
8 116
2 192
9 127
2 193
9 138
30 193
10 150
33 193
11 164
36 193 200
8 116
25 192
9 127
27 193
9 138
30 193
10 150
33 193
11 164
36 193
180
7 100
21 188
7 110
23 188
8 119
2 189
9 130
2 189
9 141
29 189 180
7 100
21 188
7 110
23 188
8 119
25 189
9 130
27 189
9 141
29 189
160
6 86
1 18
6 94
19 18
7 102
20 18
7 111
22 18
8 120
2 18 160
6 86
17 184
6 94
19 185
7 102
20 185
7 111
22 185
8 120
24 185
140
5 73
1 181
5 80
1 181
5 87
1 181
6 94
18 181
6 102
19 182 140
5 73
14 181
5 80
15 181
5 87
17 181
6 94
18 181
6 102
19 182
120
4 61
11 1 8
4 66
12 1 8
4 72
13 1 8
5 78
1 1 8
5 84
16 1 8 120
4 61
11 178
4 66
12 178
4 72
13 178
5 78
14 178
5 84
16 178
100
3 49
9 1
3 53
10 1
4 58
10 1
4 62
11 1
4 68
12 1 6 100
3 49
9 175
3 53
10 175
4 58
10 175
4 62
11 175
4 68
12 176
80
2 37
1 2
2 41
1 2
3 44
8 1 2
3 48
8 1 3
3 51
9 1 3 80
2 37
7 172
2 41
7 172
3 44
8 172
3 48
8 173
3 51
9 173
60
2 26
169
2 28
1 0
2 30
1 0
2 33
6 1 0
2 36
6 1 0 60
2 26
4 169
2 28
5 170
2 30
5 170
2 33
6 170
2 36
6 170
40
1 14
2 16
1 16
3 16
1 17
3 16
1 18
3 168
1 20
3 168 40
1 14
2 167
1 16
3 167
1 17
3 167
1 18
3 168
1 20
3 168
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
ATR 72-500
CLIMB: ICING CONDITIONS 8-07
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 2
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA-20(C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250
20 267
69 208
22 297
8 208
25 335
88 209
29 383
103 211
39 499
138 213 250
20 267
69 208
22 297
78 208
25 335
88 209
29 383
103 211
39 499
138 213
240
18 245
61 20
20 270
68 20
22 302
6 206
25 340
8 206
32 421
110 208 240
18 245
61 204
20 270
68 205
22 302
76 206
25 340
87 206
32 421
110 208
230
16 225
201
18 248
60 202
20 275
6 202
22 306
203
27 370
92 20 230
16 225
54 201
18 248
60 202
20 275
67 202
22 306
75 203
27 370
92 204
220
15 208
8 199
16 228
3 199
18 252
9 199
20 279
66 200
24 331
9 201 220
15 208
48 199
16 228
53 199
18 252
59 199
20 279
66 200
24 331
79 201
210
13 193
3 196
15 211
196
16 231
2 19
18 255
8 19
21 299
69 198 210
13 193
43 196
15 211
47 196
16 231
52 197
18 255
58 197
21 299
69 198
200
12 179
39 19
13 195
3 19
14 213
19
16 234
2 19
19 272
60 19 200
12 179
39 194
13 195
43 194
14 213
47 194
16 234
52 194
19 272
60 195
180
10 153
32 189
11 166
3 189
12 181
38 190
13 198
1 190
15 228
8 190 180
10 153
32 189
11 166
35 189
12 181
38 190
13 198
41 190
15 228
48 190
160
8 131
26 18
9 142
28 18
10 154
31 186
11 167
33 186
12 191
38 186 160
8 131
26 185
9 142
28 185
10 154
31 186
11 167
33 186
12 191
38 186
140
7 110
21 182
8 119
23 182
8 129
2 182
9 140
2 182
10 159
31 182 140
7 110
21 182
8 119
23 182
8 129
25 182
9 140
27 182
10 159
31 182
120
6 91
1 1 9
6 98
18 1 9
7 107
20 1 9
7 115
21 1 9
8 131
2 1 9 120
6 91
17 179
6 98
18 179
7 107
20 179
7 115
21 179
8 131
24 179
100
5 73
13 1 6
5 79
1 1 6
5 85
1 1 6
6 92
1 1 6
6 104
19 1 6 100
5 73
13 176
5 79
14 176
5 85
15 176
6 92
17 176
6 104
19 176
80
3 56
10 1 3
4 60
11 1 3
4 65
12 1 3
4 70
12 1 3
5 79
1 1 80
3 56
10 173
4 60
11 173
4 65
12 173
4 70
12 173
5 79
14 174
60
2 38
1 0
3 41
1 1
3 45
8 1 1
3 48
8 1 1
3 55
9 1 1 60
2 38
7 170
3 41
7 171
3 45
8 171
3 48
8 171
3 55
9 171
40
1 21
168
1 23
168
2 25
168
2 27
168
2 30
168 40
1 21
4 168
1 23
4 168
2 25
4 168
2 27
5 168
2 30
5 168
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-08
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 3
JUN 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA-10(.C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250
14 185 16 204 17 226 19 249 22 278
250 50 211 56 212 62 212 69 213 77 213
240
13 171 14 188 16 207 17 228 19 252
240 44 208 49 208 54 209 60 209 67 210
230
12 158 13 174 14 191 15 209 17 231
230 40 205 44 205 48 206 53 206 59 207
220
11 147 12 161 13 176 14 193 15 212
220 36 202 39 203 43 203 47 203 52 204
210
10 136 11 149 12 163 13 178 14 195
210 32 200 35 200 39 200 42 200 46 201
200
9 126 10 138 11 151 11 165 13 180
200 29 197 32 197 35 198 38 198 41 198
180
7 109 8 119 9 130 10 141 10 154
180 23 193 26 193 28 193 31 193 33 194
160
6 93 7 102 7 111 8 120 9 131
160 19 189 21 189 23 189 25 189 27 189
140
5 79 5 86 6 93 6 101 7 110
140 15 185 17 185 18 185 20 186 22 186
120
4 65 4 71 5 77 5 84 6 91
120 12 181 13 182 15 182 16 182 17 182
100
3 52 3 57 4 62 4 67 4 72
100 10 178 10 179 11 179 12 179 13 179
80
2 40 3 43 3 47 3 51 3 55
80 7 175 8 176 8 176 9 176 10 176
60
2 27 2 30 2 32 2 35 2 38
60 5 173 5 173 6 173 6 173 7 174
40
1 15 1 17 1 18 1 19 1 21
40 3 170 3 170 3 171 3 171 4 171
15
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
ATR 72-500
CLIMB: ICING CONDITIONS 8-09
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 4
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA-10(C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250
25 313
88 21
28 356
101 216
33 415
121 21 250
25 313
88 214
28 356
101 216
33 415
121 217
240
21 281
211
24 315
8 211
28 359
98 212
33 417
11 21 240
21 281
75 211
24 315
85 211
28 359
98 212
33 417
117 214
230
19 255
66 20
21 284
3 208
24 319
83 208
27 362
96 209
35 461
12 212 230
19 255
66 207
21 284
73 208
24 319
83 208
27 362
96 209
35 461
125 212
220
17 234
8 20
19 258
6 20
21 287
2 20
24 322
81 206
29 395
102 20 220
17 234
58 204
19 258
64 204
21 287
72 205
24 322
81 206
29 395
102 207
210
15 215
1 201
17 236
6 202
19 261
63 202
21 290
0 203
25 349
86 20 210
15 215
51 201
17 236
56 202
19 261
63 202
21 290
70 203
25 349
86 204
200
14 198
6 199
15 216
0 199
17 238
199
18 264
62 200
22 312
200 200
14 198
46 199
15 216
50 199
17 238
55 199
18 264
62 200
22 312
74 200
180
11 168
3 19
12 183
0 19
14 200
19
15 220
8 19
17 256
6 19 180
11 168
37 194
12 183
40 194
14 200
44 194
15 220
48 195
17 256
56 195
160
9 142
29 190
10 155
32 190
11 169
3 190
12 184
38 190
14 212
190 160
9 142
29 190
10 155
32 190
11 169
35 190
12 184
38 190
14 212
44 190
140
8 119
2 186
8 129
26 186
9 141
28 186
10 153
30 186
11 175
3 18 140
8 119
24 186
8 129
26 186
9 141
28 186
10 153
30 186
11 175
35 187
120
6 98
19 182
7 106
20 183
7 115
22 183
8 125
2 183
9 142
2 183 120
6 98
19 182
7 106
20 183
7 115
22 183
8 125
24 183
9 142
27 183
100
5 78
1 1 9
5 85
16 1 9
6 92
1 180
6 99
18 180
7 113
21 180 100
5 78
14 179
5 85
16 179
6 92
17 180
6 99
18 180
7 113
21 180
80
4 59
11 1 6
4 64
11 1
4 69
12 1
5 75
13 1
5 85
1 1 80
4 59
11 176
4 64
11 177
4 69
12 177
5 75
13 177
5 85
15 177
60
2 41
1
3 44
8 1
3 48
8 1
3 52
9 1
4 58
10 1 60
2 41
7 174
3 44
8 174
3 48
8 174
3 52
9 174
4 58
10 174
40
1 23
1 1
1 25
1 1
2 26
1 1
2 29
1 1
2 32
6 1 2 40
1 23
4 171
1 25
4 171
2 26
5 171
2 29
5 171
2 32
6 172
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-10
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 5
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250
17 212
62 218
19 236
0 218
22 263
8 219
24 294
89 220
28 335
102 221 250
17 212
62 218
19 236
70 218
22 263
78 219
24 294
89 220
28 335
102 221
240
15 193
21
17 214
60 21
19 237
6 21
21 263
21
24 295
8 216 240
15 193
54 214
17 214
60 214
19 237
67 215
21 263
75 215
24 295
85 216
230
14 177
8 211
15 195
3 211
17 216
9 211
18 238
6 212
21 265
3 212 230
14 177
48 211
15 195
53 211
17 216
59 211
18 238
65 212
21 265
73 212
220
12 163
2 208
14 179
208
15 197
2 208
16 217
209
18 240
6 209 220
12 163
42 208
14 179
47 208
15 197
52 208
16 217
57 209
18 240
64 209
210
11 150
38 20
12 165
2 20
13 181
6 20
15 199
0 206
16 219
6 206 210
11 150
38 205
12 165
42 205
13 181
46 205
15 199
50 206
16 219
56 206
200
10 139
3 202
11 152
3 202
12 167
1 203
13 183
203
15 201
9 203 200
10 139
34 202
11 152
37 202
12 167
41 203
13 183
45 203
15 201
49 203
180
8 119
2 19
9 130
30 198
10 142
33 198
11 155
36 198
12 169
39 198 180
8 119
27 197
9 130
30 198
10 142
33 198
11 155
36 198
12 169
39 198
160
7 101
22 193
7 110
2 193
8 120
26 19
9 131
29 19
10 143
31 19 160
7 101
22 193
7 110
24 193
8 120
26 194
9 131
29 194
10 143
31 194
140
6 84
18 189
6 92
19 190
7 100
21 190
7 109
23 190
8 119
2 190 140
6 84
18 189
6 92
19 190
7 100
21 190
7 109
23 190
8 119
25 190
120
4 69
1 186
5 76
1 186
5 82
16 186
6 89
18 186
6 97
19 186 120
4 69
14 186
5 76
15 186
5 82
16 186
6 89
18 186
6 97
19 186
100
3 55
10 182
4 60
11 182
4 65
12 183
4 70
13 183
5 76
1 183 100
3 55
10 182
4 60
11 182
4 65
12 183
4 70
13 183
5 76
15 183
80
3 41
1 9
3 45
8 1 9
3 48
9 1 9
3 52
10 180
3 57
10 180 80
3 41
7 179
3 45
8 179
3 48
9 179
3 52
10 180
3 57
10 180
60
2 28
1 6
2 30
1 6
2 33
6 1 6
2 35
6 1
2 38
1 60
2 28
5 176
2 30
5 176
2 33
6 176
2 35
6 177
2 38
7 177
40
1 15
3 1 3
1 16
3 1 3
1 18
3 1
1 19
3 1
1 21
1 40
1 15
3 173
1 16
3 173
1 18
3 174
1 19
3 174
1 21
4 174
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-11
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 6
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250
33 388
121 222 250
33 388
121 222
240
27 335
98 21
31 386
11 219
38 460
1 0 220 240
27 335
98 217
31 386
115 219
38 460
140 220
230
23 297
83 213
26 335
9 21
31 387
110 21
37 458
13 21 230
23 297
83 213
26 335
94 214
31 387
110 215
37 458
134 217
220
20 267
1 210
23 299
80 210
26 338
92 211
30 389
10 212 220
20 267
71 210
23 299
80 210
26 338
92 211
30 389
107 212
210
18 243
62 20
20 269
69 20
23 301
8 208
26 341
89 208
33 427
11 210 210
18 243
62 207
20 269
69 207
23 301
78 208
26 341
89 208
33 427
114 210
200
16 221
20
18 244
61 20
20 272
68 20
22 304
6 20
27 370
9 206 200
16 221
55 204
18 244
61 204
20 272
68 205
22 304
76 205
27 370
94 206
180
13 186
3 199
14 203
199
16 224
2 199
17 248
8 200
21 293
69 200 180
13 186
43 199
14 203
47 199
16 224
52 199
17 248
58 200
21 293
69 200
160
11 156
3 19
12 170
3 19
13 186
1 19
14 204
19
16 237
3 19 160
11 156
34 194
12 170
37 194
13 186
41 195
14 204
45 195
16 237
53 195
140
9 129
2 190
9 140
29 190
10 153
32 191
11 167
3 191
13 193
1 191 140
9 129
27 190
9 140
29 190
10 153
32 191
11 167
35 191
13 193
41 191
120
7 105
21 18
7 114
23 18
8 124
2 18
9 135
2 18
10 154
31 18 120
7 105
21 187
7 114
23 187
8 124
25 187
9 135
27 187
10 154
31 187
100
5 83
16 183
6 89
1 183
6 97
19 18
7 105
20 18
7 119
23 18 100
5 83
16 183
6 89
17 183
6 97
19 184
7 105
20 184
7 119
23 184
80
4 61
11 180
4 66
12 180
4 72
13 180
5 77
1 180
5 87
16 181 80
4 61
11 180
4 66
12 180
4 72
13 180
5 77
14 180
5 87
16 181
60
2 41
1
3 44
8 1
3 48
8 1
3 51
9 1
3 57
10 1 60
2 41
7 177
3 44
8 177
3 48
8 177
3 51
9 177
3 57
10 177
40
1 22
1
1 24
1
2 26
1
2 28
1
2 31
1 40
1 22
4 174
1 24
4 174
2 26
4 174
2 28
5 174
2 31
5 175
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-12
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 7
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA+10(C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250
22 256
83 22
25 289
9 22
29 329
109 226
34 380
128 22 250
22 256
83 224
25 289
95 225
29 329
109 226
34 380
128 227
240
19 228
0 220
22 255
9 220
24 286
90 221
28 323
102 222
32 373
120 223 240
19 228
70 220
22 255
79 220
24 286
90 221
28 323
102 222
32 373
120 223
230
17 206
61 216
19 229
68 21
21 255
6 21
24 285
86 218
27 322
98 219 230
17 206
61 216
19 229
68 217
21 255
76 217
24 285
86 218
27 322
98 219
220
15 187
3 213
17 207
9 213
18 230
66 21
21 255
3 21
23 286
83 21 220
15 187
53 213
17 207
59 213
18 230
66 214
21 255
73 214
23 286
83 215
210
13 171
210
15 189
2 210
16 209
210
18 231
6 211
20 257
1 211 210
13 171
47 210
15 189
52 210
16 209
57 210
18 231
64 211
20 257
71 211
200
12 157
2 20
13 173
6 20
15 191
1 208
16 210
6 208
18 232
62 208 200
12 157
42 207
13 173
46 207
15 191
51 208
16 210
56 208
18 232
62 208
180
10 133
33 202
11 146
36 202
12 160
0 202
13 175
203
14 193
8 203 180
10 133
33 202
11 146
36 202
12 160
40 202
13 175
44 203
14 193
48 203
160
8 111
26 19
9 122
29 198
10 134
32 198
11 146
3 198
12 160
38 198 160
8 111
26 197
9 122
29 198
10 134
32 198
11 146
35 198
12 160
38 198
140
6 92
21 193
7 101
23 19
8 110
2 19
8 120
2 19
9 131
30 19 140
6 92
21 193
7 101
23 194
8 110
25 194
8 120
27 194
9 131
30 194
120
5 75
16 190
6 82
18 190
6 89
19 190
7 97
21 190
7 105
23 190 120
5 75
16 190
6 82
18 190
6 89
19 190
7 97
21 190
7 105
23 190
100
4 58
12 186
4 64
13 186
5 69
1 186
5 75
1 186
5 82
1 18 100
4 58
12 186
4 64
13 186
5 69
14 186
5 75
15 186
5 82
17 187
80
3 44
9 182
3 48
9 183
3 52
10 183
4 56
11 183
4 61
12 183 80
3 44
9 182
3 48
9 183
3 52
10 183
4 56
11 183
4 61
12 183
60
2 30
6 1 9
2 33
6 180
2 35
180
2 38
180
3 41
8 180 60
2 30
6 179
2 33
6 180
2 35
7 180
2 38
7 180
3 41
8 180
40
1 16
3 1 6
1 18
3 1
1 19
3 1
1 21
1
1 23
1 40
1 16
3 176
1 18
3 177
1 19
3 177
1 21
4 177
1 23
4 177
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-13
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 8
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA+10(C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250 250
240 240
230
31 371
11 220
37 436
13 221 230
31 371
114 220
37 436
137 221
220
26 323
9 216
30 370
110 21
36 436
131 218 220
26 323
95 216
30 370
110 217
36 436
131 218
210
23 288
81 212
26 324
92 213
30 372
106 21
35 437
12 21 210
23 288
81 212
26 324
92 213
30 372
106 214
35 437
127 215
200
20 259
0 209
22 289
8 209
26 327
89 210
30 375
10 211
39 487
138 213 200
20 259
70 209
22 289
78 209
26 327
89 210
30 375
104 211
39 487
138 213
180
16 212
203
18 235
9 20
20 261
66 20
22 293
20
27 357
93 206 180
16 212
54 203
18 235
59 204
20 261
66 204
22 293
75 205
27 357
93 206
160
13 175
2 199
14 192
6 199
15 212
1 199
17 235
199
20 278
68 200 160
13 175
42 199
14 192
46 199
15 212
51 199
17 235
57 199
20 278
68 200
140
10 143
32 19
11 157
36 19
12 171
39 19
13 188
3 19
15 219
0 19 140
10 143
32 194
11 157
36 195
12 171
39 195
13 188
43 195
15 219
50 195
120
8 115
2 190
8 125
2 191
9 136
29 191
10 148
32 191
12 170
3 191 120
8 115
25 190
8 125
27 191
9 136
29 191
10 148
32 191
12 170
37 191
100
6 88
18 18
6 96
20 18
7 103
21 18
7 112
23 18
8 126
26 18 100
6 88
18 187
6 96
20 187
7 103
21 187
7 112
23 187
8 126
26 187
80
4 66
13 183
5 71
1 183
5 77
1 18
5 83
16 18
6 94
18 18 80
4 66
13 183
5 71
14 183
5 77
15 184
5 83
16 184
6 94
18 184
60
3 45
8 180
3 48
9 180
3 52
10 181
4 56
11 181
4 63
12 181 60
3 45
8 180
3 48
9 180
3 52
10 181
4 56
11 181
4 63
12 181
40
1 24
1
2 26
1 8
2 28
1 8
2 31
6 1 8
2 34
6 1 8 40
1 24
4 177
2 26
5 178
2 28
5 178
2 31
6 178
2 34
6 178
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-14
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 9
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA+20(C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
13 14 15 16 17
250 250
240
27 296
103 22
31 340
119 228 240
27 296
103 227
31 340
119 228
230
23 257
8 223
26 291
96 223
30 332
111 22
35 383
130 22 230
23 257
84 223
26 291
96 223
30 332
111 224
35 383
130 225
220
20 228
2 219
22 256
81 219
25 288
92 220
28 326
10 221
33 378
123 222 220
20 228
72 219
22 256
81 219
25 288
92 220
28 326
105 221
33 378
123 222
210
17 205
62 21
19 228
69 216
22 255
8 216
24 286
88 21
28 325
100 21 210
17 205
62 215
19 228
69 216
22 255
78 216
24 286
88 217
28 325
100 217
200
15 185
212
17 205
60 212
19 228
6 213
21 254
213
24 285
8 21 200
15 185
54 212
17 205
60 212
19 228
67 213
21 254
75 213
24 285
84 214
180
12 152
1 206
13 168
6 206
15 186
1 20
16 205
6 20
18 227
62 20 180
12 152
41 206
13 168
46 206
15 186
51 207
16 205
56 207
18 227
62 207
160
10 125
32 201
11 138
3 201
12 152
39 202
13 166
3 202
14 183
202 160
10 125
32 201
11 138
35 201
12 152
39 202
13 166
43 202
14 183
47 202
140
8 104
2 19
8 114
28 19
9 125
30 19
10 136
33 19
11 149
3 19 140
8 104
25 197
8 114
28 197
9 125
30 197
10 136
33 197
11 149
37 197
120
6 85
20 193
7 93
22 193
7 101
2 193
8 111
26 19
9 121
28 19 120
6 85
20 193
7 93
22 193
7 101
24 193
8 111
26 194
9 121
28 194
100
5 67
1 189
5 73
16 190
6 80
18 190
6 87
19 190
7 95
21 190 100
5 67
15 189
5 73
16 190
6 80
18 190
6 87
19 190
7 95
21 190
80
3 50
11 186
4 55
12 186
4 60
13 186
4 65
1 18
5 71
1 18 80
3 50
11 186
4 55
12 186
4 60
13 186
4 65
14 187
5 71
15 187
60
2 34
183
2 37
8 183
3 40
8 183
3 44
9 183
3 48
10 18 60
2 34
7 183
2 37
8 183
3 40
8 183
3 44
9 183
3 48
10 184
40
1 18
4 180
1 20
4 180
1 22
4 180
2 24
5 180
2 26
5 181
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-15
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 10
DEC 97
500
3.04.04
CLIMB 2 ENGINES - NP=82%
ICING CONDITIONS - 170KT(IAS)
ISA+20(C) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG)
FL
18 19 20 21 22.5
250 250
240 240
230 230
220 220
210
32 376
118 218
39 445
1 2 220 210
32 376
118 218
39 445
142 220
200
27 324
9 21
31 373
113 21
38 443
136 21 200
27 324
97 214
31 373
113 215
38 443
136 217
180
20 253
0 208
23 283
9 208
26 321
90 209
30 370
10 210 180
20 253
70 208
23 283
79 208
26 321
90 209
30 370
105 210
160
15 201
2 202
17 222
8 202
19 246
6 203
21 275
2 203
26 330
8 20 160
15 201
52 202
17 222
58 202
19 246
64 203
21 275
72 203
26 330
87 204
140
12 163
0 198
13 179
198
15 196
8 198
16 216
3 198
19 251
62 198 140
12 163
40 198
13 179
44 198
15 196
48 198
16 216
53 198
19 251
62 198
120
10 132
31 19
10 144
3 19
11 158
3 19
13 173
1 19
14 199
19 120
10 132
31 194
10 144
34 194
11 158
37 194
13 173
41 194
14 199
47 194
100
7 103
23 190
8 113
2 190
9 123
28 190
9 134
30 190
11 153
3 191 100
7 103
23 190
8 113
25 190
9 123
28 190
9 134
30 190
11 153
34 191
80
5 77
16 18
6 83
18 18
6 91
19 18
7 99
21 18
8 112
2 18 80
5 77
16 187
6 83
18 187
6 91
19 187
7 99
21 187
8 112
24 187
60
3 52
11 18
4 56
12 18
4 61
13 18
4 66
1 18
5 75
1 18 60
3 52
11 184
4 56
12 184
4 61
13 184
4 66
14 184
5 75
15 184
40
2 28
6 181
2 30
6 181
2 33
6 181
2 36
181
3 40
8 181 40
2 28
6 181
2 30
6 181
2 33
6 181
2 36
7 181
3 40
8 181
15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0 15
0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
CLIMB: ICING CONDITIONS 8-16
FOR FLIGHT SIMULATION USE ONLY
ICING CONDITIONS
CLIMB
P 11
DEC 97
500
3.04.04
MAXIMUM OPERATIONAL CEILING (Twin engine)
ICING CONDITIONS - FLAPS 0 - VMLBO = 1,40 VSR
Example :
18000 kg
ISA + 20
AA
g
Maximum operational ceiling = 24000 ft
ATR 72-500
CLIMB: ICING CONDITIONS 8-17
FOR FLIGHT SIMULATION USE ONLY
INTRODUCTION
CRUISE
P 1
DEC 97
500
3.05.01
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
conditioning in normal mode.
To reach cruise figures :
- level off
- keep climb torque
- when cruise IAS is obtained :
select CRZ on PWR MGT
When using air conditioning in high mode increase fuel consumption by 3%, and
subtract 4 kt on True Airspeed.
All charts are established with a center of gravity location corresponding to 25 %.
Max Cruise tables are given with NP = 82 %.
CRUISE IN ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Tables are established only for the altitudes where icing conditions may be encountered
and for different temperatures (ISA - 20, ISA -10, ISA, ISA + 10, ISA + 20).
When using air conditioning in high mode, increase fuel consumption by 1.5% and
subtract 10 kt on True Airspeed.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, cruise performance published for icing
conditions MUST BE regarded as operational information only.
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE 9-01
NOTE: "FL60" = 6,000' MSL
"FL250" = 25,000' MSL
MAX CRUISE
CRUISE
P 1
JUL 98
500
3.05.02
CRUISE 2 ENGINES
13 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
91.9 94.0 88.3 83.4 78.8
456 469 451 433 417
60
252 252 245 239 233
60
267 272 269 265 261
94.2 94.5 84.8 80.2 75.7
457 463 430 413 397
80
252 250 239 233 228
80
275 279 270 267 262
94.5 90.8 81.4 76.9 72.7
452 442 409 393 378
100
250 245 233 227 222
100
281 280 272 268 264
94.2 86.7 78.5 74.2 70.2
448 420 391 376 362
120
248 238 228 222 217
120
287 281 274 270 266
90.1 83.5 76.1 72.1 68.1
430 403 376 362 347
140
241 233 223 218 212
140
288 284 277 273 269
85.6 79.9 73.2 69.8 66.0
409 384 359 347 333
160
235 227 218 213 208
160
289 285 279 276 271
80.6 75.5 69.5 66.3 63.0
386 363 340 327 316
180
227 220 212 207 202
180
289 285 280 276 272
75.1 70.5 65.5 62.6 59.7
361 340 319 308 298
200
219 212 205 200 195
200
287 284 279 276 272
69.7 65.6 61.3 58.9 56.2
336 317 298 289 279
220
211 204 197 193 188
220
286 283 278 275 271
64.6 60.9 57.1 55.0 52.8
312 295 278 270 262
240
203 196 189 185 180
240
284 281 276 273 269
62.1 58.6 54.9 53.0 51.0
300 284 268 260 253
250
199 192 184 181 176
250
283 279 274 271 268
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-02
MAX CRUISE
CRUISE
P 2
JUL 98
500
3.05.02
CRUISE 2 ENGINES
14 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
92.2 94.3 88.3 83.4 78.8
457 470 451 433 417
60
252 252 244 238 233
60
267 272 269 265 261
94.5 94.5 84.7 80.2 75.7
458 463 429 413 397
80
252 250 238 233 227
80
275 278 270 266 262
94.5 90.8 81.3 76.8 72.7
452 442 409 393 378
100
250 244 233 227 222
100
281 280 272 267 263
94.1 86.6 78.5 74.2 70.2
447 420 391 376 362
120
247 238 227 222 217
120
286 281 274 269 265
90.1 83.5 76.1 72.0 68.1
429 403 376 361 347
140
241 233 223 217 212
140
288 283 277 272 268
85.6 79.8 73.2 69.7 66.0
409 384 359 346 333
160
234 226 217 212 207
160
288 284 278 275 270
80.5 75.4 69.4 66.3 63.0
386 363 339 327 316
180
227 220 211 206 201
180
288 285 279 275 271
75.0 70.4 65.4 62.5 59.6
361 340 319 308 297
200
219 212 204 199 194
200
287 283 278 275 270
69.6 65.5 61.1 58.7 56.1
335 317 298 289 279
220
210 203 196 191 187
220
285 281 277 273 269
64.4 60.8 56.9 54.8 52.6
311 294 278 269 261
240
202 195 187 183 179
240
282 279 274 270 267
62.0 58.4 54.7 52.9 50.8
300 283 267 260 252
250
197 190 183 179 175
250
281 277 272 269 265
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-03
MAX CRUISE
CRUISE
P 3
JUL 98
500
3.05.02
CRUISE 2 ENGINES
15 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
92.5 94.6 88.3 83.4 78.8
458 471 451 433 417
60
252 252 244 238 232
60
267 272 268 264 260
94.5 94.5 84.7 80.1 75.7
458 463 429 413 397
80
252 250 238 232 227
80
275 278 270 266 261
94.5 90.7 81.3 76.8 72.6
453 441 409 393 378
100
250 244 232 227 221
100
281 279 271 267 263
94.1 86.6 78.4 74.1 70.1
447 419 391 376 362
120
247 238 227 221 216
120
286 281 273 269 265
90.0 83.4 76.1 72.0 68.0
429 402 375 361 347
140
241 232 222 217 211
140
287 283 276 271 267
85.5 79.8 73.1 69.7 65.9
409 383 358 346 333
160
234 226 217 212 206
160
288 284 278 274 269
80.5 75.3 69.4 66.2 62.9
386 363 339 327 316
180
226 219 210 205 200
180
287 284 278 274 269
74.9 70.3 65.2 62.4 59.5
360 339 319 308 297
200
218 211 203 198 193
200
286 282 277 273 269
69.5 65.4 61.0 58.6 56.0
335 316 297 289 278
220
209 202 194 190 185
220
283 280 275 271 267
64.3 60.6 56.7 54.6 52.5
310 294 277 269 261
240
201 193 186 181 177
240
281 277 271 268 264
61.8 58.2 54.5 52.7 50.6
299 282 267 259 252
250
196 189 181 177 173
250
279 275 269 266 262
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-04
MAX CRUISE
CRUISE
P 4
JUL 98
500
3.05.02
CRUISE 2 ENGINES
16 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
92.8 94.5 88.2 83.3 78.8
460 471 451 433 417
60
252 252 244 238 232
60
267 272 268 264 260
94.5 94.5 84.7 80.1 75.6
458 463 429 413 397
80
251 249 238 232 226
80
275 278 269 265 261
94.5 90.7 81.3 76.8 72.6
453 441 409 393 378
100
249 243 232 226 220
100
280 279 271 266 262
94.1 86.6 78.4 74.1 70.1
447 419 391 376 362
120
247 237 226 221 215
120
285 280 272 268 264
90.0 83.4 76.0 72.0 68.0
429 402 375 361 347
140
240 232 221 216 210
140
287 282 275 270 266
85.5 79.7 73.1 69.6 65.9
409 383 358 346 333
160
233 225 216 211 205
160
287 283 276 272 268
80.3 75.2 69.3 66.1 62.8
385 363 339 327 315
180
226 218 209 204 198
180
286 283 276 272 268
74.8 70.2 65.1 62.3 59.4
360 339 318 307 297
200
217 210 201 196 191
200
285 281 275 271 266
69.3 65.2 60.8 58.4 55.9
334 316 297 288 278
220
208 201 193 188 183
220
282 278 273 269 264
64.1 60.4 56.5 54.5 52.3
310 293 276 268 260
240
199 192 184 180 175
240
279 274 269 265 261
61.6 58.0 54.3 52.5 50.4
298 282 266 259 251
250
195 187 179 175 170
250
277 272 267 263 259
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-05
MAX CRUISE
CRUISE
P 5
JUL 98
500
3.05.02
CRUISE 2 ENGINES
17 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
93.1 94.5 88.2 83.3 78.7
461 471 451 433 417
60
252 251 243 237 231
60
267 272 267 263 259
94.5 94.5 84.6 80.0 75.6
458 463 429 413 397
80
251 249 237 231 225
80
274 277 269 264 260
94.5 90.7 81.2 76.7 72.5
453 441 409 393 378
100
249 243 231 225 220
100
280 279 270 265 261
94.0 86.5 78.3 74.0 70.0
447 419 391 376 362
120
246 237 226 220 214
120
285 279 272 267 262
89.9 83.3 75.9 71.9 67.9
429 402 375 361 347
140
240 231 221 215 209
140
286 281 274 269 264
85.4 79.6 73.0 69.5 65.8
408 383 358 346 333
160
233 224 215 210 204
160
286 282 275 271 266
80.2 75.1 69.1 65.9 62.7
385 362 338 326 315
180
225 217 208 203 197
180
285 281 275 271 266
74.6 70.0 64.9 62.1 59.2
359 338 318 307 296
200
216 208 200 195 190
200
283 279 273 269 264
69.1 65.0 60.7 58.3 55.7
333 315 296 288 278
220
207 199 191 187 181
220
280 276 270 266 262
63.8 60.2 56.3 54.2 52.1
309 292 275 268 260
240
197 190 182 177 172
240
277 272 266 262 257
61.3 57.7 54.1 52.2 50.1
297 281 265 258 250
250
193 185 177 172 167
250
275 269 263 259 254
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-06
MAX CRUISE
CRUISE
P 6
JUL 98
500
3.05.02
CRUISE 2 ENGINES
18 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
93.5 94.5 88.2 83.2 78.7
462 471 451 433 417
60
252 251 243 237 231
60
267 271 267 262 258
94.5 94.5 84.6 80.0 75.5
458 463 429 413 397
80
251 249 236 231 225
80
274 277 268 264 259
94.5 90.6 81.2 76.6 72.5
453 441 409 393 378
100
249 243 230 224 219
100
279 278 269 264 260
93.9 86.5 78.3 74.0 70.0
447 419 391 376 361
120
246 236 225 219 213
120
284 279 271 266 261
89.8 83.2 75.8 71.8 67.8
429 402 375 361 347
140
239 230 220 214 208
140
285 280 273 268 263
85.3 79.5 72.9 69.4 65.7
408 383 358 346 333
160
232 224 214 208 203
160
285 281 274 269 264
80.1 74.9 69.0 65.8 62.6
384 362 338 326 315
180
224 216 206 201 196
180
284 280 273 269 264
74.4 69.8 64.8 62.0 59.1
358 338 317 307 296
200
215 207 198 193 188
200
282 277 271 267 262
68.9 64.8 60.5 58.1 55.5
333 314 296 287 277
220
205 198 189 184 179
220
278 274 268 263 258
63.6 59.9 56.0 54.0 51.8
308 291 275 267 259
240
196 188 179 174 169
240
274 269 262 258 252
61.1 57.4 53.8 51.9 49.8
296 280 264 257 249
250
191 183 174 169 163
250
272 266 259 254 248
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-07
MAX CRUISE
CRUISE
P 7
JUL 98
500
3.05.02
CRUISE 2 ENGINES
19 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
93.9 94.5 88.1 83.2 78.6
464 471 450 433 416
60
252 251 242 236 230
60
267 271 266 262 257
94.5 94.5 84.5 79.9 75.5
458 464 429 413 397
80
250 248 236 230 224
80
273 276 267 263 258
94.5 90.5 81.1 76.6 72.4
453 441 409 393 377
100
248 242 230 224 218
100
279 277 268 263 259
93.9 86.4 78.2 73.9 69.9
447 419 391 376 361
120
245 235 224 218 212
120
284 278 269 265 260
89.7 83.1 75.8 71.7 67.8
428 402 375 361 347
140
238 229 219 213 207
140
284 279 271 266 261
85.1 79.4 72.8 69.4 65.6
408 382 357 346 333
160
231 223 212 207 201
160
284 279 272 268 263
79.9 74.8 68.8 65.7 62.4
384 361 338 326 315
180
223 214 205 200 194
180
283 278 271 267 262
74.2 69.6 64.6 61.8 58.9
358 337 317 306 296
200
213 205 196 191 185
200
280 275 269 264 259
68.7 64.6 60.2 57.8 55.2
332 313 295 286 276
220
204 196 187 182 176
220
276 271 265 260 254
63.3 59.6 55.7 53.6 51.4
307 290 273 266 258
240
194 186 176 171 165
240
271 266 258 253 246
60.8 57.1 53.4 51.5 49.4
295 279 263 256 248
250
189 180 170 164 158
250
269 262 253 248 240
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-08
MAX CRUISE
CRUISE
P 8
JUL 98
500
3.05.02
CRUISE 2 ENGINES
20 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL
-10 0 +10 +15 +20
94.4 94.5 88.1 83.1 78.6
466 471 450 433 416
60
252 250 241 235 229
60
267 270 265 261 256
94.5 94.5 84.4 79.9 75.4
459 464 429 412 396
80
250 248 235 229 223
80
273 276 266 262 257
94.5 90.4 81.0 76.5 72.3
453 441 409 392 377
100
247 241 229 222 216
100
278 276 267 262 257
93.8 86.3 78.1 73.9 69.8
446 419 390 376 361
120
244 234 223 217 211
120
283 277 268 263 258
89.6 83.0 75.7 71.7 67.7
428 401 374 361 347
140
237 228 217 211 205
140
283 278 270 265 260
85.0 79.2 72.6 69.3 65.5
407 382 357 345 332
160
230 221 211 206 199
160
283 278 270 266 261
79.7 74.6 68.7 65.5 62.3
383 361 337 325 314
180
221 213 203 198 192
180
281 276 269 264 259
74.0 69.4 64.4 61.6 58.7
357 336 316 305 295
200
212 204 194 189 183
200
278 273 266 261 255
68.4 64.3 60.0 57.5 54.9
331 313 294 285 276
220
202 194 185 179 172
220
274 268 261 256 249
63.0 59.3 55.3 53.2 50.9
306 289 272 265 256
240
191 183 172 166 159
240
268 262 252 246 238
60.4 56.7 52.9 50.9 48.7
294 277 261 254 246
250
186 176 165 158 149
250
265 257 246 238 227
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-09
MAX CRUISE
CRUISE
P 9
JUL 98
500
3.05.02
CRUISE 2 ENGINES
21 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
94.5 94.5 88.0 83.1 78.5
467 472 450 432 416
60
252 249 241 234 228
60
267 269 265 260 255
94.5 94.5 84.4 79.8 75.3
459 464 429 412 396
80
249 247 234 228 222
80
272 275 265 260 255
94.5 90.3 80.9 76.4 72.2
453 440 408 392 377
100
247 240 228 221 215
100
277 275 266 261 256
93.7 86.2 78.1 73.8 69.8
446 418 390 376 361
120
243 233 222 215 209
120
282 276 267 262 257
89.5 82.9 75.5 71.6 67.6
428 401 374 361 347
140
237 227 216 210 204
140
282 277 268 263 258
84.8 79.1 72.5 69.2 65.4
407 381 357 345 332
160
229 220 210 204 198
160
282 276 269 264 258
79.5 74.4 68.5 65.3 62.1
382 360 337 325 314
180
220 212 202 196 190
180
279 274 267 262 256
73.8 69.1 64.1 61.4 58.4
356 336 315 305 294
200
210 202 192 186 180
200
276 270 263 257 251
68.1 64.0 59.6 57.2 54.6
330 312 293 284 275
220
200 191 181 175 167
220
271 265 256 250 242
62.6 58.8 54.8 52.6 50.1
304 288 270 263 254
240
189 179 167 159 148
240
265 257 245 236 222
60.0 56.1 52.1 49.8
292 275 258 251
250
182 172 157 145
250
260 250 234 219
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-10
MAX CRUISE
CRUISE
P 10
JUL 98
500
3.05.02
CRUISE 2 ENGINES
22 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
94.5 94.5 87.9 83.0 78.4
467 472 450 432 416
60
251 249 240 233 227
60
266 269 264 259 254
94.5 94.5 84.3 79.7 75.3
459 464 429 412 396
80
248 246 233 227 220
80
271 274 264 259 254
94.5 90.2 80.9 76.3 72.2
453 440 408 392 377
100
246 239 226 220 214
100
277 274 264 259 254
93.6 86.1 78.0 73.7 69.7
446 418 390 375 361
120
243 232 220 214 208
120
281 274 265 260 255
89.3 82.8 75.4 71.5 67.5
427 401 374 360 346
140
235 226 215 208 202
140
281 275 267 261 255
84.7 78.9 72.4 69.0 65.2
406 381 357 345 332
160
228 219 208 202 195
160
280 275 267 262 255
79.3 74.2 68.3 65.1 61.9
381 359 336 324 313
180
219 210 200 193 187
180
278 272 264 259 252
73.5 68.9 63.9 61.1 58.1
355 335 314 304 293
200
208 200 189 183 175
200
273 268 259 253 245
67.8 63.6 59.2 56.7 54.0
328 310 292 283 273
220
197 188 177 170 160
220
268 261 251 243 231
62.2 58.3 53.9 51.1
303 286 268 258
240
185 174 158 141
240
260 250 232 209
59.5 55.3
290 272
250
178 164
250
254 240
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-11
MAX CRUISE
CRUISE
P 11
JUL 98
500
3.05.02
CRUISE 2 ENGINES
22.5 T
MINIMUM TIME
FLIGHT
DELTA ISA
FLIGHT
LEVEL -10 0 +10 +15 +20
94.5 94.5 87.9 83.0 78.4
467 472 450 432 416
60
251 248 239 233 226
60
266 268 263 258 253
94.5 94.5 84.2 79.7 75.2
459 464 428 412 396
80
248 246 233 226 220
80
271 274 263 258 253
94.5 90.2 80.8 76.3 72.1
453 440 408 392 377
100
246 239 226 219 213
100
276 274 264 258 253
93.5 86.0 77.9 73.7 69.6
446 418 390 375 361
120
242 232 220 213 207
120
280 273 265 259 254
89.2 82.7 75.4 71.4 67.5
427 401 374 360 346
140
235 225 214 208 201
140
280 274 266 260 254
84.6 78.8 72.3 68.9 65.1
406 381 356 345 331
160
227 218 207 201 194
160
279 274 265 260 254
79.2 74.1 68.2 65.0 61.8
381 359 336 324 313
180
218 209 198 192 185
180
277 271 263 257 250
73.4 68.7 63.7 60.9 57.9
354 334 314 304 293
200
207 199 188 181 173
200
272 266 257 250 241
67.6 63.4 59.0 56.4 53.6
328 310 291 282 272
220
196 186 174 166 154
220
266 258 247 237 223
61.9 57.9 53.1
302 284 265
240
183 171 149
240
257 246 219
59.2 54.7
289 270
250
176 158
250
251 232
TQ % NP=82 %
KG/H/ENG
IAS
TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: MAX CRUISE 9-12
ICING CONDITIONS
CRUISE
P 1
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA-20 (C) ICING CONDITIONS - MINI TIME
WEIGHT
FLIGHT LEVEL
WEIGHT
(1000KG)
60 80 100 120 140 160
94.5 94.5 94.5 94.5 94.5 90.0
13
462 251 454 249 448 246 447 244 450 242 430 235
13
28.3 261 29.3 266 30.3 272 31.0 277 31.4 283 33.0 284
94.5 94.5 94.5 94.5 94.5 89.9
14
462 251 454 248 449 246 447 244 450 242 430 235
14
28.2 261 29.3 266 30.2 271 31.0 277 31.4 282 32.9 283
94.5 94.5 94.5 94.5 94.5 89.8
15
462 250 454 248 449 246 447 244 450 241 430 235
15
28.2 260 29.3 266 30.2 271 30.9 276 31.3 282 32.9 283
94.5 94.5 94.5 94.5 94.5 89.7
16
462 250 454 248 449 245 447 243 450 241 429 234
16
28.1 260 29.2 265 30.1 270 30.8 276 31.3 282 32.8 282
94.5 94.5 94.5 94.5 94.5 89.6
17
462 250 454 247 449 245 447 243 450 240 429 233
17
28.1 260 29.2 265 30.1 270 30.8 276 31.2 281 32.8 281
94.5 94.5 94.5 94.5 94.5 89.5
18
462 249 454 247 449 244 448 242 451 240 429 232
18
28.1 259 29.1 264 30.0 269 30.7 275 31.1 280 32.7 280
94.5 94.5 94.5 94.5 94.4 89.4
19
462 249 454 246 449 244 448 242 450 239 428 231
19
28.0 259 29.1 264 29.9 269 30.6 274 31.0 279 32.6 279
94.5 94.5 94.5 94.5 94.3 89.2
20
462 248 454 246 449 243 448 241 450 238 428 230
20
27.9 258 29.0 263 29.8 268 30.5 273 30.9 278 32.5 278
94.5 94.5 94.5 94.5 94.1 89.0
21
462 247 454 245 449 242 448 240 449 237 427 229
21
27.8 257 28.9 262 29.7 267 30.4 272 30.8 277 32.4 276
94.5 94.5 94.5 94.5 94.0 88.9
22
462 247 454 244 449 242 449 239 449 236 426 228
22
27.7 257 28.8 261 29.6 266 30.3 271 30.7 276 32.2 275
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-13
ICING CONDITIONS
CRUISE
P 2
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA-20 (C) ICING CONDITIONS - MINI TIME
WEIGHT FLIGHT LEVEL WEIGHT
(1000KG)
160 180 200 220 240 250
90.0 84.4 78.5 73.1 67.8 65.3
13
430 235 405 228 378 220 354 212 330 203 319 199
13
33.0 284 34.9 283 37.2 282 39.6 280 42.2 278 43.5 277
89.9 84.4 78.4 72.9 67.7 65.1
14
430 235 405 227 378 219 353 211 329 202 318 198
14
32.9 283 34.9 283 37.2 281 39.5 279 42.0 277 43.4 276
89.8 84.3 78.3 72.8 67.5 64.9
15
430 235 405 227 377 218 353 210 329 201 317 197
15
32.9 283 34.8 282 37.1 280 39.4 278 41.9 275 43.2 274
89.7 84.1 78.2 72.6 67.3 64.7
16
429 234 404 226 377 217 352 209 328 200 316 195
16
32.8 282 34.8 281 37.0 279 39.2 276 41.7 274 43.0 272
89.6 84.0 78.0 72.4 67.1 64.5
17
429 233 404 225 376 216 351 207 327 198 315 194
17
32.8 281 34.7 280 36.9 277 39.1 275 41.5 272 42.8 270
89.5 83.8 77.8 72.2 66.9 64.2
18
429 232 403 224 375 215 350 206 326 197 314 192
18
32.7 280 34.6 278 36.7 276 39.0 273 41.4 270 42.6 268
89.4 83.6 77.6 72.0 66.6 64.0
19
428 231 402 223 375 214 350 205 325 195 313 190
19
32.6 279 34.4 277 36.6 274 38.8 271 41.1 267 42.3 265
89.2 83.4 77.4 71.8 66.3 63.6
20
428 230 401 222 374 212 349 203 324 193 312 188
20
32.5 278 34.3 276 36.5 273 38.6 269 40.9 265 42.0 262
89.0 83.2 77.2 71.5 65.9 63.0
21
427 229 401 220 373 211 347 201 322 190 309 184
21
32.4 276 34.2 274 36.3 271 38.4 267 40.5 261 41.4 256
88.9 83.0 76.9 71.2 65.3 62.2
22
426 228 400 219 372 209 346 199 320 186 306 178
22
32.2 275 34.1 273 36.1 269 38.1 264 39.9 255 40.5 248
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-14
ICING CONDITIONS
CRUISE
P 3
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA-10 (C) ICING CONDITIONS - MINI TIME
WEIGHT FLIGHT LEVEL WEIGHT
(1000KG)
60 80 100 120 140 160
94.5 94.5 94.5 93.4 89.2 84.8
13
467 249 459 246 454 244 445 241 427 235 407 228
13
28.2 264 29.3 269 30.3 275 31.3 279 32.8 280 34.6 281
94.5 94.5 94.5 93.3 89.2 84.7
14
467 248 459 246 454 244 445 241 427 235 406 228
14
28.2 264 29.3 269 30.2 274 31.3 279 32.8 280 34.5 280
94.5 94.5 94.5 93.3 89.1 84.6
15
467 248 459 246 454 244 445 240 427 234 406 227
15
28.2 263 29.2 268 30.2 274 31.3 278 32.7 279 34.5 280
94.5 94.5 94.5 93.2 89.1 84.5
16
467 248 459 245 454 243 445 240 426 234 406 227
16
28.1 263 29.2 268 30.1 274 31.2 278 32.7 279 34.4 279
94.5 94.5 94.5 93.2 89.0 84.4
17
467 247 459 245 454 243 445 239 426 233 405 226
17
28.1 262 29.1 268 30.1 273 31.2 277 32.6 278 34.3 278
94.5 94.5 94.5 93.1 88.9 84.3
18
467 247 459 245 454 242 444 239 426 232 405 225
18
28.0 262 29.1 267 30.0 272 31.1 276 32.5 277 34.2 277
94.5 94.5 94.5 93.0 88.7 84.2
19
467 246 459 244 454 242 444 238 425 231 405 224
19
28.0 261 29.0 266 29.9 272 31.0 275 32.4 276 34.0 275
94.5 94.5 94.5 92.9 88.6 84.0
20
468 246 460 243 454 241 444 237 425 230 404 223
20
27.9 261 28.9 266 29.8 271 30.9 274 32.3 275 33.9 274
94.5 94.5 94.5 92.8 88.5 83.9
21
468 245 460 243 454 240 444 236 425 229 404 221
21
27.8 260 28.8 265 29.7 270 30.8 273 32.2 273 33.8 273
94.5 94.5 94.5 92.7 88.3 83.7
22
468 244 460 242 455 239 443 235 424 228 403 220
22
27.7 259 28.7 264 29.6 269 30.7 272 32.1 272 33.6 271
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-15
ICING CONDITIONS
CRUISE
P 4
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA-10 (C) ICING CONDITIONS - MINI TIME
WEIGHT
FLIGHT LEVEL
WEIGHT
(1000KG)
160 180 200 220 240 250
84.8 79.6 74.2 68.8 63.7 61.3
13
407 228 383 221 357 213 332 205 308 196 297 192
13
34.6 281 36.7 281 39.1 279 41.7 277 44.6 275 46.1 274
84.7 79.5 74.0 68.7 63.5 61.1
14
406 228 382 220 357 212 332 204 307 195 296 191
14
34.5 280 36.6 280 39.0 278 41.6 276 44.4 273 45.9 272
84.6 79.4 73.9 68.5 63.3 60.9
15
406 227 382 220 356 211 331 202 307 194 295 189
15
34.5 280 36.5 279 38.9 277 41.4 274 44.3 271 45.7 270
84.5 79.3 73.7 68.3 63.1 60.7
16
406 227 381 219 356 210 330 201 306 192 295 188
16
34.4 279 36.4 278 38.7 275 41.3 273 44.0 270 45.4 268
84.4 79.1 73.6 68.1 62.9 60.5
17
405 226 381 218 355 209 330 200 305 191 294 186
17
34.3 278 36.3 276 38.6 274 41.1 271 43.8 268 45.2 265
84.3 79.0 73.4 67.9 62.7 60.2
18
405 225 380 216 354 208 329 198 304 189 293 184
18
34.2 277 36.2 275 38.4 272 40.9 269 43.5 265 44.8 262
84.2 78.8 73.2 67.7 62.4 59.8
19
405 224 380 215 354 206 328 197 303 187 291 181
19
34.0 275 36.0 273 38.2 271 40.7 267 43.2 262 44.4 258
84.0 78.6 73.0 67.4 62.0 59.3
20
404 223 379 214 353 205 327 195 302 184 289 177
20
33.9 274 35.9 272 38.1 269 40.4 264 42.7 257 43.6 252
83.9 78.4 72.7 67.1 61.4 58.4
21
404 221 378 213 352 203 326 193 300 179 286 169
21
33.8 273 35.7 270 37.8 267 40.1 261 41.9 251 42.3 242
83.7 78.2 72.5 66.6 60.4
22
403 220 378 211 351 201 324 189 296 170
22 33.6 271 35.5 268 37.6 264 39.5 256 40.4 239
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-16
ICING CONDITIONS
CRUISE
P 5
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA ICING CONDITIONS - MINI TIME
WEIGHT
(1000KG)
FLIGHT LEVEL
WEIGHT
(1000KG)
60 80 100 120 140 160
94.5 94.4 90.1 86.1 82.9 79.2
13
472 247 464 244 440 238 418 232 401 227 382 221
13
28.2 267 29.3 272 31.0 273 32.8 274 34.4 276 36.3 277
94.5 94.4 90.1 86.1 82.8 79.1
14
472 246 464 244 440 238 418 232 401 226 382 220
14
28.2 266 29.3 271 31.0 272 32.7 274 34.4 276 36.3 277
94.5 94.3 90.0 86.0 82.8 79.0
15
472 246 464 244 440 237 418 231 401 226 381 219
15
28.2 266 29.2 271 30.9 272 32.7 273 34.3 275 36.1 276
94.5 94.3 90.0 86.0 82.7 78.9
16
472 246 463 243 439 237 418 231 400 225 381 219
16
28.1 266 29.2 271 30.9 271 32.6 272 34.2 274 36.0 275
94.5 94.3 89.9 85.9 82.6 78.8
17
472 245 463 243 439 236 418 230 400 224 381 218
17
28.1 265 29.1 270 30.8 271 32.5 271 34.1 273 35.9 273
94.5 94.2 89.8 85.8 82.5 78.7
18
472 245 463 242 439 235 417 229 400 223 380 217
18
28.0 265 29.1 269 30.7 270 32.4 270 34.0 272 35.8 272
94.5 94.1 89.7 85.7 82.4 78.6
19
472 244 463 241 439 235 417 228 400 222 380 215
19
27.9 264 29.0 269 30.6 269 32.3 269 33.8 271 35.6 271
94.5 94.1 89.6 85.6 82.3 78.5
20
473 244 463 241 439 234 417 227 399 221 380 214
20
27.9 263 28.9 268 30.5 268 32.2 268 33.7 269 35.4 269
94.5 94.0 89.6 85.5 82.2 78.3
21
473 243 463 240 438 233 417 226 399 220 379 213
21
27.8 262 28.8 267 30.4 267 32.0 267 33.6 268 35.3 268
94.5 93.9 89.5 85.4 82.1 78.2
22
473 242 463 239 438 232 417 225 399 219 379 212
22
27.7 262 28.7 266 30.3 266 31.9 266 33.4 267 35.1 266
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-17
ICING CONDITIONS
CRUISE
P 6
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA ICING CONDITIONS - MINI TIME
WEIGHT
FLIGHT LEVEL
WEIGHT
(1000KG)
160 180 200 220 240 250
79.2 74.7 69.7 64.8 60.1 57.8
13
382 221 361 214 337 206 314 198 292 190 281 185
13
36.3 277 38.4 277 40.9 276 43.6 274 46.5 271 48.0 270
79.1 74.6 69.6 64.7 59.9 57.6
14
382 220 361 213 337 205 314 197 291 188 280 184
14
36.3 277 38.3 276 40.8 275 43.4 272 46.3 270 47.8 268
79.0 74.5 69.4 64.5 59.8 57.4
15
381 219 360 212 336 204 313 196 291 187 280 182
15
36.1 276 38.2 275 40.6 273 43.2 271 46.0 268 47.5 266
78.9 74.3 69.3 64.3 59.6 57.2
16
381 219 360 211 336 203 313 194 290 185 279 181
16
36.0 275 38.0 274 40.4 272 43.0 269 45.8 266 47.2 263
78.8 74.2 69.1 64.2 59.4 56.9
17
381 218 359 210 335 201 312 193 289 184 278 178
17
35.9 273 37.9 272 40.2 270 42.8 267 45.4 263 46.8 260
78.7 74.1 68.9 64.0 59.1 56.6
18
380 217 359 209 335 200 311 191 288 181 277 175
18
35.8 272 37.7 271 40.1 268 42.5 265 45.0 260 46.2 256
78.6 73.9 68.8 63.7 58.7 56.0
19
380 215 358 208 334 199 311 189 287 178 275 171
19
35.6 271 37.6 269 39.8 266 42.2 262 44.4 255 45.3 249
78.5 73.7 68.5 63.4 58.1 55.1
20
380 214 358 206 333 197 310 187 285 172 271 162
20
35.4 269 37.4 268 39.6 264 41.8 259 43.4 247 43.5 236
78.3 73.5 68.3 62.9
21
379 213 357 205 333 195 308 182
21
35.3 268 37.2 265 39.3 261 41.1 253
78.2 73.3 67.9 62.2
22
379 212 356 203 331 192 306 176
22
35.1 266 36.9 263 38.8 257 40.0 245
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-18
ICING CONDITIONS
CRUISE
P 7
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA+10 (C) ICING CONDITIONS - MINI TIME
WEIGHT FLIGHT LEVEL WEIGHT
(1000KG)
60 80 100 120 140 160
88.3 84.8 81.4 78.1 75.7 72.7
13
451 245 430 239 409 233 390 222 375 217 357 212
13
29.8 269 31.5 270 33.2 272 34.2 267 36.0 270 38.0 272
88.3 84.7 81.3 78.1 75.6 72.7
14
451 244 429 238 409 233 390 222 374 217 357 211
14
29.8 269 31.4 270 33.2 272 34.2 267 35.9 269 37.9 271
88.3 84.7 81.3 78.0 75.5 72.6
15
451 244 429 238 409 232 390 221 374 216 357 210
15
29.8 268 31.4 270 33.1 271 34.1 266 35.8 268 37.7 269
88.2 84.7 81.3 78.0 75.5 72.5
16
451 244 429 238 409 232 390 220 374 215 357 209
16
29.7 268 31.4 269 33.1 271 34.0 265 35.7 267 37.6 268
88.2 84.6 81.2 77.9 75.4 72.4
17
451 243 429 237 409 231 390 219 374 214 357 208
17
29.7 267 31.3 269 33.0 270 33.8 264 35.5 266 37.4 267
88.2 84.6 81.2 77.8 75.3 72.3
18
451 243 429 236 409 230 390 218 374 213 356 207
18
29.6 267 31.2 268 32.9 269 33.7 263 35.4 265 37.3 266
88.1 84.5 81.1 77.8 75.2 72.2
19
450 242 429 236 409 230 390 217 374 212 356 206
19
29.6 266 31.1 267 32.8 268 33.6 262 35.2 263 37.1 264
88.1 84.4 81.0 77.7 75.1 72.1
20
450 241 429 235 409 229 390 216 373 211 356 205
20
29.5 265 31.0 266 32.7 267 33.4 260 35.1 262 36.9 262
88.0 84.4 80.9 77.6 75.0 72.0
21
450 241 429 234 408 228 390 215 373 210 356 203
21
29.4 265 30.9 265 32.5 266 33.3 259 34.9 260 36.6 260
87.9 84.3 80.9 77.6 74.9 71.8
22
450 240 429 233 408 226 389 214 373 208 355 201
22
29.3 264 30.8 264 32.4 264 33.1 258 34.7 259 36.3 258
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-19
ICING CONDITIONS
CRUISE
P 8
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA+10 (C) ICING CONDITIONS - MINI TIME
WEIGHT FLIGHT LEVEL WEIGHT
(1000KG)
160 180 200 220 240 250
72.7 68.9 64.8 60.6 56.4 54.2
13
357 212 338 205 317 198 296 191 276 182 266 178
13
38.0 272 40.2 272 42.7 271 45.5 269 48.4 267 49.9 265
72.7 68.8 64.7 60.5 56.2 54.1
14
357 211 338 205 317 197 296 189 275 181 265 177
14
37.9 271 40.1 271 42.5 269 45.2 268 48.1 265 49.6 263
72.6 68.7 64.5 60.3 56.1 53.9
15
357 210 337 203 316 196 295 188 275 180 265 175
15
37.7 269 39.9 269 42.4 268 45.0 266 47.8 263 49.3 261
72.5 68.6 64.4 60.2 55.9 53.7
16
357 209 337 202 316 195 295 187 274 178 264 173
16
37.6 268 39.7 268 42.1 266 44.7 264 47.5 260 48.8 257
72.4 68.5 64.3 60.0 55.6 53.3
17
357 208 337 201 316 193 294 185 273 175 263 169
17
37.4 267 39.6 266 41.9 265 44.4 262 47.0 257 48.1 252
72.3 68.4 64.1 59.8 55.2 52.8
18
356 207 336 200 315 192 294 183 272 171 261 164
18
37.3 266 39.4 265 41.6 262 44.0 259 46.2 251 47.0 245
72.2 68.2 63.9 59.5 54.6 51.8
19
356 206 336 199 315 190 293 180 270 166 258 154
19
37.1 264 39.1 263 41.3 260 43.4 254 45.0 243 44.6 230
72.1 68.1 63.7 59.1
20
356 205 336 197 314 188 292 175
20
36.9 262 38.8 261 40.9 257 42.6 248
72.0 67.9 63.3 58.4
21
356 203 335 195 313 184 290 169
21
36.6 260 38.5 258 40.2 252 41.2 239
71.8 67.6 62.8
22
355 201 334 192 311 179
22
36.3 258 38.0 254 39.3 245
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-20
ICING CONDITIONS
CRUISE
P 9
JUN 97
500
3.05.03
CRUISE 2 ENGINES - NP=82%
ISA+20 (C) ICING CONDITIONS - MINI TIME
WEIGHT FLIGHT LEVEL WEIGHT
(1000KG)
160 180 200 220 240 250
65.7 62.6 59.2 55.7 52.3 50.5
13
333 202 315 196 296 189 278 182 260 175 251 171
13
39.6 264 42.0 264 44.5 264 47.3 263 50.1 261 51.6 259
65.6 62.5 59.1 55.6 52.1 50.3
14
333 201 315 195 296 188 277 181 260 173 251 169
14
39.5 263 41.8 263 44.3 262 47.0 261 49.7 258 51.2 257
65.5 62.4 59.0 55.5 52.0 50.1
15
332 200 315 194 296 187 277 179 259 171 250 167
15
39.3 261 41.6 261 44.0 260 46.7 259 49.3 256 50.7 253
65.5 62.3 58.9 55.4 51.7 49.8
16
332 199 314 193 296 185 277 177 259 169 249 163
16
39.1 260 41.3 260 43.7 258 46.2 256 48.7 252 49.8 248
65.4 62.2 58.7 55.2 51.4 49.4
17
332 198 314 191 295 183 276 175 258 164 248 158
17
38.9 258 41.1 258 43.4 256 45.7 253 47.7 246 48.5 240
65.3 62.1 58.6 54.9 50.9
18
332 197 314 190 295 181 275 171 256 158
18
38.7 257 40.8 256 42.9 253 44.9 247 46.2 237
65.2 62.0 58.3 54.5
19
332 195 313 188 294 178 274 166
19
38.4 255 40.4 253 42.3 249 43.8 240
65.1 61.8 58.0
20
331 193 313 185 293 174
20
38.1 252 39.9 249 41.4 243
64.9 61.5 57.5
21
331 191 312 181 292 167
21
37.7 249 39.2 244 40.1 234
64.7 61.1
22
330 187 311 176
22
37.1 245 38.1 237
TQ %
KG/H/ENG IAS
NM/100KG TAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
CRUISE: ICING CONDITIONS 9-21
INTRODUCTION
HOLDING
P 1
JUL 98
500
3.06.01
Holding charts are established :
- in clean configuration
- with air conditioning in normal mode.
- with NP = 82 % propeller speed
- at VmHBO of icing conditions.
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of
consumption.
When using air conditioning in high mode, fuel consumption is increased by 2%.
All charts are established with a center of gravity location corresponding to 25 %.
The temperature effect is negligible.
ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow,
sleet and ice crystals).
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
HOLDING 10-01
NORMAL CONDITIONS
HOLDING
P 1
JUL 98
500
3.06.02
HOLDING 2 ENGINES
WEIGHT FLIGHT LEVEL
(1000KG)
15 50 100 150 200
21.8 22.5 23.4 24.6 26.1
13
21.8
218
131
22.5
205
131
23.4
186
132
24.6
174
132
26.1
167
132 13 131 131 132 132 132
23.8 24.5 25.6 26.9 28.8
14
23.8
226
136
24.5
212
136
25.6
194
137
26.9
185
137
28.8
176
137 14 136 136 137 137 137
25.8 26.5 27.8 29.3 31.4
15
25.8
234
141
26.5
219
141
27.8
203
141
29.3
195
142
31.4
185
142 15 141 141 141 142 142
27.8 28.7 30.1 32.0 34.3
16
27.8
241
146
28.7
227
146
30.1
213
146
32.0
206
146
34.3
195
146 16 146 146 146 146 146
29.9 30.9 32.4 34.7 37.3
17
29.9
248
150
30.9
234
151
32.4
223
151
34.7
214
151
37.3
206
151 17 150 151 151 151 151
32.1 33.1 34.9 37.3 40.4
18
32.1
256
155
33.1
243
155
34.9
234
155
37.3
223
155
40.4
218
155 18 155 155 155 155 155
34.3 35.4 37.6 40.1 43.6
19
34.3
264
159
35.4
253
159
37.6
246
159
40.1
232
159
43.6
230
160 19 159 159 159 159 160
36.6 37.8 40.2 43.0 46.8
20
36.6
272
163
37.8
264
163
40.2
255
163
43.0
243
164
46.8
242
164 20 163 163 163 164 164
38.9 40.3 42.9 46.2 50.1
21
38.9
282
167
40.3
275
167
42.9
264
167
46.2
255
168
50.1
255
168 21 167 167 167 168 168
41.3 43.0 45.6 49.5 53.4
22
41.3
292
171
43.0
286
171
45.6
272
171
49.5
267
172
53.4
268
172 22 171 171 171 172 172
TQ % NP=82 %
KG/H/ENG
IAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
HOLDING: NORMAL CONDITIONS 10-02
ICING CONDITIONS
HOLDING
P 1
DEC 97
500
3.06.03
HOLDING 2 ENGINES
VMHB0 ICING CONDITIONS
WEIGHT FLIGHT LEVEL
(1000KG)
15 50 100 150 200
21.8 22.5 25.1 26.4 28.2
13
218 205 193 181 174
13
131 131 132 132 132
23.8 24.5 27.5 29.0 31.1
14
226 212 201 193 184
14
136 136 137 137 137
25.8 26.5 29.9 31.7 34.1
15
234 219 211 204 195
15
141 141 141 142 142
27.8 28.7 32.4 34.6 37.3
16
241 227 222 214 206
16
146 146 146 146 146
29.9 30.9 35.0 37.5 40.6
17
248 234 234 223 219
17
150 151 151 151 151
32.1 33.1 37.8 40.5 44.0
18
256 243 246 234 232
18
155 155 155 155 155
34.3 35.4 40.7 43.6 47.4
19
264 253 256 246 245
19
159 159 159 159 160
36.6 37.8 43.6 46.9 50.9
20
272 264 266 258 259
20
163 163 163 164 164
38.9 40.3 46.5 50.3 54.6
21
282 275 275 271 273
21
167 167 167 168 168
41.3 43.0 49.6 53.8 58.3
22
292 286 286 284 289
22
171 171 171 172 172
TQ% NP = 82%
KG/H/ENG
IAS
AA
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
HOLDING: ICING CONDITIONS 10-03
INTRODUCTION
DESCENT
P 1
JUL 98
500
3.07.01
Descent charts are established in clean configuration for one reference weight
(15000 kg = 33000 lb) and 3 speed laws :
- 200 kt
- 220 kt
- 240 kt
Two kinds of descent are proposed :
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
from cruise altitude, descent at chosen gradient (3 with pressurization in NORMAL
mode, 4 or 5 with pressurization in FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and gradient of descent
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 30 kg (66 lb) for the consumption
WEIGHT CORRECTION
D on fuel consumption
Increase the fuel consumption by :
+ 4 % at 1500 ft/mn of rate of descent
+ 5 % at 2000 ft/mn of rate of descent
+ 2 % at 3 descent gradient
+ 3 % at 4 descent gradient
+ 4 % at 5 descent gradient
for a 1000 kg (2200 lb) weight decrease.
D No correction for weight increase.
D No influence on time and distance.
AA
ATR 72-500
DESCENT 11-01
NORMAL CONDITIONS
DESCENT
P 1
JUN 97
500
3.07.02
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL
1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
250
19 119 15 81 19 145 15 102 19 180 15 126
250 63 47 70 52 76 57
240
18 115 14 79 18 140 14 99 18 174 14 122
240 60 45 66 49 72 54
230
17 112 14 77 17 136 14 96 17 167 14 118
230 57 43 63 47 68 51
220
17 108 13 75 17 131 13 93 17 160 13 114
220 54 40 59 44 65 48
210
16 105 13 73 16 126 13 90 16 154 13 110
210 51 38 56 42 61 46
200
15 101 12 71 15 121 12 87 15 147 12 105
200 48 36 53 39 57 43
180
14 94 11 67 14 112 11 81 14 135 11 97
180 42 31 46 35 50 38
160
13 87 10 63 13 102 10 75 13 122 10 89
160 36 27 40 30 44 33
140
11 79 9 59 11 92 9 69 11 110 9 81
140 31 23 34 25 37 28
120
10 72 8 54 10 83 8 63 10 97 8 73
120 25 19 28 21 31 23
100
9 65 7 50 9 73 7 58 9 85 7 65
100 20 15 22 17 24 18
80
7 57 6 45 7 63 6 52 7 72 6 57
80 15 11 17 13 18 14
60
6 49 5 40 6 53 5 45 6 59 5 49
60 10 8 11 9 13 9
40
5 41 4 36 5 43 4 39 5 46 4 40
40 6 4 6 5 7 5
15
3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
ATR 72-500
DESCENT: NORMAL CONDITIONS 11-02
NORMAL CONDITIONS
DESCENT
P 2
JUN 97
500
3.07.02
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL
3 4 5 3 4 5 3 4 5
250
21 146 17 103 14 77 20 159 16 111 13 84 18 177 15 124 12 92
250 74 55 44 74 55 44 74 55 44
240
21 143 16 101 14 75 19 155 15 108 13 83 18 172 14 121 12 90
240 71 53 42 71 53 42 71 53 42
230
20 139 16 99 13 74 19 151 15 106 12 81 17 166 14 118 12 88
230 68 51 40 68 51 40 68 51 40
220
19 136 15 97 13 73 18 147 14 103 12 80 17 161 13 115 11 86
220 64 48 39 64 48 39 64 48 39
210
19 132 15 95 12 71 17 142 14 101 12 78 16 156 13 112 11 84
210 61 46 37 61 46 37 61 46 37
200
18 128 14 93 12 70 17 138 13 98 11 76 16 151 12 108 11 82
200 58 44 35 58 44 35 58 44 35
180
17 120 13 88 11 67 15 129 12 92 10 73 14 140 12 102 10 78
180 52 39 31 52 39 31 52 39 31
160
15 111 12 83 10 64 14 119 11 86 10 69 13 129 11 95 9 73
160 46 34 27 46 34 27 46 34 27
140
14 102 11 77 9 61 13 109 10 80 9 65 12 117 10 87 8 68
140 39 29 24 39 29 24 39 29 24
120
12 92 10 72 8 57 11 98 9 73 8 61 11 105 9 79 8 63
120 33 25 20 33 25 20 33 25 20
100
10 82 9 65 7 52 10 86 8 66 7 56 9 92 8 71 7 57
100 27 20 16 27 20 16 27 20 16
80
9 71 7 58 6 48 8 74 7 58 6 51 8 79 7 62 6 52
80 20 15 12 20 15 12 20 15 12
60
7 59 6 50 5 43 7 61 6 50 5 45 6 65 6 53 5 45
60 14 11 8 14 11 8 14 11 8
40
5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
40 8 6 5 8 6 5 8 6 5
15
3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
ATR 72-500
DESCENT: NORMAL CONDITIONS 11-03
ICING CONDITIONS
DESCENT
P 1
DEC 97
500
3.07.03
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL
1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
250
19 122
63
15 83 19 151
0
15 105
2
19 186 15 131
250
19 122
63
15 83
47
19 151
70
15 105
52
19 186
75
15 131
57
240
18 119
60
14 81 18 145
66
14 102
9
18 179
1
14 127
240
18 119
60
14 81
45
18 145
66
14 102
49
18 179
71
14 127
54
230
17 115 14 79
3
17 140
63
14 99 17 173
68
14 122
1 230
17 115
57
14 79
43
17 140
63
14 99
47
17 173
68
14 122
51
220
17 111 13 77
0
17 135
9
13 96 17 166
6
13 118
8 220
17 111
54
13 77
40
17 135
59
13 96
44
17 166
65
13 118
48
210
16 107
1
13 75
38
16 130
6
13 92
2
16 159
61
13 113
6 210
16 107
51
13 75
38
16 130
56
13 92
42
16 159
61
13 113
46
200
15 104
8
12 73
36
15 125
3
12 89
39
15 152 12 109
3 200
15 104
48
12 73
36
15 125
53
12 89
39
15 152
57
12 109
43
180
14 96
2
11 69
31
14 115
6
11 83
3
14 139
0
11 100
38 180
14 96
42
11 69
31
14 115
46
11 83
35
14 139
50
11 100
38
160
13 88
36
10 64
2
13 105
0
10 77
30
13 126 10 92
33 160
13 88
36
10 64
27
13 105
40
10 77
30
13 126
44
10 92
33
140
11 81
31
9 60
23
11 95
3
9 70
2
11 112
3
9 83
28 140
11 81
31
9 60
23
11 95
34
9 70
25
11 112
37
9 83
28
120
10 73
2
8 55
19
10 84
28
8 64
21
10 99
31
8 75
23 120
10 73
25
8 55
19
10 84
28
8 64
21
10 99
31
8 75
23
100
9 65
20
7 50
1
9 74
22
7 58
1
9 86
2
7 66
18 100
9 65
20
7 50
15
9 74
22
7 58
17
9 86
24
7 66
18
80
7 57
1
6 45
11
7 64
1
6 52
13
7 73
18
6 57
1 80
7 57
15
6 45
11
7 64
17
6 52
13
7 73
18
6 57
14
60
6 49
10
5 41
8
6 53
11
5 45
9
6 60
13
5 49
9 60
6 49
10
5 41
8
6 53
11
5 45
9
6 60
13
5 49
9
40
5 41
6
4 36 5 43
6
4 39 5 46 4 40
40
5 41
6
4 36
4
5 43
6
4 39
5
5 46
7
4 40
5
15
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0 15
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
DESCENT: ICING CONDITIONS 11-04
ICING CONDITIONS
DESCENT
P 2
DEC 97
500
3.07.03
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL
3 4 5 3 4 5 3 4 5
250
21 151 17 105 14 78 20 164 16 114 13 85 18 183 15 129 12 95
250
21 151
74
17 105
55
14 78
44
20 164
74
16 114
55
13 85
44
18 183
74
15 129
55
12 95
44
240
21 147
1
16 103
3
14 77
2
19 160
1
15 112
3
13 84
2
18 178
1
14 125
3
12 93
2 240
21 147
71
16 103
53
14 77
42
19 160
71
15 112
53
13 84
42
18 178
71
14 125
53
12 93
42
230
20 143
68
16 101
1
13 76
0
19 156
68
15 109
1
12 82
0
17 172
68
14 122
1
12 91
0 230
20 143
68
16 101
51
13 76
40
19 156
68
15 109
51
12 82
40
17 172
68
14 122
51
12 91
40
220
19 140
6
15 99
8
13 75
39
18 151
6
14 107
8
12 81
39
17 167
6
13 118
8
11 88
39 220
19 140
64
15 99
48
13 75
39
18 151
64
14 107
48
12 81
39
17 167
64
13 118
48
11 88
39
210
19 136
61
15 96
6
12 73
3
17 147
61
14 104
6
12 79
3
16 161
61
13 115
6
11 86
3 210
19 136
61
15 96
46
12 73
37
17 147
61
14 104
46
12 79
37
16 161
61
13 115
46
11 86
37
200
18 132
8
14 94 12 72
3
17 142
8
13 101 11 77
3
16 156
8
12 112 11 84
3 200
18 132
58
14 94
44
12 72
35
17 142
58
13 101
44
11 77
35
16 156
58
12 112
44
11 84
35
180
17 123
2
13 89
39
11 69
31
15 132
2
12 95
39
10 74
31
14 144
2
12 104
39
10 80
31 180
17 123
52
13 89
39
11 69
31
15 132
52
12 95
39
10 74
31
14 144
52
12 104
39
10 80
31
160
15 114
6
12 84
3
10 65
2
14 122
6
11 89
3
10 70
2
13 132
6
11 97
3
9 75
2 160
15 114
46
12 84
34
10 65
27
14 122
46
11 89
34
10 70
27
13 132
46
11 97
34
9 75
27
140
14 104
39
11 78
29
9 62
2
13 111
39
10 82
29
9 66
2
12 120
39
10 89
29
8 70
2 140
14 104
39
11 78
29
9 62
24
13 111
39
10 82
29
9 66
24
12 120
39
10 89
29
8 70
24
120
12 94
33
10 72
2
8 57
20
11 100
33
9 75
2
8 61
20
11 107
33
9 81
2
8 64
20 120
12 94
33
10 72
25
8 57
20
11 100
33
9 75
25
8 61
20
11 107
33
9 81
25
8 64
20
100
10 83
2
9 65
20
7 53
16
10 88
2
8 67
20
7 56
16
9 94
2
8 72
20
7 58
16 100
10 83
27
9 65
20
7 53
16
10 88
27
8 67
20
7 56
16
9 94
27
8 72
20
7 58
16
80
9 72
20
7 58
1
6 48
12
8 75
20
7 59
1
6 51
12
8 80
20
7 63
1
6 52
12 80
9 72
20
7 58
15
6 48
12
8 75
20
7 59
15
6 51
12
8 80
20
7 63
15
6 52
12
60
7 60
1
6 50
11
5 43
8
7 62
1
6 51
11
5 45
8
6 65
1
6 53
11
5 46
8 60
7 60
14
6 50
11
5 43
8
7 62
14
6 51
11
5 45
8
6 65
14
6 53
11
5 46
8
40
5 47
8
5 41
6
4 37 5 48
8
5 42
6
4 39 5 50
8
4 43
6
4 39
40
5 47
8
5 41
6
4 37
5
5 48
8
5 42
6
4 39
5
5 50
8
4 43
6
4 39
5
15
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0 15
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
3 30
0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 72-500
DESCENT: ICING CONDITIONS 11-05
FINAL APPROACH SPEEDS
APPROACH-LANDING
P 1
JUL 98
500
3.08.02
FINAL APPROACH SPEED
VAPP = VmHB + WIND FACTOR
Wind factor :
The highest of
- 1/3 of the reported head wind velocity
-or-
- the gust in full
with a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of windshear etc...
FLAPS 30
Weight
VmHB IAS limited by VMCL
Weight
(1000 kg) Normal conditions Icing conditions
13 95 95
14 95 95
15 95 97
16 95 100
17 96 104
18 99 107
19 102 110
20 105 114
21 108 117
22 111 120
22.5 113 122
Weight
VmHB IAS limited by VMCL
Weight
(1000 lb) Normal conditions Icing conditions
29 95 95
31 95 95
33 95 97
35 95 100
37 95 104
39 98 106
41 101 109
43 103 112
45 106 115
47 109 118
49 112 121
49.5 113 122
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
APPROACH & LANDING 12-01
LANDING DISTANCES
APPROACH-LANDING
P 1
JUN 97
200
3.08.03
GENERAL
The actual distance to land an aircraft and come to a complete stop, is measured from
a point 50 ft above the landing surface. This point is supposed to be above the
threshold.
The deceleration mean is the normal braking system, antiskid being operative and both
PL at Gl (no reverse).
To determine the required runway length for landing, apply national operational
regulation.
For information purpose, the actual landing distances are given on contamined or wet
runways.
Different cases may be considered :
D Normal landing - No significant failure:
Check before departure that available runway length with forecasted landing weight
is at least equal to the required landing length
D Abnormal landing - Significant failure known before departure (in accordance
with MEL) :
Check before departure that available runway length is at least equal to actual
landing distance, taking into account performance abatements due to failures and is
increased by operational regulatory coefficients.
D Abnormal landing - Significant failure resulting from in-flight events :
Check before landing that available runway length is at least equal to actual landing
distance, taking into account performance abatements due to failures.
ACTUAL LANDING DISTANCE (M)
NORMAL CONDITIONS - FLAPS 30
WEIGHT (x 1000 kg) 13 14 15 16 17 18 19 20 21 22 22.5
R
DRY 530 530 530 530 540 550 570 590 610 640 650
R
U
N
W
WET 690 690 690 690 700 730 760 790 810 840 860
W
A
Y

C
O
N
C
O
N
T
A
M
I
WATER
OR
SLUSH
1/2 in
645 680 715 750 790 830 860 900 940 980 1000
N
D
I
T
I
O
I
N
A
T
E
COMPACT
SNOW
690 730 760 800 830 870 900 940 970 1000 1020
O
N
E
D
B
Y
ICE 1020 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LANDING DISTANCES 12-02
LANDING DISTANCES
APPROACH-LANDING
P 2
JUL 00
200
3.08.03
ACTUAL LANDING DISTANCE (M)
ICING CONDITIONS - FLAPS 30
WEIGHT
(x 1000 kg)
13 14 15 16 17 18 19 20 21 22 22.5
R
DRY 570 570 570 570 580 600 620 650 670 700 710
R
U
N
W
WET 760 760 770 770 770 810 840 870 900 940 960
W
A
Y

C
O
N
C
O
N
T
A
M
I
WATER
OR
SLUSH
(<1/2 in)
690 730 760 800 840 890 930 970 1020 1060 1090
N
D
I
T
I
O
I
N
A
T
E
D
COMPACT
SNOW
750 790 830 870 910 950 1000 1040 1080 1110 1130
O
N
D
B
Y
ICE 1100 1160 1220 1280 1350 1410 1480 1540 1610 1670 1700
CORRECTION ON LANDING DISTANCES
Wind : dry or wet runway
add 10 % per 5 kt tailwind
subtract 2 % per 5 kt headwind
contaminated runway
add 16 % per 5 kt tailwind
subtract 2 % per 5 kt heawind
Airport elevation : dry or wet runway
add 3 % per 1000 ft above sea level
contaminated runway
add 5 % per 1000 ft above sea level
Effect of reverse: landing distances are decreased by
4 % on dry runway
7 % on wet runway
7 % on runway contaminated by water or slush
8 % on runway contaminated by compact snow
30 % on runway contaminated by ice
Caution : On contaminated runway, performances without reverser only are to be used for
flight preparation.
Note : Landing on damp runway
A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LANDING DISTANCES 12-03
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
LANDING DISTANCES 12-04
R
FOS LANDING CHART EXAMPLE
APPROACH-LANDING
USE OF FOS
P 1
SEP 02
001
3.08.04
Note : The following landing chart is an example and cannot be used in operations.
LDG CHART
ELEVATION = 200.0 (FT) CODES LIMITATIONS
L.D.A . = 1000.0 (M) 0 - WET CHECK 3 - APPROACH CLIMB ATR72-500 JAR DGAC
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
WIND
(KT)
F35
APPROACH F25
QNH = 1013.25 (HPA) F35
APPROACH F25 (KT)
0
A
T
APPROACH F25
CAT I
DRY RUNWAY
LANDING WEIGHT (KG)
CODE
APPROACH F25
CAT I
WET RUNWAY
T
(DC) -
-10 5 0 10 20 10 5 0 10 20
10.0 20301
2
21850
1
21850
1
18300
1
21850
1
18483
2
20838
2
21850
2
21850
2
0.0 20301
2
21850
1
21850
1
21850
1
21850
1
18483
2
20838
2
21850
1
21850
1
5.0 20301
2
21850
2
21850
1
21850
1
21850
1
18483
2
20838
2
21850
1
21850
1
10.0 20301
2
21850
1
21850
1
21850
1
21850
1
18483
2
20838
2
21850
1
21850
1
15.0 20301
2
21850
1
21850
1
21850
1
21850
1
18483
2
20838
2
21850
1
21850
1
20.0 20301
2
21850
1
21850
1
21850
1
21850
1
18483
2
20838
2
21850
1
21850
1
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example :
. Tail wind : 5 kt
. Wet runway
. Temperature : 15_C
The maximum landing weight (Regulatory Landing Weight) is 18 483 kg because of the
runway limitations.
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500
APPROACH & LANDING 12-05
FUEL POLICY
FLIGHT PLANNING
P 1
JUL 99
500
3.10.01
RECOMMENDED FUEL REQUIREMENTS
The total fuel quantity required to fly a given sector is the sum of the following
quantities :
A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2 mn/14 kg - 30 lb)
B. TRIP FUEL
Fuel required from departure to destination includes the following quantities :
-Take-off and initial climb (average quantity 1 mn/24 kg - 53 lb)
-Climb at selected speed
-Cruise
-Descent from cruising level to 1.500 ft above destination airport
-Approach and landing (average quantity 3 mn/30 kg - 66 lb)
C. EN ROUTE" RESERVE FUEL
According to national regulations and company policy (generally based on a
percentage of TRIP FUEL).
D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It includes
go-around climb to cruising level, cruise at long range speed, descent and
approach procedure.
E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed with the estimated mass
or arrival at the alternate or the destination aerodrome, when no alternate is required.
FLIGHT PLAN
When no FOS precalculated flight plan is available, flight planning can be determined by
using the graph given in 3.10.02 with a good approximation.
Computations include the average quantities for taxi in and out, take-off initial climb,
approach and landing.
5 % of trip fuel is included in the computation.
ATR 72-500
FLIGHT PLANNING 13-01
FOR FLIGHT SIMULATION USE ONLY
A
T
R

7
2
-
5
0
0

F
U
E
L

P
O
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I
C
Y

1
3
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F
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C
A
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F
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P

1
J
U
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9
7
3
0
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1
0
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A
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7
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D
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N
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1
2
-
0
3
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1
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1
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Y
ATR 72-500
Tutorial
1






Tutorial Flight No. 1
TFFR to TFFF







For Flight Simulation use only




ATR 72-500
Tutorial Flight 1 TFFR - TFFF
Introduction
Thank you for purchasing the Flight One ATR 72-500 package and welcome to this tropical tutorial flight.
As this ATR 72-500 is simulated as close as possible to the real thing the tutorial flight will follow a real flight too: Air
Caraibes flight TX 6509.
This flight is scheduled to leave Point-a-Pitre, Le Raizet airport (icao code: TFFR) on the wonderful island of
Guadelope at 15:15h local time and should land some 45 minutes later at Fort de France Le Lamentin airport (icao
code: TFFF), Martinique.
This tutorial is structured similar to the normal procedures chapter from the real aircraft manual with some additional
comments and explanations here and there. Thus the structuring is close to the normal procedures checklist:
1. Preliminary cockpit preparation
2. System Preparation
3. Final Cockpit Preparation
4. Before Taxi
5. Taxiing
6. Before Take Off
7. After Take Off
8. Cruise
9. Descent
10.Approach
11.Before Landing
12.After Landing
13.Parking
14.Leaving the aircraft
Before jumping into the aircraft some planning has to be done and flight simulator must be started but don't break into
a run yet please. You'll get the most from this tutorial by reading it thoroughly from start to end before starting this
tutorial flight so you get a rough idea what is waiting for you.
Also do not hesitate to use the pause button at all. The aircraft is complex and normally there are two people doing the
stuff you now want to do all alone.
Okay, I'll stop babbling now and lets get going ...
Another quick note: Please read the following section regarding Flight Planning prior to firing up your flight simulator
and loading the ATR as some adjustements have to be completed for the tutorial flight !
In case you want to get charts for flying around these airports, try the following source:
https://164.214.2.62/products/digitalaero/index.cfm#term2
For Flight Simulation Use Only !
2
ATR 72-500
Tutorial Flight 1 TFFR - TFFF
Flight Planning
Flight planning generally splits up into two parts:
Weather briefing
Route planning & Weight and balance fuel planning
Weather Briefing
A weather theme is provided for this tutorial so that everybody may fly in the same weather conditions. Simply load the
'Flight One ATR 72-500 Tutorial' weather theme to get the following conditions:
Departure airport Le Raizet airport, TFFR:
winds: 310 @ 08 gusts up to 7
clouds: OVC @ 1,300', SCT (4/8) @ 10,600'
precipitation: light rain
visibility: 16,000m
altimeter: 30.12 / 1020 mbar
temperature: 29C
dew point: 24C
active runway 29
Enroute weather:
winds: 335 @ 17 @ 06,600', gradual shear, light turbulences
341 @ 21 @ 09,800', gradual shear
354 @ 24 @ 13,100', gradual shear
000 @ 30 @ 16,400', gradual shear
clouds: BKN (5/8) @ 4,400'
SCT (2/8) @ 8,900'
altimeter: 30.12 / 1020 mbar
Arrival airport Le Lamentin airport, TFFF:
winds: 310 @ 08 gusts up to 7
clouds: SCT (2/8) @ 8,900'
precipitation: none
visibility: 16,000m
altimeter: 30.12 / 1020 mbar
temperature: 29C
dew point: 24C
active runway 27
A quick but very important note on using weather themes:
Ensure the the aircraft is positioned correctly before (!!!) loading the weather theme. Weather themes are not directly
dependant of locations they just create preset weather conditions around the place where the aircraft is located when
the theme is loaded. Sounds more complicated than it actually is: When your aircraft is still located in Seattle and you
load the tutorial weather theme then the weather will be set according the above parameters around Seattle. In case
you switch to Point-a-Pitre afterwards the preset weather conditions are lost as weather themes only influence weather
in little areas ... So:
1.) Set the correct location (Le Raizet airport)
2.) Load the weather theme !
For Flight Simulation Use Only !
3
ATR 72-500
Tutorial Flight 1 TFFR - TFFF
Route Planning and Weight & Balance
The routing is rather simple:
Depart from runway 29, follow DOM 3W SID out of TFFR, then follow DOM3G STAR into TFFF and then follow the
approach to runway 27 (which is a VOR approach).
As an alternate airport St. Lucia's Hewanorra airport, TLPL is included in the flight planning.
The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and Heinz
Oetiker:
AIRCRAFT F1ATR72-500 STD 15.35Z ATD ..... ABN .....
TYPE F-OIJH STA 16.40Z T/D ..... ATA .....
ROUTE INFORMATION: CREW INFORMATION:
DIST 143 TRACK INDEX 136 DISP: Jane Doe /..................
ESAD 143 COMPONENT H000 PIC: Jane Doe /..................
CRSM NCR CLIMB NCL
WEIGHT/FUEL BREAK DOWN:
Zero Fuel Weight (ZFW) 42,489 lbs 19,273 kg see additional comments in next
section
Maximum Zero Fuel Weight 45,195 lbs 20,500 kg
Takeoff Fuel (TOF) 2,247 lbs 1,019 kg
Maximum Takeoff Fuel 11,023 lbs 5,000 kg
Takeoff Weight (TOW) 44,736 lbs 20,292 kg
Maximum Takeoff Weight 48,502 lbs 22,000 kg
Total Inflight Fuel (TIF) 1,054 lbs 478 kg
Landing Weight (LW) 43,682 lbs 19,814 kg
Maximum Landing Weight 49,273 lbs 22,350 kg
Remaining Fuel (REM) 1,193 lbs 541 kg
FUEL CALCULATION
TAXI fuel 31 lbs 14 kg
Trip fuel to TFFF and ETE 1,054 lbs 478 kg 00.32 hours
Route Reserve (20 minutes) RR20 0 lbs 0 kg 00.20 hours
Fuel to alternate (TLPL), Time & Cruise Level 510 lbs 231 kg 00,29 hours @ FL080
Final Reserve (FR) 441 lbs 200 kg 00.20 hours
Company Fuel (CF) 240 lbs 109 kg
Holding Fuel (HF) 0 lbs 0 kg

Minimum Fuel and Flight Time (MIN) 2,275 lbs 1,032 kg 01,41 hours
Addituional Fuel and Tme (ADD) 0 lbs 0 kg
Actual Fuel (ACT) 2,275 lbs 1,032 kg
That means for a ZFW of 42,494 lbs / 19,273 kg we need to take 2,275 lbs / 1,032 kg of fuel with us.
For Flight Simulation Use Only !
4
ATR 72-500
Tutorial Flight 1 TFFR - TFFF
The Flightplan looks as follows:
AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU
TFFR 0 0 0 910
*TOC DOM D-025
DOM3W DOM 273.0 F130 148 45,2 0,12 00.12 137 773
*TOD FOF D-000
DOM3G FOF 113.30 F130 150 59,8 0,13 00.25 282 628
DOM3G D087T F069 58 20 0,04 00.29 342 568
DOM3G GADIL F048 205 6,5 0,01 00.30 368 542
D27 CF27 F021 251 7,3 0,02 00.32 400 510
TFFF 0 00.32 479 431
The shortcuts:
AWY airway
POS Position
FREQ Frequency
FL Flight Level
MT Magnetic Track
DIST Distance in nm
TME Time
ATO Actual Time Over the selected Navaid
ETO Estimated Time Over the next Navaid
ETA Estimated Time of Arrival
EET Accumulated Flight Time from takeoff to landing
FUEL Fuel used from takeoff
FOB Fuel on Board at the waypoint
RFU Remaining Fuel according to the calculation
WAYPOINTS AND WINDS : ENROUTE
ICAO FREQ LATITUDE LONGITUDE MAG WD KTS TMP WC NAME
Airports
TFFR 1615,8N 06131,5W -14,3 POINTE A PITRE
TFFF 1435,5N 06059,8W -14,4 FT DE FRANCE
Waypoints
DOM 273.0 1533,1N 06117,7W -14,4 Melville Hall
FOF 113.30 1435,4N 06101,4W -14,5 FORT DE FRANCE
D087T 1441,5N 06041,7W -14,7
GADIL 1436,5N 06045,9W -14,5
CF27 1435,9N 06053,5W -13,1
!!! NOT FOR REAL FLIGHTS OR NAVIGATION - INFORMATION ONLY !!!
For Flight Simulation Use Only !
5
ATR 72-500
Tutorial Flight 1 TFFR - TFFF
Starting up the simulator
1. Open the ATR Configuration Manager
2. Go to the Weight and Balance Load Manager Screen and select the following
68 passengers: 37 Men, 22 Women, 5 Children and 4 Crew members equals a payload of 10,693 lbs / 4,850 kg
1,214 lbs / 551 kg of cargo in the forward cargo compartment
820 lbs / 372 kg of cargo in the aft cargo compartment
Thus the Zero Fuel Weight should read 42,489 lbs / 19,273 kg
Press SAVE !
3. Proceed to the Instrument Panels Setting Screen and select your favourite view but more important select startup
with cold and dark cockpit.
Press SAVE !
4. Exit the ATR Configuration manager
5. Start up flight simulator
6. In case you start with the create flight menu:
Select the following items:
Aircraft: Cessna 172 Standard aircraft
Airport: Le Raizet, Point a Pitre, TFFR position Gate N3 or any other parking position of your choice
Weather: 'Fair Weather' weather theme we'll change the weather theme later on
Time: Select 14:20 local time
Start up the simulator
If you start your simulator otherwise be sure to start it with a default aircraft and then select the items similar to
above from the menus within flight simulator.
7. When the scenery is loaded and the flight simulator is started up you may open the aircraft menu, open and select
the Flight One ATR 72-500 in Air Caraibes colours.
Press the OPEN button
8. Now the cockpit of the ATR should come into view with everything cold and dark.
9. Open the World, Weather menu and select the 'Flight 1 ATR72-500 Tutorial' weather theme
10.Open the aircraft, fuel and payload menu and set fuel in each tank to 1138 lbs / 516 kg !
Flightsimulator will automatically select 1,136.9 lbs but that's fine too.
So let's start up the aircraft ...
For Flight Simulation Use Only !
Beware !
Before loading the ATR the simulator must be loaded with a default aircraft (Cessna, Boeing 737 or
such).
Starting up the sim with the ATR loaded will lead to problems !
6
ATR 72-500
Tutorial Flight 1 TFFR - TFFF
The Tutorial Flight
As mentioned before the tutorial follows the structuring of the normal procedures ... therefore you'll get the most from
this tutorial when you print out the normal procedures checklists as the tutorial covers all the steps but offers
explanations for some items. There won't be an explanation for every single item.
Especially the cockpit preparation follows standard scan sequences for which screenshots will be provided.
Nevertheless every flight starts with the outside check so lets take a closer look at the ATR:
Exterior Checklist
To enhance the realism of this tutorial open the doors now (Shift + E, Open Door command) so you can enter the
aircraft and to get the proper indications during some tests later on.
Normally the exterior check is completed by maintenance personel or the first officer. The walk around check as it is
called too is done according the following 'route'
Several items are checked at each station these items are left out in this tutorial as they are not simulated so just
have a closer look at your brand new ATR what a beauty ...
When you have finished gazing at the ATR we can continue with the tutorial and power up the ATR.
For Flight Simulation Use Only !
7
ATR 72-500
Tutorial Flight 1 TFFR - TFFF
Preliminary cockpit preparation
At first the aircraft needs electrical power, so the batteries must be switched on. The switches for the batteries can be
found on the overhead panel.
When the aircraft is powered up the self-test sequence of the Multi Function Computers MFCs is initiated. Check the
CCAS & MFC Chapter of the manual for more information.
1. BATTERIES
Set BAT toggle switch ON
Check MFC 1A and MFC 2A FAULT lights flash
Check MFC 1A and MFC 2A FAULT lights extinguish and MFC 1B and MFC 2B FAULT lights flash
Check MFC 1B and MFC 2B FAULT lights extinguish
Check EMER BUS and ESS BUS supply indicator arrows illuminated
Check UNDV light extinguished
Now check the parking brake sufficient brake pressure must be available to set the parking brake. The pressure
indicator is located on the center panel (Shift+5) next to the gear lever.
2. PARKING BRAKE
Check BRAKE ACCU pressure
Use HYD AUX PUMP if necessary
Set handle to PARKING (Ctrl + .)
Now move to the engine control panel (Shift + 6) to check the throttle controls.
See the powerplant chapter of the manual for more information.
3. ENGINE
Both Power Levers, PL on GI (Ground Idle)
Both Condition Levers, CL on FUEL SO (Fuel Shutoff)
Both EEC selected ON
Bothe PEC selected ON
The gust lock is controlled by a click spot on the engine control panel check the Powerplant chapter, Power Levers
section for more detail on the gust lock.
4. FLIGHT CONTROLS
Check GUST LOCK engaged
The lever should be at the lower end
Check/Set FLAPS control lever position to agree with actual flaps position (the flaps indicator is located on the
center panel so proceed ...)
Back to the center panel ... and check the
5. LANDING GEAR
Check control lever DOWN
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The wipers switch can be found on the overhead panel
6. WIPERS
Check both WIPER rotary selectors at OFF position
As the right engine (engine No. 2) will be started soon to provide electrical power, the fire protection circuits must be
checked first.
The fire test controls are located on the overhead panel.
GPU means Ground Power Unit it is also possible to supply electrical and pneumatic power to the aircraft using such
a GPU.
7. ENG 2 FIRE PROTECTION (ONLY WITHOUT USE OF GPU)
Check ENG 2 fire handle IN and latched
Extinguish any white light
Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate
Select TEST switch on FIRE and check:
ENG FIRE red light illuminates into associated fire handle
CCAS is activated (CRC + Master Warning light flashing red & ENG 2 FIRE red light on CAP)
A CRC is a continuous repetitive chime and normally indicates a warning which requires immediate crew action.
See the CCAS & MFC chapter for more information
FUEL ShutOff red light illuminates in CL 2 if temporarily selected out of FUEL SO
Select TEST switch on FAULT and check:
both LOOP A and LOOP B FAULT lights illuminate
The right engine needs fuel to run in hotel mode :-)
Fuel controls are to be found on the overhead panel.
8. FUEL (ONLY WITHOUT USE OF GPU)
Select ENG 2 PUMP ON
Check RUN light illuminates
Check FEED LO PR light extinguishes
Check LP VALVE in line
To prevent the batteries from draining another source of electrical power must be established. The ATR does not offer
an APU but one can run the right engine in the so called hotel mode. That means that the engine/turbine itself is
running but the propeller is braked down to stand still. Thus the engine is running normally without the propeller turning.
Check the Powerplant chapter, Hotel Mode section for more information.
This checklist item prepares the engine for hotel mode by activating the propeller brake. Hydraulic pressure is
necessary to activate the propeller brake and as no Ground Power Unit, GPU which could provide electrical power is
available the aircraft must produce hydraulic pressure itself. The auxilliary hydraulic pump is able to provide hydraulic
pressure to the hydraulic system when the AUX PUMP PEDESTAL SWITCH (auxiliary hydraulic pump switch which is
located on the pedestal) is pressed.
Before doing so check that the Propeller brake is ready by verifying that the READY light on the overhead panel next to
the propeller brake switch is illuminated.
9. AUX PUMP PEDESTAL SWITCH
Press
Check hydraulic power is available (check pressure indicators on the main (condensed view) or center (Captains or
First Officer's view) panel depending on the view configuration
Open the overhead panel
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Now the propeller brake can be activated. Proceed to the overhead panel and move the propeller brake switch to ON.
10. PROPELLER BRAKE (HOTEL MODE ONLY)
UNLK light illuminates while brake is in transit
Check ON light illuminated, UNLK light extinguished
Check PROP BRK light illuminated on memo panel
To establish communication between Air Traffic Control and the cockpit, you have to switch on Com 1 you can find it
on the pedestal panel (can be accessed pressing Shift+2).
11. COM
Set VHF 1 to ON
12. DOORS
Cockpit communication hatch opened (as required)
The Beacon must be switched on to provide a visual warning for everybody outside the plane that the engines are to be
started or already running. Don't mix it up with the strobe though. The Beacon control switch is located on the overhead
panel.
13. BEACON
Set BEACON switch to BEACON
Okay, now prepare to start engine No. 2 just follow the steps of item 'ENG 2 START (ONLY WITHOUR USE OF
GPU)'.
You will need three panels to perform the engine start:
the overhead panel (Shift + 4)
the center panel (Shift + 5)
the engine control panel (Shift + 6)
14. ENG 2 START (ONLY WITHOUT USE OF GPU)
Check EEC FAULT light extinguished
EEC fault light is located on the center panel or on the main panel too in case you use the condensed captains view
Check PEC FAULT light extinguished
PEC fault light is located on the main panel
Now open the overhead panel
Set ENG START rotary selector to START A & B
ENGT START rotary selector is located on the overhead panel
Check engine and propeller area clear
Check outside views
Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)
START pushbuttons are located on the overhead panel
Close the overhead panel, open the center panel and the engine control panel !
Monitor engine rotation (NH)
Center panel
On passing 10% NH
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Advance CL to FTR
Engine control panel
Start Timing
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C
Monitor light up within 10 seconds:
840C < ITT < 950C record in log book
ITT > 950 FUEL SO
ITT > 840 more than 20 seconds FUEL SO
Close the center and the engine control panel and open the overhead panel
On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes
Check on overhead panel
On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes
Check on overhead panel, then close overhead panel and open center panel
Check engine stabilized at idle values:
NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
Check on center panel, close the center panel then and open the overhead panel again
Set ENG START rotary selector to OFF START ABORT
Check on overhead panel, close the overhead panel when rotary selector is set to OFF-START ABORT
Adjust PL as required
Note: If Z 5,000 ft and SAT ISA + 25C, advance PL up to GUST LOCK position
CAUTION: DO NOT USE ENG 2 in HOTEL MODE:
without a qualified persion (flight crew or maintenance) in the cockpit
when tail wind component exceeds 10 kts (gust included).
In this case propeller must be unfeathered rapidly to take advantage of the air flow created by the
propeller rotation and consequently to avoid exhaust gaz return flow in nacelle
Now check that electrical power supply is established proceed to the overhead panel to do so.
15. MAIN ELEC POWER
If GPU not used
Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN 1 FAULT light
If GPU used
Check DC EXT PWR AVAIL light illuminated
Select DC EXT PWR ON
Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN FAULT lights
The fuel quantity gauges are located on the main panel.
16. FUEL
Check FUEL QTY indicator operative.
Press the TEST button and check that in each display '8888' is indicated. The displays should switch back to normal
indications when the TEST button is released.
Reset Fuel used
The Fuel used counters are located on the center panel at the bottom of the engines instruments.
The ANN LT switch can be found on the overhead panel. It controls the annunciator lights as you will notice after the
test ...
17. ANN LT
Set ANN LT switch to TEST and check that all lights illuminate. Then return to BRT or DIM as required.
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As long as switch is in TEST position check every panel that annunciators are illuminated. Proceed through all
panels:
Shift + 1: Main panel
Shift + 2: Pedestal
Shift + 3: GNSS / FMS
Shift + 4: Overhead Panel
Shift + 5: Center Panel
Shift + 6: Engine Control Panel
Shift + 7: Magnified Center Panel
Shift + 8: Autopilot panel
Now check bleed air supply Pneumatic controls are located on the left hand side of the overhead panel.
18. AIR BLEED / COMPT TEMP
Scan AIR BLEED / COMPT TEMP panel:
In HOTEL MODE:
No amber or white light illuminated except ENG 1 BLEED FAULT and X VALVE OPEN
IF GPU used:
Extinguish any white light
If neither GPU nor propeller brake is used:
No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT
The avionics vent is located above the pneumatic controls on the overhead panel.
19. AVIONICS VENT
Check OVBD VALVE CTL switch guarded in AUTO position
Check no amber or white light
Now power and bleed air supply for the air-condition is established. Sit back for a second as the system preparation is
waiting for you with lots of items to work through ...
System Preparation
During preparation of the aircraft the cockpit crew works through the different panels. For all panels so called scan
sequences are published by the aircraft manufactor.
These scan sequences advise the cockpit crew how to work through all these panels. For each panel the scan
sequence will be shown.
Normally the system preparation is done by the first officer but we are lucky we have to do everything that is normally
split up for a crew of 2.
System preparation starts with two items not directly associated to a panel by a scan sequence:
1. INTERNAL LIGHTING
Set as required
2. GEAR PINS
Check three on board and stowed
Now let's move to the overhead panel:
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The keyword in modern aircraft is panel scan sequences. The following graphic shows the scan sequence for the
overhead panel. You will notice that the items listed below follow the arrows included in the graphic.
These arrows will lead you through the panel, thus simply follow at first No. 1, then No. 2 and so on. A short note in the
text will indicate when the next column is reached.
Column 1
SELCAL means Selective Calling. Actually it is not simulated but you can read more on SELCAL in the
communications chapter of the manual.
1. CALLS/SELCAL
Check light extinguished reset as required
Now check the fuel pump for engine 1
2. FUEL
Select ENG 1 PUMP ON
Check RUN light illuminates
Check FEED LO PR light extinguishes
Check LP VALVE in line
Check X FEED VALVE X line
If GPU is used, apply the same procedure for ENG 2
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Overhead Panel
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Check the status of the doors
3. DOORS
Depress Sw TEST pushbutton
Check CAB O and SVCE OK lights illuminate, provided associated doors are open
Check DOORS light as required
The ATR is equipped with spoilers to assist the ailerons in tight turns. Check that both spoilers are down and the lights
extinguished
4. SPOILER
Check both lights extinguished
Check that the landing gear is down and locked :-)
5. LANDING GEAR
Check for normal indication Crosscheck with center instrument panel
The MFCs are explained in the CCAS & MFC chapter in the manual.
6. MFC
Scan MFC panel: no amber light illuminated
Now enter the SELCAL code for this aircraft.
7. SELCAL CODE SELECTION PANEL
Set as required set to OIJH
To prepare for starting engine No. 1 the fire test circuits must be tested too. This test sequence is similar to the one
described for engine 2 above.
8. ENG 1 FIRE PROTECTION
Check ENG 1 fire handle IN and latched
Extinguish any white light
Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate
Select TEST switch on FIRE and check:
ENG FIRE red light illuminates into associated fire handle
CCAS is activated (CRC + Master Warning light flashing red & ENG 1 FIRE red light on CAP)
FUEL SO red light illuminates in CL 1 if temporarily selected out of FUEL SO
Select TEST switch on FAULT and check:
both LOOP A and LOOP B FAULT lights illuminate
CCAS is activated (SC + Master Caution light flashing amber light & LOOP amber light ON)
If GPU is used, apply the same procedure for ENG 2
In case a Ground Power Unit, GPU is used the engines are not started thus engine 2 must be checked too.
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Column No. 2 starts here:
Check the external lighting the Beacon is already activated, maybe you want to switch on the LOGO and NAVigation
lights ?
Do not switch on the STROBE lights yet. They are switched on shortly before taking off.
9. EXTERNAL LIGHTING
set as required
As the electrical systems are already checked and power distribution is established the electrical controls don't have to
be checked now, so proceed to the cockpit vioce recorder and check if it operates normally.
11. COCKPIT VOICE RECORDER
depress TEST pushbutton: pointer moves to a location between graduations 8 and 10
Column 3 starts here:
As the right engine is running in hotel mode and there is no GPU available, the Emergency Exit Lights must be armed.
12. SIGNS (ONLY WITHOUT USE OF GPU)
Arm EMER EXIT LT
As you maybe noticed already the ATR cockpit follows a tactic of 'all lights off'. During normal operation no white lights
should be illuminated. Same goes for the anti ice system. Thus extinguish any white light when encountered.
13. ANTI-ICING / DE-ICING
Check all lights extinguished
Activate the Pitot and Window Heat by extinguishing any white light. You'll need both to prevent the pitot tubes and
cockpit windows from freezing.
14. PROBES HEATING / WINDSHIELD HEATING
Extinguish any white light
Prepare the AC wild power section for operation by extinguishing any white light.
This system is called 'wild' power as electrical power is distributed at various frequencies check the Electrical
Chapter for more information.
15. AC WILD ELEC POWER
Extinguish any white light
Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power.
14. HYDRAULIC POWER
Extinguish any white lights
Check BLUE and GREEN PUMP LO PR light illuminated and other lights extinguished
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The Emergency Beacon is included in the panel to enhance realism though it is not possible to simulate the functions
within flight simulator. The Emergency Beacon transmits several information in case the aircraft experiences an
emergeny situation. Check that it is in AUTO mode
15. EMER LOC XMTR
Check switch to AUTO, guarded and lockwired
Column No. 4 starts here:
Now check that air bleed supply is established and the compartment temperature is regulated as required.
16. AIR BLEED / COMPT TEMP
If GPU not used
Check COMPT and DUCT indicators show realistic values with COMPT SEL on FLT COMPT and CABIN
If GPU used
Extinguish any white light
COMPT TEMP selectors as required
The Avionic Vent was already check when electrical power supply was established so the next item is oxygen.
Check that the following items are fulfilled.
18. OXYGEN
Check oxygen high pressure indication
Check oxygen duration chart in Limitations-part, Systems Chapter to determine that quantity is sufficient for the
scheduled flight
Select MAIN SUPPLY ON: check pushbutton light extinguished
Check PAX SUPPLY OFF
That means the pushbutton is not illuminated. In case PAX SUPPLY is activated a blue ON light illuminates
Now the cargo compartment and toilet smoke detection needs to be checked to complete the panel scan for the
overhead panel. The cargo compartment and toilet smoke detection activates the respective warnings in case smoke
is detected in the cargo compartments or the toilets.
19. COMPT SMK
depress SMK TEST pushbutton to check smoke detectors
Note: When the test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan
The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.
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The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding to
the upper end.
We'll skip the Door Control switch, ATPCS switch and TCAS system for now and start with the Flight Data entry Panel,
FDEP.
To get more information regarding the FDEP check the Flight Instruments-Chapter of the manual.
1. FDEP
Check FDAU time base, adjust if necessary
Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available)
Flight Number is 6509
Now check the trims.
2. TRIMS
Check ROLL and YAW TRIM operation
Check STBY PITCH TRIM operation, check switch guarded in OFF position
Com 1 is already acivated, Now switch on Com 2 also and check operation of both.
Tune Com 1 to 122,90 MHz (Point-a-Pitre traffic) and Com 2 to 127,85 MHz (Fort-de-France ATIS), then select BOTH
on the audio control panel to receive signals for Com 1 and Com 2 simultaneously.
3. RADIOS
Check transmissions and receptions
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Pedestal
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Time to switch on the rest of the instruments :-)
ADF 1 and 2 at first
4. ADF
Select ADF
Then activate the Transponder
5. TRANSPONDER
Select STBY
Now move further on to the engine controls and check that the idle gate.
The idle gate prevents the power levers to me moved below flight idle. It is activated automatically when airborne and
deactivated automatically when the aircraft is landed.
6. IDLE GATE
Check light extinguished and amber band visible on the lever
The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guarded
and lockwired.
7. EMER AUDIO CANCEL
Check switch guarded and lockwired
Now enable the transponder and set it to standby. The test sequence is not simulated.
8. TCAS
STBY
Normally one would pass the EFIS control panel now proceeding to the main panel. But due to flight simulators
limitations you must close the pedestal now and open the EFIS control panel by clicking on the following icon:
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The radar is actually not working but in the real plane you would set it to standby now.
1. RADAR
Select STBY mode
Now fire up the main EFIS displays ...
2. EFIS CONTROL PANELS
Select EADI ON check somposite mode
Select EHSI ON check normal display
Select EADI and EHSI brightness as necessary
Select BRG's as required
Phew you did it so far. Only a few more items to jog through ...
Ready ?
Let's continue with the Center Instrument Panel / Main Panel
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EFIS Control Panel
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The scan sequence of the main instrument panel (the graphic shows the condensed view, otherwise you might have to
switch betweem the main panel and the center panel)
Arrow 1:
Check the indicated TAT-SAT and TAS and select the proper ADC
1. TAT-SAT / TAS
Select proper ADC:
odd days: ADC 1
even days: ADC 2
Cross check TAT value with control tower information
Now scan the standby instruments and check for proper indications
2. STBY INSTRUMENTS
Check no flags
Pull knob to erect standby horizon if necessary
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Center Instrument Panel
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Arrow 2 starts here:
Check that the power management selector is placed to TO. Check the powerplant chapter for more information on the
power management system
3. PWR MGT
Check rotary selector on TO
Arrow 3 starts here
(in case you don't use the condensed view switch to the center panel now):
Now it is time to check the engine instruments. Start with engine 1
4. ENG 1 INSTRUMENTS
Check
Oil Press 0
Oil Temp realistic indications
Fuel Temp realistic indications
Fuel Flow (FF) 0
Fuel Used (FU) 0
NH 0
ITT realistic indications
NP 0
TQ 0
target bug realistic indications (crosscheck with ENG 2)
Now check the engine controls (see powerplant chapter for more information), check that all white lights are
extinguished
5. ENGINE CONTROLS
extinguish any white light
Now proceed to the center panel to check the pressurization of the cabin
6. PRESSURIZATION
Check all lights extinguished
Check MAN RATE knob: NORM
Check cabin pressure indicator:
DIFF 0
RATE 0
ALT pressure altitude
The stick pusher and stick shaker are systems to prevent stalling of the aircraft by warning the crew. Check the flight
controls chapter for more information.
7. STICK PUSHER / SHAKER
Check FAULT light extinguished
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The anti skid system shall prevent blocking of the tires while braking. Check that all lights are extinguished
8. ANTI SKID
Check all lights extinguished
Arrow 4
(in case you use the first officers view, you'll proceed from the right to the left):
To check the Radio Magnetic Indicator and the EHSI
1. RMI / EHSI
Crosscheck heading information
Check the vertical speed indicator, VSI
2. VSI
Check no flag and pointer indicates zero
Arrow 5 starts here:
Check the clock for correct time
3. CLOCK
Check time, adjust if necessary
Now check the Airspeed Indicator, ASI
4. ASI
Check
no flags
airspeed pointer indicates 0
VMO pointer indicates 250 kt
Check the Electronic Attitude Director Indicator, EADI that no flags are indicated
5. EADI
Check no flags
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Captain or F/O Instrument Panel
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Next to the EADI, above the altimeter the Ground Proximity Warning System, GPWS warning light is located. Press to
initiate test sequence.
6. GPWS
Test if desired (Refer to Manual, Navigation Chapter)
To finalize cockpit preparation so far check the altimeter
7. ALTIMETER
Check no flag
Now it is time to set up the Global Navigation Satellite System, GNSS. Well, most people know the term Flight
Management System, FMS which means basically the same as GNSS :-) So let's proceed to the FMS ...
You will need the FMS chapter of the manual printed out now as the tutorial flight is used as an example on how to use
the ATR's FMS.
You may read the System Description first to get an overview how the FMS operates. The tutorial flight is used in the
Flight operation chapter then.
Right now go through the Preflight section and thus the following pages:
Identification, IDENT page
Which indicates the aircraft type, engine type, and navigational database
Position Reference Page
Then proceed to the Flight Planning section and the Route pages, RTE 1 and RTE 2 page.
Followed by the Departure and Arrivals, DEP/ARR page to enter the runway from which we will depart and the
Standard Instrument Departure, SID to follow.
Now it is time to complete the performance Initialization on the VNAV page (the ATR's VNAV is advisory only, bear
that in mind throughout the complete flight !).
When all that is accomplished review the route on the Route Legs, LEGS page and activate the route !
Afterwards you may check the Route Data Pages, enter some wind data on the Wind Input page to finish the
preflight section.
Now the FMS is set up and the Final Cockpit Preparation is waiting to be completed.
After takeoff the FMC chapter will be needed again so keep it handy ...
Final Cockpit Preparation
Proceed to the Overhead Panel to switch the signs on. The Memo panel is located on the center panel.
1. SIGNS
Select NO SMOKING and SEAT BELTS Check Memo panel
Check the Landing field elevation for the pressurization system (center panel)
2. LANDING ELEVATION
If QNH is used, set landing field elevation
If QFE is used, set 0 ft
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FMS
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As Le Raizet does not offer an ATIS skip this item but switch back to the main panel though.
3. ATIS
Obtain ATIS information
Barometric pressure is 30,12 in Hg / 1020 mbar
4. ALTIMETERS
Set baro reference
Check indicators
V-Speeds always depend on weight, runway length, weather conditions.
5. BUGS
Set ASI Speed Bugs
External Bugs
Lower value (green bug) V1 104 kts
Internal bug (yellow bug) V2 110 kts
Intermediate value (white bug) Final takeoff speed 129 kts
Higher value (red bug) Min. Icing Speed 153 kts
Speed bug V2 + 5 115 kts
Set TQ bugs
Set manual bugs to TO value (TQ = 88.9%)
6. TRIMS
Reset ROLL and YAW trims to zero
Set PITCH trim for takeoff
7. COM / NAV
Set COM / NAV frequencies
COM 1: 122.90 MHz (Le Raizet Traffic)
COM 2: 127.85 MHz (Fort de France ATIS)
NAV 1: 112.90 MHz (Point a Pitre VOR)
NAV 2: 113.30 MHz (Fort de France VOR)
ADF 1: 329.0 MHz (Fort er France NDB)
ADF 2: 273.0 MHz (Melville Hall NDB)
Now perform the engine test
8. ENG TEST
Turn ATPCS to ARM
Check ATPCS ARM green lights illuminates
Turn ATPCS to ENG position
Check associated ENG UPTRIM light illuminates
2.15 seconds later check ATPCS ARM light extinguishes
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9. FUEL QUANTITY
Test FUEL QTY and check LO LVL
Check both tanks are loaded symmetrically and total corresponds to FLIGHT PLAN fuel
2,037 lbs / 924 kg
10. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS
Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.
Before Taxi
Not needed for this tutorial ;-)
1. LOAD SHEET
Check the load sheet
A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM
2. TAKE OFF DATA
Prepare take off data card
3. PARKING BRAKE
Check handle to PARKING
Request start up clearance
4. START UP CLEARANCE
Obtain ground crew clearance
Obtain ATC start up clearance
Close the door by pressing Shift+E. The door control panel is loacted on the Overhead Panel.
5. DOORS
Check all doors are closed
The Beacon indicates that the engines are going to be started soon. It should be on but check it again
6. BEACON
Set (or confirm) BEACON switch to BEACON
Now prepare to release the brake of engine No. 2's propeller.
7. ENGINES
In HOTEL MODE
Push the AUX HYD PUMP pushbutton (Overhead Panel)
Check READY light illuminates
Check engine 2 and propeller area clear
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Retard PL down to GI and announce 'PROPELLER BRAKE OFF' (Engine Control Panel)
Switch propeller brake OFF (Back on the overhead panel)
Check propeller brake blue light extinguishes both on prop brake control panel and on memo panel
Check UNLK light flashes then extinguishes
Monitor NP increase (close overhead panel, open center panel)
When NP stabilized (15%) advance CL to AUTO (open engine control panel)
Notes
Propeller brake release sequence must be initiated only if READY blue light is illuminated
When pulsing the DC AUX PUMP pushbutton, the DC auxialiary pump runs for 30 seconds then stops unless
a prop brake release sequence has been initiated
If GPU is used (a GPU is not used so proceed to item 9)
Signs
Arm EMER EXIT LT
ENG 2 START
Check EEC FAULT light extinguished
Check PEC FAULT light extinguished
Set ENG START rotary selector to START A & B
Check RH engine and propeller area clear
Announce 'START ENGINE 2' and monitor starting
Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)
Announce 'NH' when NH increases
On passing 10% NH
Advance CL to FTR
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C
Monitor light up within 10 seconds:
840C < ITT < 950C record in log book
ITT > 950 FUEL SO
ITT > 840 more than 20 seconds FUEL SO
Announce 'NP' when NP increases
On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes
On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes
Check engine stabilized at idle values:
NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8%
Set ENG START rotary selector to OFF START ABORT
8. MAIN ELECTRICAL POWER
Select DC EXT PWR OFF
Monitor DC GEN 2 FAULT light extinguishes
Request ground crew to disconnect external power
Within flight simulator this is not necessary as external power is disconnected as soon as the parking brake is
released.
Open the overhead panel and check AC Wild Power
9. AC WILD ELEC POWER
Check all lights extinguished except ACW GEN 1 FAULT
10. HYDRAULIC POWER
Check all lights extinguished
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Close the overhead panel and continue on the center panel to check the flaps.
11. FLAPS
Set for take off Check position on flaps position indicator
Select flaps 15
12. ANTI SKID
Perform anti skid test check no F light remains illuminated
Actually there is no ground crew but that's what the crew would have to do on the real thing
13. GROUND CREW CLEARANCE
Request:
chocks removed
tail prop removed
interphone disconnected
hand signal display on the LH side
14. COM / NAV
Radar on STBY position
15. BEFORE TAXI CHECK-LIST
Completed
Now the Before Taxi checklist is completed and you are ready to taxi.
In case you want to use flight simulators ATC, contact Le Raizet traffic (122.90 MHz) and announce taxiing. Bear in
mind that engine No. 1 is not yet started (to save a little fuel) and the ATR will yank to the left when you apply thrust.
Taxiing
As soon as you have obtained that taxi clearance apply a little (!) thrust and prepare to retard when the ATR breaks
loose. Maybe it might be a good idea not to taxi yet and to go through the following items while the aircraft is ready for
taxiing on the taxiway but not yet moving. Of course you can work through the following items while taxiing when you
think you can handle it ...
1. TAXI CLEARANCE
Obtained
2. EXTERNAL LIGHTS
Set as required
3. BRAKES
Parking brake released
Check braking
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4. TAKE OFF DATA
Recheck take off conditions
Crosscheck V bugs settings
5. ATC CLEARANCE
Obtained
6. FLIGHT INSTRUMENTS
Scan instrument panels, check no unnecessary flag on instruments
Check in turn
horizons
heading and bearing
ball
Now prepare to start engine no. 1 maybe better stop taxiing ???
Actually it is the same procedure as for engine No. 2 so nothing really new.
7. ENG 1 START
Check EEC FAULT light extinguished (center panel)
Check PEC FAULT light extinguished (center panel)
Set ENG START rotary selector to START A & B (overhead panel)
Check engine and propeller area clear
Announce 'START ENGINE 1' and monitor starting
Depress START 1 pushbutton, ON light illuminates (starter electrically supplied) (overhead panel)
Announce 'NH' when NH increases (center panel)
On passing 10% NH
Note positive oil pressure
Advance CL to FTR (engine control panel)
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C
Monitor light up within 10 seconds:
840C < ITT < 950C record in log book
ITT > 950 FUEL SO
ITT > 840 more than 20 seconds FUEL SO
Announce 'NP' when NP increases
On passing about 45% NH, monitor START 1 pushbutton ON light extinguishes
On passing about 61.5% NH, monitor DC GEN 1 FAULT light and BTC flow bar light extinguishes
Check engine stabilized at idle values (center panel):
NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8% (engine control panel
and center panel)
Set ENG START rotary selector to OFF START ABORT (overhead panel do not close it yet)
8. AIR BLEED
Check all lights extinguished
COMPT TEMP SELECTOR as required
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Now you can close the overhead panel and check the pedestal if the cockpit door is closed.
9. DOORS
Cockpit communication hatch closed
Once again the overhead panel ...
10. AC WILD ELEC POWER
Check all lights extinguished
Open the Autopilot panel (Shift+8)
11. AUTOMATIC FLIGHT CONTROL SYSTEM, AFCS
Select
assigned altitude (13,000 ft) by turning the altitude selector
HDG Lo BANK with runway heading (290)
IAS with V2 + 5 kts (115)
Open the EFIS control panel and select RNV as the source making the FMC the source for navigational
information displayed on the EADI and EHSI.
Select MAP mode to display the route, adjust EHSI range using the and arrows.
Select CPL on PF side
Revise procedures to follow taking off from Le Raizet Runway 29:
The chart for Le Raizet airport tells us that we have to climb out Le Raizet following the runway heading until we reach
1,000 ft or are 5 miles out PPR VOR/DME. Then we shall turn right to intercept radial PPR R-347 flying heading 167
to PPR VOR/DME. Then we shall intercept radial PPR R-175 to DOM NDB.
Keep in mind that there is mountainous terrain south-west of the airport thus the right turn is needed.
12. TAKE OFF BRIEFING
Standard calls
For significant failure before V1, CAPT will call 'STOP' and will take any necessary stop action
Above V1 take off will continue and no action will be taken except on CAPT command
Single engine procedure is
Acceleration altitude is
Departure clearance is
13. CABIN REPORT
Obtain cabin report from cabin attendant
To config test button is located on the engine control panel
14. TO CONFIG TEST
Depress TO CONFIG TEST and check no alert
15. TAXI CHECK LIST
completed
Okay, now the ATR is ready to 'rumble'. Take her to runway 29 which is the active runway when you have loaded the
'Flight 1 ATR72-500 Tutorial' weather theme.
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Before Take Off
Just a few items before we leave ...
Releasing the gust lock is very important ...
1. FLIGHT CONTROLS
Release gust lock
Check full travel and freedom of movement in PITCH, ROLL (check SPOILER light), YAW
Check flightsim's ATC for takeoff clearance
2. TAKE OFF CLEARANCE
Obtained
Check the overhead panel for lighting and bleed air supply.
3. AIR BLEED
Select both BLEED VALVES on NORM FLOW
4. EXTERNAL LIGHTS
Set STROBE light
Use TAXI and TO and LAND light to minimize bird strike hazard during TO
Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for more
information.
5. CCAS
Select TO INHI
Check the pedestal ...
6. TRANSPONDER
Set as required it is not required yet ...
7. TCAS
AUTO mode, set range to 6nm and to AboVe mode
8. COM / NAV
Radar as required
Proceed to the engine control panel
8. ENGINES
Check both CL at AUTO positon
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9. FLIGHT CONTROLS
Runway heading lined up, center lateral FD BAR
10. BEFORE TAKE OFF CHECK-LIST
completed
Now the ATR is ready to go. Take a deep breathe and then off we go.
Take Off
1. ANNOUNCE 'TAKE OFF'
2. RELEASE THE BRAKES
3. START TIMING
4. ADVANCE BOTH PL TO POWER LEVER NOTCH
Right mouse button click on power levers on engine control panel
Scan the airspeed and engine instruments throughout the take off
5. ENGINES
Check that actual TQ matches take off TQ (manual bug). If necessary move PL out of notch to adjust TQ as
required
check 100% NP (+ 0.8% and -0.6%) upon reaching 60 kt
check ATPCS ARM light illuminated
check FDAU bug displays RTO value
call 'POWER SET'
6. SPEED
Announce 'Seventy Knots' read on ASI and crosscheck reading on STBY ASI
Done by VFO (Virtual First Officer)
Crosscheck speed reading on ASI and announce 'I have control'
Announce 'V1'
Done by VFO (Virtual First Officer)
Announce 'Rotate' at VR
Done by VFO (Virtual First Officer)
7. AIRCRAFT HANDLING
At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO
8. LANDING GEAR
Announce 'Positive Climb'
Done by VFO
Order 'Gear Up'
Set L/G lever to up check lights extinguish
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9. AFCS
Engage YD
After liftoff follow the flight director bars and prepare for the After Take Off checklist.
After Take Off
Passing Acceleration altitude (1,500 ft) perform the following steps.
Time will fly while you work through this steps. Press the Pause button in case you feel everything is too much. Then
read what you need to do and unpause the simulation.
1. ENGINES
Order 'Climb Sequence'
2. AFCS
Select NAV mode to follow the FMC-programmed route
Slowly increase selected speed and follow the flight directors bars (say 150 kts)
Follow the flight director bars and slowly approach the vertical guidance. Don't chase the bars, especially the vertical
bar as you are too slow now. Selecting 170 kts results in commanding a dive Slowly lower the aircrafts nose and let
the ATR gain speed
3. ENGINES
Check Pls in the notch
Set PWR MGT to CLB
4. AIR BLEED
Select both BLEED VALVES ON if not already been selected The bleed switches are on the overhead panel and
should both be switched ON
5. EXTERNAL LIGHTS
Set as required you may switch off the Taxi and Wing light
6. SIGNS
Set NO SMOKING switch to OFF if you like, keep it switched ON in case you perform a non-smoking flight.
7. ENGINES
Check that actual TQ matches climb TQ, adjust if necessary.
8. FLAPS
Passing VMLB0 (153 kts), order 'Flaps 0'
Move flaps control lever to 0, announce 'Flaps 0' when position indicator shows 0.
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9. AFCS
Set ADU target IAS to the desired climb speed
170 kts
Passing transition altitude (during this tutorial we won't climb above FL-130 thus there won't be a change to standard
pressure).
10. ALTIMETERS (NOT APPLICABLE FOR THIS TUTORIAL FLIGHT)
Set altimeters to standard pressure 1013 Hpa / 29.92 in Hg
11. AFTER TAKE OFF CHECK LIST
Completed
Now the ATR should be flying all alone and you can sit back and relax a little to watch the ATR climb to cruise altitude.
Cruise
While flying at cruise altitude you might want to flip through some pages of the FMS. Check the cruise section of the
FMS chapter for more information. The PROGRESS and the ACT RTE LEGS page provide information for the flight.
Check especially the PROGRESS page as it also indicates when you should start the descent but continue with the
following items first ...
1. ENGINES
After acceleration to cruise speed (approximately 210 kts) has been performed:
Select PWR MGT CRZ
Check actual cruise torque matches cruise torque.
Adjust if necessary.
2. SIGNS
Set SEAT BELTS switch as required
It is unlikely that you encounter icing conditions, but prepare to encounter icing conditions when flying other routes ...
3. FLIGHT CONDITIONS
Observed
If entering Icing conditions
ANTI-ICING PERFORMED
MODE SEL AUTO
MINIMUM ICING SPEEDS BUGGED AND OBSERVED
ICE ACCRETION MONITOR
Operation with ice accretion
PROP HORNS SIDE WINDOWS confirm ON
MODE SEL confirm AUTO
ENG DE-ICING confirm ON
AIRFRAME DE-ICING ON
MINIMUM ICING SPEEDS confirm bugged and observed
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If significant vibrations occur
Cls 100 ORVD for not less than 5 minutes
Open the FMS again and check the PROGRESS page the ATR does not offer VNAV guidance so you should keep
an eye on the FMS as you don't want to pass the Top-of-Descent.
Maybe you already noticed the 'glideslope' bar displayed on the EADI and the EHSI. Instead of a 'G' a 'V' is indicated
telling you that it indicates vertical deviation. The FMS computes a vertical path by the given altitude constraints and
displays the deviation of the aircraft from this vertical path. Keep in mind that the cruise phase is not indicated, thus the
deviation while in cruise is normal !
You can check the vertical deviation on the second page of the PROGRESS page too. There it is indicated in feet as
you can see in the graphic below indicating a Vertical track Error (VTK Error) of +518 ft which means I am 518 below
(!) the computed path.
In the second line on the right the required vertical speed (VS REQ) is indicated to reach the given altitude contraints.
As you approach the ToD (Top of Descend) the green bar moves down and you should try to catch the bar
remember that the ATR's VNAV is a advisory VNAV only, thus you have to select vertical autopilot modes manually.
When the vertical difference is around 1,000 ft set the preset-altitude on the autopilot panel to 2,200 ft. The ALT Hold
mode remains active and to start the descend you have to select the VS or IAS mode to start the descend.
Remember to bring back the throttle to Flight Idle (One click with the right mouse button) as you don't want to gain too
much speed during descend.
For this tutorial select VS (Vertical speed) mode and select -1,500 ft as a initial sink rate. Check with the PROGRESS
page which descend speed is needed and adjust the aircrafts sink rate if necessary.
Keep an eye on airspeed as you don't want to go too fast. Something around 240 kts is fine.
Descent
Check the weather at Fort-de-France by dialing in the ATIS frequency of 127.85 MHz into COM 2.
Check that the Transmission keys are set to BOTH on the Audio Control Panel, so you will listen to BOTH radios COM
1 and 2 simulatenously.
1. FLIGHT CONDITIONS
Observed
Relevant anti or de-icing up to landing PERFORMED IF NECESSARY
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Now check the CCAS for any warnings
2. CCAS
Depress RCL pushbutton and check aircraft status
Listened to the ATIS ?
3. WEATHER AND LANDING INFORMATION
Obtain all required information
Check the FMC, VNAV page for current weights, weight should be something around 19,970 kg / 44,020 lbs.
4. LANDING DATA
Determine landing weight, configuration and speeds
Fill in data card
Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used)
Now it is time to set the speed bugs to prepare for landing.
5. BUGS
ASI bugs
External Bugs
Lower value (yellow bug) VGA 113 kts
Intermediate value (red bug) VmLB0 normal cond. or
VmLB15 icing cond. 132 kts
Higher value (white bug) Min. Icing Speed 118 kts
Internal bug
(green bug) VApp 112 kts
Set TQ bugs
Set manual bugs to GA torque (TQ = 100%)
Now take the charts for Fort-de-France and read them thoroughly so you know the approach procedure 'by heart' ;-)
6. APPROACH BRIEFING
minimum safe altitude
weather at destination
approach procedures
decision height
go around procedures
alternate and extra fuel time
Time for the passengers to get back to their seats.
7. SIGNS
set SEAT BELTS switch to SEAT BELTS
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8. DESCENT CLEARANCE
Obtained
9. AFCS
Select assigned altitude
Engage IAS or VS mode as required
Use PTW and PL as required for descent
10. DECENT CHECKLISTS
Completed
Approach
When you start to descend through 5,000 ft prepare for the final approach. Flip on the No smoking signs in case you
did not leave them on.
1. SIGNS
Set NO SMKG switch to NO SMOKING
As long as you don't fly online you will always fly according the US system which sets transition level to 18,000 ft.
Check the ATIS for the correct barometric setting or in case you are in doubt just press 'B' (standard assigment for
automatically adjusting to barometric pressure. Don't use this function in case you changed your key assignments
within flight simulator).
2. ALTIMETERS
ADJUST ALTIMETERS SETTING when passing transition level and cross check settings
Proceed to the center panel and check cabin pressure ...
3. PRESSURIZATION
Check cabin altitude
Caution: Max P authorized at landing: 0.35 PSI
4. SPEED VERSUS ICING AOA
Check and set
5. EXTERNAL LIGHTS
Select TAXI and TO and LAND lights to ON
:-)
6. CABIN REPORT
Obtain cabin report from cabin attendant
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7. APPROACH CHECK LIST
Completed
Before Landing
Now prepare for the final approach.
1. PASSING DECELERATION ALTITUDE
Crosscheck altitude
Retard both PL down to FI and reduce airspeed
The approach chart tells us to level off at 2,100 ft. In case Flight Idle is not jet adjusted, retard the power levers to flight
idle and let the ATR deccelerate.
When you pass 180 kts order and select flaps 15 and follow the apporach as described by the following items.
2. PASSING 180 KTS
Order 'Flaps 15'
Select Flaps 15
3. PASSING 170 KTS
Order 'Gear Down'
Select gear down PWR MGT TO
Note: NP remains unchanged
As soon as three green lights are illuminated announce 'Flaps 15 Landing Gear Down'
Check TLU OK LO SPD light is lit
4. PASSING 150 KTS
Order 'Flaps 30'
Select Flaps 30 announce 'Flaps 30' when indicated
Adjust PL to maintain Vapp and not less than VMCL
5. BEFORE LANDING CHECK LIST
Completed
Landing
Announce
'500 feet above minimum'
'100 feet above'
'Minimum, Decide'
Announce LAND or GO AROUND as appropriate
Press AP disconnect pushbutton twice
Check flight parameters
Check IDLE GATE automatic retraction at touchdown
When touching down, act on the PL triggers to select GI
Check and announce 'Both low pitch lights illuminated'
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Use reverser as necessary
Control nose wheel steering
Go Around
You hopefully won't need this ...
Announce 'Go Around'
Depress GO AROUND pushbuttons on Pls
Advance Pls to ramp
Call 'Flaps one notch', rotate to GO AROUND pitch attitude
Retract flaps one notch
Check NP = 100%, adjust if necessary
Follow FD bars and cancel AP Disconnect Alarm
Accelerate to or maintain GVA
When positive rate of climb is archieved
Announce 'POSITIVE CLIMB'
Command 'GEAR UP'
As soon as climb is established, select L/G lever to UP and select HDG/IAS
Announce 'Flaps X' when indicated
(Flaps X is one notch less than final approach FLAPS setting)
Announce 'GEAR UP' when indicated
Monitor
pitch attitude
bank attitude
speed
flight path
engine parameters
After Landing
When you cleared the runway it is time to got through the After Landing Checklist, ask the tower for taxi instructions to
the parking.
1. FLIGHT CONTROLS
Order 'Flaps 0'
Select Flaps 0 and reset TRIMS
Engage GUST LOCK and check PITCH and ROLL controls are locked
Well it is not possible within flight simulator to lock the flight controls
2. EXTERNAL LIGHTS
Set LAND light and STROBE light to OFF
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3. IGNITION
Check ENG START selector to OFF-START ABORT
You won't need the NAV and ADFs anymore, so flip them off.
4. COM / NAV
Switch OFF non required equipment
Transponder on STBY
Radar on STBY
The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter.
5. ENG TEST (LAST FLIGHT OF THE DAY)
Conditions:
Both Cls AUTO
Both Pls at GI
ATPCS pushbutton depressed. OFF extinguished
PWR MGT on TO position
ARM positions
ARM light illuminates green
Torque indications increase
NP and NH indications decrease
ENG position:
Selected engine torque decreases below 18%
Opposite engine:
Torque does not change
UPTRIM light illuminates
Bleed FAULT light illuminates
NP and NH increase slightly
2.15 seconds later
Concerned propeller is automatically feathered
ARM green light extinguishes
Caution:
Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently,
both man hydraulic pumps are temporarily lost as well
Do not perform ENG TEST while taxiing if DC hydraulic pump is not operating
If braking is required during test it will be performed using EMER handle as required
Note: If test must be repeated, wait 10 minutes before setting ATPCS selector in ENG position in order not to
damage feathering pump (winding heating)
Switch the TCAS off
6. TCAS
(runway vacated)
select STBY
7. ENGINES
Note: Keep engine running at least one minute at GI power before shut down to assis in reducing residual heat built up
in the engine and the nacelle
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ATR 72-500
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Select engine 1 CL to FTR then FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for oil
capacity check by maintenance)
Note and reset FU
8. AFTER LANDING CHECK LIST
completed
Parking
Note: As often as possible, park the a/c wirh wind relative to the nose at 10 o'clock to minimize noise and exhaust gaz
interference when hotel mode
1. PARKING BRAKE
Set parking brake and check brake pressure
Note: If propeller brake is used, be sure that propeller area is clear and protected
2. FLIGHT CONTROLS (LAST FLIGHT OF THE DAY)
Release gust lock
Push control column in nose down position
Perform STICK SHAKER / PUSHER TEST procedure (refer to the Flight Controls chapter of the manual)
Engage gust lock and check PITCH and ROLL controls are locked
3. MAIN ELEC POWER (ONLY IF GPU IS USED)
Check ground crew connect external power unit
Only available when parking brake is set
Check DC EXT PWR AVAIL light illuminates
Select DC EXT PWR ON
4. ENGINES
In Hotel Mode
Select engine 2 CL to FTR
Note: If propeller brake is not available and provided PROP BRK is removed activate PROP BRK switch and
check AIR BLEED X VALVE OPEN light illuminates
Check READY light illuminates
Engage PROP BRK
Check UNLK light illuminates then extinguishes
Note and reset FU
If GPU is used
Select engine 2 CL to FTR then FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for
oil capacity check by maintenance)
5. FUEL
Set both FUEL pump switches to OFF
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6. SIGNS
Set SEAT BELTS switch to OFF
7. GROUND CONTACT
As required
8. PARKING CHECK LIST
Completed
9. TAIL PROPELLER
As required
Leaving the aircraft
OXYGEN MAIN SUPPLY OFF
PROBES HTG / WINDSHIELD HTG OFF
ANTI ICING / DE ICING (ALL DEVICES) OFF
EXTERNAL LIGHTS OFF
EFIS CONTROLS OFF
RADAR OFF
COM OFF
IF GPU NOT USED
ENG 2 CL FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for
oil capacity check by maintenance)
FUEL PUMPS OFF
EMER EXIT LIGHTS DISARM
BATTERIES OFF
IF GPU USED
EMER EXIT LIGHTS DISARM
DC EXT PWR OFF
Caution: Before disconnecting the EXT PWR unit from the aircraft, check DC EXT PWR ON light extinguished
BATTERIES OFF
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Tutorial
1






Tutorial Flight No. 2
EDDM to LIPE







For Flight Simulation use only




ATR 72-500
Tutorial Flight 2 EDDM - LIPE
Introduction
Welcome to this second tutorial flight. Before you try this flight you should consider flying the other tutorial 'Tutorial 1
TFFR TFFF' first.
Several explanations are shortened in this tutorial in comparison to the first tutorial so be sure to start with tutorial 1
which leads you into the nice carribbean ...

The covered flight is taken from the real word again. It will take you from Franz-Josef-Strauss airport, Munich
(EDDM) to Bologna's Borgo Panigale airport (LIPE). The flight is carried out by Air Dolomiti under flight number EN
3984 and leaves Munich at 15.05 and should arrive in Bologna at 16:25.
This tutorial is structured similar to the normal procedures chapter from the real aircraft manual with some additional
comments and explanations here and there (like the first tutorial). Thus the structuring is close to the normal
procedures checklist:
1. Preliminary cockpit preparation
2. System Preparation
3. Final Cockpit Preparation
4. Before Taxi
5. Taxiing
6. Before Take Off
7. After Take Off
8. Cruise
9. Descent
10.Approach
11.Before Landing
12.After Landing
13.Parking
14.Leaving the aircraft
Again the tutorial will at first deal with pre-flight preparations such as flight planning. It might prove sensible to read this
tutorial once before trying to fly it.
In case you want to get charts for flying around these airports, try the following source:
https://164.214.2.62/products/digitalaero/index.cfm#term2
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ATR 72-500
Tutorial Flight 2 EDDM - LIPE
Flight Planning
Flight planning generally splits up into two parts:
Weather briefing
Route planning & Weight and balance fuel planning
Weather Briefing
In spite of the first tutorial no weather theme will be provided for the second tutorial.
So you maybe want to try and use real weather (may it be static, or dynamic or even by using an external weather
program) ?
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ATR 72-500
Tutorial Flight 2 EDDM - LIPE
Route Planning and Weight & Balance
The routing in short is:
KPT5E-KPT / UL607-ALGOI / UM738-ADOSA / UP131-FER / DCT-BOA / ADOLO Arrival / RWY 12 BOA
In case this tells you nothing at all don't worry as an extended flight plan will be provided on the following pages.
More important is that the planned alternate airport is Florence Perentola, LIRQ
The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and Heinz
Oetiker:
AIRCRAFT F1ATR72-500 STD 15.05Z ATD ..... ABN .....
TYPE I-ADLM STA 16.20Z T/D ..... ATA .....
ROUTE INFORMATION: CREW INFORMATION:
DIST 318 TRACK INDEX 138 DISP: Jane Doe /..................
ESAD 318 COMPONENT H000 PIC: Jane Doe /..................
WEIGHT/FUEL BREAK DOWN:
Zero Fuel Weight (ZFW) 43,503 lbs 19,733 kg see additional comments in next
section
Maximum Zero Fuel Weight 45,195 lbs 20,500 kg
Takeoff Fuel (TOF) 3,029 lbs 1,374 kg
Maximum Takeoff Fuel 11,023 lbs 5,000 kg
Takeoff Weight (TOW) 46,533 lbs 21,107 kg
Maximum Takeoff Weight 48,502 lbs 22,000 kg
Total Inflight Fuel (TIF) 1,839 lbs 834 kg
Landing Weight (LW) 44,694 lbs 20,273 kg
Maximum Landing Weight 49,273 lbs 22,350 kg
Remaining Fuel (REM) 1,190 lbs 540 kg
FUEL CALCULATION
TAXI fuel 31 lbs 14 kg
Trip fuel to TFFF and ETE 1,839 lbs 834 kg 01.15 hours
Route Reserve (20 minutes) RR20 0 lbs 0 kg 00.20 hours
Fuel to alternate (LIRQ), Time & Cruise Level 510 lbs 231 kg 00,29 hours @ FL080
Final Reserve (FR) 441 lbs 200 kg 00.20 hours
Company Fuel (CF) 240 lbs 109 kg 00.24 hours
Holding Fuel (HF) 0 lbs 0 kg

Minimum Fuel and Flight Time (MIN) 3,060 lbs 1,388 kg 02,48 hours
Addituional Fuel and Tme (ADD) 0 lbs 0 kg
Actual Fuel (ACT) 3,060 lbs 1,388 kg
That means for a ZFW of 43,503 lbs / 19,733 kg we need to take 3,060 lbs / 1,388 kg of fuel with us.
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ATR 72-500
Tutorial Flight 2 EDDM - LIPE
The Flightplan looks as follows:
AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU
EDDM 00,00 00,00 0 1374
KPT5E DM081 F021 89 7,4 00,02 00,02 23 1351
KPT5E DM082 F026 153 2,6 00,01 00,03 30 1344
KPT5E MUN 112.30 F060 223 11,2 00,03 00,06 68 1306
KPT5E DM075 F084 183 9,5 00,02 00,08 98 1276
KPT5E KPT 109.60 F237 255 61 00,16 00,24 294 1080
*TOC ALGOI D-004
UL607 ALGOI F250 163 18,8 00,04 00,28 331 1043
UM738 PITAR F250 163 26,3 00,06 00,34 359 1015
UM738 RENTA F250 170 44,1 00,10 00,44 407 967
UM738 ADOSA F250 171 40,3 00,10 00,54 451 923
*TOD FER D-034
UP131 FER 0427.0 F147 154 55,8 00,12 01,06 586 788
DCT BOA 112.20 F080 221 21,7 00,05 01,11 710 664
ADOLO D316L F040 317 12 00,03 01,14 740 634
ADOLO ADOLO F023 166 5,1 00,01 01,15 751 623
I12 *Proc F023 00,00 01,15 753 621
I12 CI12 F020 123 1,5 00,00 01,15 755 619
LIPE 00,00 01,15 834 540
The shortcuts:
AWY airway
POS Position
FREQ Frequency
FL Flight Level
MT Magnetic Track
DIST Distance in nm
TME Time
ATO Actual Time Over the selected Navaid
ETO Estimated Time Over the next Navaid
ETA Estimated Time of Arrival
EET Accumulated Flight Time from takeoff to landing
FUEL Fuel used from takeoff
FOB Fuel on Board at the waypoint
RFU Remaining Fuel according to the calculation
!!! NOT FOR REAL FLIGHTS OR NAVIGATION - INFORMATION ONLY !!!
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ATR 72-500
Tutorial Flight 2 EDDM - LIPE
Starting up the simulator
1. Open the ATR Configuration Manager
2. Go to the Weight and Balance Load Manager Screen and select the following
72 passengers: 37 Men, 27 Women, 4 Children and 4 Crew members equals a payload of 11,366 lbs / 5,136 kg
1,350 lbs / 612 kg of cargo in the forward cargo compartment
1,025 lbs / 465 kg of cargo in the aft cargo compartment
Thus the Zero Fuel Weight should read 43,503 lbs / 19,733 kg
Press SAVE !
3. Proceed to the Instrument Panels Setting Screen and select your favourite view but more important select startup
with cold and dark cockpit.
Press SAVE !
4. Exit the ATR Configuration manager
5. Start up flight simulator
6. In case you start with the create flight menu:
Select the following items:
Aircraft: Cessna 172 Standard aircraft
Airport: Franz-Josef-Strauss airport, Munich, EDDM - any parking position of your choice
Weather: as you like
Time: Select 14:20 local time
Start up the simulator
If you start your simulator otherwise be sure to start it with a default aircraft and then select the items similar to
above from the menus within flight simulator.
7. When the scenery is loaded and the flight simulator is started up you may open the aircraft menu to select the Flight
One ATR 72-500 in Air Dolomiti colours (must be downloaded and installed seperately)
Press the OPEN button
8. Now the cockpit of the ATR should come into view with everything cold and dark.
9. Open the aircraft, fuel and payload menu and set fuel in each tank to 1,530 lbs / 694 kg !
Flightsimulator will automatically select 1,528.9 lbs but that's fine too.
So let's start up the aircraft ...
For Flight Simulation Use Only !
Beware !
Before loading the ATR the simulator must be loaded with a default aircraft (Cessna, Boeing 737 or
such).
Starting up the sim with the ATR loaded will lead to problems !
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The Second Tutorial Flight
Similar to the first tutorial this tutorial follows normal procedures but has some more information included. Actually it will
look very familiar to you after you've flown the first tutorial ...
Thus we'll skip the outside check and jump right into the aircraft.
Preliminary cockpit preparation
Proceed to the overhead panel to switch on the batteries to supply electrical power to the aircraft.
1. BATTERIES
Set BAT toggle switch ON
Check MFC 1A and MFC 2A FAULT lights flash
Check MFC 1A and MFC 2A FAULT lights extinguish and MFC 1B and MFC 2B FAULT lights flash
Check MFC 1B and MFC 2B FAULT lights extinguish
Check EMER BUS and ESS BUS supply indicator arrows illuminated
Check UNDV light extinguished
Now check the parking brake sufficient brake pressure must be available to set the parking brake. The pressure
indicator is located on the center panel (Shift+5) next to the gear lever.
2. PARKING BRAKE
Check BRAKE ACCU pressure
Use HYD AUX PUMP if necessary
Set handle to PARKING (Ctrl + .)
Now move to the engine control panel (Shift + 6) to check the throttle controls.
3. ENGINE
Both Power Levers, PL on GI (Ground Idle)
Both Condition Levers, CL on FUEL SO (Fuel Shutoff)
Both EEC selected ON
Bothe PEC selected ON
The gust lock is controlled by a click spot on the engine control panel.
4. FLIGHT CONTROLS
Check GUST LOCK engaged
The lever should be at the lower end
Check/Set FLAPS control lever position to agree with actual flaps position (the flaps indicator is located on the
center panel so proceed ...)
Back to the center panel ... and check the
5. LANDING GEAR
Check control lever DOWN
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The wipers switch can be found on the overhead panel
6. WIPERS
Check both WIPER rotary selectors at OFF position
A GPU is not available today again and thus you will run engine 2 in hotel mode again. So check the fire protection
system for engine 2.
All fire protection controls are to be found on the overhead panel.
7. ENG 2 FIRE PROTECTION (ONLY WITHOUT USE OF GPU)
Check ENG 2 fire handle IN and latched
Extinguish any white light
Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate
Select TEST switch on FIRE and check:
ENG FIRE red light illuminates into associated fire handle
CCAS is activated (CRC + Master Warning light flashing red & ENG 2 FIRE red light on CAP)
A CRC is a continuous repetitive chime and normally indicates a warning which requires immediate crew action.
See the CCAS & MFC chapter for more information
FUEL ShutOff red light illuminates in CL 2 if temporarily selected out of FUEL SO
Select TEST switch on FAULT and check:
both LOOP A and LOOP B FAULT lights illuminate
Still on the overhead panel proceed to the fuel controls and fire up the fuel pump 2.
8. FUEL (ONLY WITHOUT USE OF GPU)
Select ENG 2 PUMP ON
Check RUN light illuminates
Check FEED LO PR light extinguishes
Check LP VALVE in line
See the powerplant chapter for more explanation on running engine no. 2 in hotel mode.
Nevertheless the auxiliary hydraulic pump must be activated so that the propeller brake can be activated.
9. AUX PUMP PEDESTAL SWITCH
Press
Check hydraulic power is available (check pressure indicators on the main (condensed view) or center (Captains or
First Officer's view) panel depending on the view configuration
Open the overhead panel
10. PROPELLER BRAKE (HOTEL MODE ONLY)
UNLK light illuminates while brake is in transit
Check ON light illuminated, UNLK light extinguished
Check PROP BRK light illuminated on memo panel
11. COM
Set VHF 1 to ON
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12. DOORS
Cockpit communication hatch opened (as required)
13. BEACON
Set BEACON switch to BEACON
Okay, now prepare to start engine No. 2 just follow the steps of item 'ENG 2 START (ONLY WITHOUR USE OF
GPU)'.
You will need three panels to perform the engine start:
the overhead panel (Shift + 4)
the center panel (Shift + 5)
the engine control panel (Shift + 6)
14. ENG 2 START (ONLY WITHOUT USE OF GPU)
Check EEC FAULT light extinguished
EEC fault light is located on the center panel or on the main panel too in case you use the condensed captains view
Check PEC FAULT light extinguished
PEC fault light is located on the main panel
Now open the overhead panel
Set ENG START rotary selector to START A & B
ENGT START rotary selector is located on the overhead panel
Check engine and propeller area clear
Check outside views
Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)
START pushbuttons are located on the overhead panel
Close the overhead panel, open the center panel and the engine control panel !
Monitor engine rotation (NH)
Center panel
On passing 10% NH
Advance CL to FTR
Engine control panel
Start Timing
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C
Monitor light up within 10 seconds:
840C < ITT < 950C record in log book
ITT > 950 FUEL SO
ITT > 840 more than 20 seconds FUEL SO
Close the center and the engine control panel and open the overhead panel
On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes
Check on overhead panel
On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes
Check on overhead panel, then close overhead panel and open center panel
Check engine stabilized at idle values:
NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
Check on center panel, close the center panel then and open the overhead panel again
Set ENG START rotary selector to OFF START ABORT
Check on overhead panel, close the overhead panel when rotary selector is set to OFF-START ABORT
Adjust PL as required
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Note: If Z 5,000 ft and SAT ISA + 25C, advance PL up to GUST LOCK position
CAUTION: DO NOT USE ENG 2 in HOTEL MODE:
without a qualified persion (flight crew or maintenance) in the cockpit
when tail wind component exceeds 10 kts (gust included).
In this case propeller must be unfeathered rapidly to take advantage of the air flow created by the
propeller rotation and consequently to avoid exhaust gaz return flow in nacelle
Now check that electrical power supply is established proceed to the overhead panel to do so.
15. MAIN ELEC POWER
If GPU not used
Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN 1 FAULT light
If GPU used
Check DC EXT PWR AVAIL light illuminated
Select DC EXT PWR ON
Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN FAULT lights
The fuel quantity gauges are located on the main panel.
16. FUEL
Check FUEL QTY indicator operative.
Press the TEST button and check that in each display '8888' is indicated. The displays should switch back to normal
indications when the TEST button is released.
Reset Fuel used
The Fuel used counters are located on the center panel at the bottom of the engines instruments.
The Annunciator Light Switch is located on the overhead panel.
17. ANN LT
Set ANN LT switch to TEST and check that all lights illuminate. Then return to BRT or DIM as required.
As long as switch is in TEST position check every panel that annunciators are illuminated. Proceed through all
panels:
Shift + 1: Main panel
Shift + 2: Pedestal
Shift + 3: GNSS / FMS
Shift + 4: Overhead Panel
Shift + 5: Center Panel
Shift + 6: Engine Control Panel
Shift + 7: Magnified Center Panel
Shift + 8: Autopilot panel
18. AIR BLEED / COMPT TEMP
Scan AIR BLEED / COMPT TEMP panel:
In HOTEL MODE:
No amber or white light illuminated except ENG 1 BLEED FAULT and X VALVE OPEN
IF GPU used:
Extinguish any white light
If neither GPU nor propeller brake is used:
No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT
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The avionics vent is located above the pneumatic controls on the overhead panel.
19. AVIONICS VENT
Check OVBD VALVE CTL switch guarded in AUTO position
Check no amber or white light
Now power and bleed air supply for the air-condition is established.
Time to prepare the aircraft's systems for the flight
System Preparation
And here we go again. As mentioned in the first tutorial scn sequences is the keyword nowadays ...
1. INTERNAL LIGHTING
Set as required
2. GEAR PINS
Check three on board and stowed
Now let's move to the overhead panel:
The keyword in modern aircraft is panel scan sequences. The following graphic shows the scan sequence for the
overhead panel. You will notice that the items listed below follow the arrows included in the graphic.
For Flight Simulation Use Only !
Overhead Panel
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These arrows will lead you through the panel, thus simply follow at first No. 1, then No. 2 and so on. A short note in the
text will indicate when the next column is reached.
Column 1
SELCAL means Selective Calling. Actually it is not simulated but you can read more on SELCAL in the
communications chapter of the manual.
1. CALLS/SELCAL
Check light extinguished reset as required
Activate the remaining fuel pump.
2. FUEL
Select ENG 1 PUMP ON
Check RUN light illuminates
Check FEED LO PR light extinguishes
Check LP VALVE in line
Check X FEED VALVE X line
If GPU is used, apply the same procedure for ENG 2
Check the status of the doors
3. DOORS
Depress Sw TEST pushbutton
Check CAB O and SVCE OK lights illuminate, provided associated doors are open
Check DOORS light as required
4. SPOILER
Check both lights extinguished
5. LANDING GEAR
Check for normal indication Crosscheck with center instrument panel
6. MFC
Scan MFC panel: no amber light illuminated
7. SELCAL CODE SELECTION PANEL
Set as required set to ADLM as the aircrafts registration is I-ADLM.
For Flight Simulation Use Only !
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To prepare for starting engine No. 1 the fire test circuits must be tested too. This test sequence is similar to the one
described for engine 2 above.
8. ENG 1 FIRE PROTECTION
Check ENG 1 fire handle IN and latched
Extinguish any white light
Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate
Select TEST switch on FIRE and check:
ENG FIRE red light illuminates into associated fire handle
CCAS is activated (CRC + Master Warning light flashing red & ENG 1 FIRE red light on CAP)
FUEL SO red light illuminates in CL 1 if temporarily selected out of FUEL SO
Select TEST switch on FAULT and check:
both LOOP A and LOOP B FAULT lights illuminate
CCAS is activated (SC + Master Caution light flashing amber light & LOOP amber light ON)
If GPU is used, apply the same procedure for ENG 2
In case a Ground Power Unit, GPU is used the engines are not started thus engine 2 must be checked too.
Column No. 2 starts here:
Switch on the LOGO and NAV lights if you want to.
Do not switch on the STROBE lights yet. They are switched on shortly before taking off.
9. EXTERNAL LIGHTING
set as required
11. COCKPIT VOICE RECORDER
depress TEST pushbutton: pointer moves to a location between graduations 8 and 10
Column 3 starts here:
12. SIGNS (ONLY WITHOUT USE OF GPU)
Arm EMER EXIT LT
13. ANTI-ICING / DE-ICING
Check all lights extinguished
14. PROBES HEATING / WINDSHIELD HEATING
Extinguish any white light
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Prepare the AC wild power section for operation by extinguishing any white light.
This system is called 'wild' power as electrical power is distributed at various frequencies check the Electrical
Chapter for more information.
15. AC WILD ELEC POWER
Extinguish any white light
Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power.
14. HYDRAULIC POWER
Extinguish any white lights
Check BLUE and GREEN PUMP LO PR light illuminated and other lights extinguished
15. EMER LOC XMTR
Check switch to AUTO, guarded and lockwired
Column No. 4 starts here:
16. AIR BLEED / COMPT TEMP
If GPU not used
Check COMPT and DUCT indicators show realistic values with COMPT SEL on FLT COMPT and CABIN
If GPU used
Extinguish any white light
COMPT TEMP selectors as required
18. OXYGEN
Check oxygen high pressure indication
Check oxygen duration chart in Limitations-part, Systems Chapter to determine that quantity is sufficient for the
scheduled flight
Select MAIN SUPPLY ON: check pushbutton light extinguished
Check PAX SUPPLY OFF
That means the pushbutton is not illuminated. In case PAX SUPPLY is activated a blue ON light illuminates
19. COMPT SMK
depress SMK TEST pushbutton to check smoke detectors
Note: When the test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan
The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.
For Flight Simulation Use Only !
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The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding to
the upper end.
1. FDEP
Check FDAU time base, adjust if necessary
Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available)
Flight Number is 3984
Now check the trims.
2. TRIMS
Check ROLL and YAW TRIM operation
Check STBY PITCH TRIM operation, check switch guarded in OFF position
Com 1 is already acivated, Now switch on Com 2 also and check operation of both.
Tune Com 1 to 121,825 MHz (Munich Ground) and Com 2 to 123,125 MHz (Munich ATIS), then select BOTH on the
audio control panel to receive signals for Com 1 and Com 2 simultaneously.
3. RADIOS
Check transmissions and receptions
For Flight Simulation Use Only !
Pedestal
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Time to switch on the rest of the instruments :-)
4. ADF
Select ADF
5. TRANSPONDER
Select STBY
Proceed to the engine controls and check the idle gate. See the manual (powerplant chapter) for more information.
6. IDLE GATE
Check light extinguished and amber band visible on the lever
The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guarded
and lockwired.
7. EMER AUDIO CANCEL
Check switch guarded and lockwired
8. TCAS
STBY
Normally one would pass the EFIS control panel now proceeding to the main panel. But due to flight simulators
limitations you must close the pedestal now and open the EFIS control panel by clicking on the following icon:
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The radar is actually not working but in the real plane you would set it to standby now.
1. RADAR
Select STBY mode
Now fire up the main EFIS displays ...
2. EFIS CONTROL PANELS
Select EADI ON check somposite mode
Select EHSI ON check normal display
Select EADI and EHSI brightness as necessary
Select BRG's as required
Pedestal panel scan completed.
For Flight Simulation Use Only !
EFIS Control Panel
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The scan sequence of the main instrument panel (the graphic shows the condensed view, otherwise you might have to
switch betweem the main panel and the center panel)
Arrow 1:
Check the indicated TAT-SAT and TAS and select the proper ADC
1. TAT-SAT / TAS
Select proper ADC:
odd days: ADC 1
even days: ADC 2
Cross check TAT value with control tower information
Now scan the standby instruments and check for proper indications
2. STBY INSTRUMENTS
Check no flags
Pull knob to erect standby horizon if necessary
For Flight Simulation Use Only !
Center Instrument Panel
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Arrow 2 starts here:
Check that the power management selector is placed to TO. Check the powerplant chapter for more information on the
power management system
3. PWR MGT
Check rotary selector on TO
Arrow 3 starts here
(in case you don't use the condensed view switch to the center panel now):
Now it is time to check the engine instruments. Start with engine 1
4. ENG 1 INSTRUMENTS
Check
Oil Press 0
Oil Temp realistic indications
Fuel Temp realistic indications
Fuel Flow (FF) 0
Fuel Used (FU) 0
NH 0
ITT realistic indications
NP 0
TQ 0
target bug realistic indications (crosscheck with ENG 2)
Now check the engine controls (see powerplant chapter for more information), check that all white lights are
extinguished
5. ENGINE CONTROLS
extinguish any white light
Now proceed to the center panel to check the pressurization of the cabin
6. PRESSURIZATION
Check all lights extinguished
Check MAN RATE knob: NORM
Check cabin pressure indicator:
DIFF 0
RATE 0
ALT pressure altitude
The stick pusher and stick shaker are systems to prevent stalling of the aircraft by warning the crew. Check the flight
controls chapter for more information.
7. STICK PUSHER / SHAKER
Check FAULT light extinguished
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The anti skid system shall prevent blocking of the tires while braking. Check that all lights are extinguished
8. ANTI SKID
Check all lights extinguished
Arrow 4
(in case you use the first officers view, you'll proceed from the right to the left):
To check the Radio Magnetic Indicator and the EHSI
1. RMI / EHSI
Crosscheck heading information
Check the vertical speed indicator, VSI
2. VSI
Check no flag and pointer indicates zero
Arrow 5 starts here:
Check the clock for correct time
3. CLOCK
Check time, adjust if necessary
Now check the Airspeed Indicator, ASI
4. ASI
Check
no flags
airspeed pointer indicates 0
VMO pointer indicates 250 kt
Check the Electronic Attitude Director Indicator, EADI that no flags are indicated
5. EADI
Check no flags
For Flight Simulation Use Only !
Captain or F/O Instrument Panel
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Next to the EADI, above the altimeter the Ground Proximity Warning System, GPWS warning light is located. Press to
initiate test sequence.
6. GPWS
Test if desired (Refer to Manual, Navigation Chapter)
To finalize cockpit preparation so far check the altimeter
7. ALTIMETER
Check no flag
Now it is time to set up the Global Navigation Satellite System, GNSS. Well, most people know the term Flight
Management System, FMS which means basically the same as GNSS :-) So let's proceed to the FMS ...
Did you already have a look at the FMS chapter of the manual ?
Then you might have noticed the references to two tutorial flights no ? Check the ATR's manual and especially get
that FMS chapter handy. The examples given in the FMS chapter reference to the first and to this tutorial. There you
find step by step descriptions on how to deal with the GNSS.
To set up the FMS / GNSS for this flight you will have to go through the following steps:
1. The Identification Page
2. The Position Reference Page
3. The Route Page (see chapter 17.2.1.2 in the manual for more information there you will also find an example for
this flight)
Finished setting up the route ?
4. Now you want to complete Performance Initialization there is no example for this tutorial, only for the first tutorial.
Nevertheless things are rather easy:
1. Press the VNAV button to open the PERF INIT page
2. Enter 19.7 for the ZFW in tons / You may as well press LSK 3L to read out the current ZFW.
3. Press LSK 3L to accept value
4. Enter 21.1 for the GR WT in tons / You may as well press LSK 1L to read out the current GW.
5. Press LSK 1L to accept value
6. Fuel is calculated automatically
7. Enter 0.4 for reserve fuel in tons
8. Press LSK 4L
9. Enter 18,000 for Transition Altitude
10.Press LSK 5L
11.Enter 25,000 for cruise alt: FL-130
12.Press LSK 1R to accept value
5. Activate the route as described in the FMS chapter
You will need the FMS chapter later on in cruise to learn to use some of the FMS's features.
Final Cockpit Preparation
Proceed to the Overhead Panel to switch the signs on and check on the memo panel which is located on the center
panel for confirmation.
1. SIGNS
Select NO SMOKING and SEAT BELTS Check Memo panel
For Flight Simulation Use Only !
FMS
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Check the Landing field elevation for the pressurization system (center panel)
2. LANDING ELEVATION
If QNH is used, set landing field elevation
If QFE is used, set 0 ft
Check Munich ATIS on 123.125 MHz (well you probably already heared it when you set up the radios)
3. ATIS
Obtain ATIS information
Set barometric altitude according ATIS
4. ALTIMETERS
Set baro reference
Check indicators
V-Speeds always depend on weight, runway length, weather conditions. Check the manual for the values.
5. BUGS
Set ASI Speed Bugs
External Bugs
Lower value (green bug) V1 _______ kts
Internal bug (yellow bug) V2 _______ kts
Intermediate value (white bug) Final takeoff speed _______ kts
Higher value (red bug) Min. Icing Speed _______ kts
Speed bug V2 + 5 _______ kts
Set TQ bugs
Set manual bugs to TO value _______ %
6. TRIMS
Reset ROLL and YAW trims to zero
Set PITCH trim for takeoff _______ units
7. COM / NAV
Set COM / NAV frequencies
COM 1: 121.825 MHz (Munich Ground)
COM 2: 120.80 MHz (Bologna Tower no ATIS available)
NAV 1: 112.30 MHz (Munich, MUC, VOR)
NAV 2: 109.60 MHz (Kempten, KPT, VOR)
ADF 1: 427.0 MHz (Ferrara, FER, NDB)
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Now perform the engine test
8. ENG TEST
Turn ATPCS to ARM
Check ATPCS ARM green lights illuminates
Turn ATPCS to ENG position
Check associated ENG UPTRIM light illuminates
2.15 seconds later check ATPCS ARM light extinguishes
9. FUEL QUANTITY
Test FUEL QTY and check LO LVL
Check both tanks are loaded symmetrically and total corresponds to FLIGHT PLAN fuel
3,060 lbs / 1,388 kg
10. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS
Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.
Before Taxi
Not needed for this tutorial ;-)
1. LOAD SHEET
Check the load sheet
A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM
2. TAKE OFF DATA
Prepare take off data card
3. PARKING BRAKE
Check handle to PARKING
Request start up clearance
4. START UP CLEARANCE
Obtain ground crew clearance
Obtain ATC start up clearance
Close any open doors ...
5. DOORS
Check all doors are closed
6. BEACON
Set (or confirm) BEACON switch to BEACON
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Now prepare to release the brake of engine No. 2's propeller.
7. ENGINES
In HOTEL MODE
Push the AUX HYD PUMP pushbutton (Overhead Panel)
Check READY light illuminates
Check engine 2 and propeller area clear
Retard PL down to GI and announce 'PROPELLER BRAKE OFF' (Engine Control Panel)
Switch propeller brake OFF (Back on the overhead panel)
Check propeller brake blue light extinguishes both on prop brake control panel and on memo panel
Check UNLK light flashes then extinguishes
Monitor NP increase (close overhead panel, open center panel)
When NP stabilized (15%) advance CL to AUTO (open engine control panel)
Notes
Propeller brake release sequence must be initiated only if READY blue light is illuminated
When pulsing the DC AUX PUMP pushbutton, the DC auxialiary pump runs for 30 seconds then stops unless
a prop brake release sequence has been initiated
If GPU is used (a GPU is not used so proceed to item 9)
Signs
Arm EMER EXIT LT
ENG 2 START
Check EEC FAULT light extinguished
Check PEC FAULT light extinguished
Set ENG START rotary selector to START A & B
Check RH engine and propeller area clear
Announce 'START ENGINE 2' and monitor starting
Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)
Announce 'NH' when NH increases
On passing 10% NH
Advance CL to FTR
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C
Monitor light up within 10 seconds:
840C < ITT < 950C record in log book
ITT > 950 FUEL SO
ITT > 840 more than 20 seconds FUEL SO
Announce 'NP' when NP increases
On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes
On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes
Check engine stabilized at idle values:
NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8%
Set ENG START rotary selector to OFF START ABORT
8. MAIN ELECTRICAL POWER
Select DC EXT PWR OFF
Monitor DC GEN 2 FAULT light extinguishes
Request ground crew to disconnect external power
Within flight simulator this is not necessary as external power is disconnected as soon as the parking brake is
released.
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Open the overhead panel and check AC Wild Power
9. AC WILD ELEC POWER
Check all lights extinguished except ACW GEN 1 FAULT
10. HYDRAULIC POWER
Check all lights extinguished
Close the overhead panel and continue on the center panel to check the flaps.
11. FLAPS
Set for take off Check position on flaps position indicator
Select flaps 15
12. ANTI SKID
Perform anti skid test check no F light remains illuminated
Actually there is no ground crew but that's what the crew would have to do on the real thing
13. GROUND CREW CLEARANCE
Request:
chocks removed
tail prop removed
interphone disconnected
hand signal display on the LH side
14. COM / NAV
Radar on STBY position
15. BEFORE TAXI CHECK-LIST
Completed
Now the Before Taxi checklist is completed and you are ready to taxi.
In case you want to use flight simulators ATC, contact Munich Ground (121.825 MHz) and ask for permission to taxi.
Bear in mind that engine No. 1 is not yet started (to save a little fuel) and the ATR will yank to the left when you apply
thrust.
Taxiing
As soon as you have obtained that taxi clearance apply a little (!) thrust and prepare to retard when the ATR breaks
loose. Maybe it might be a good idea not to taxi yet and to go through the following items while the aircraft is ready for
taxiing on the taxiway but not yet moving. Of course you can work through the following items while taxiing when you
think you can handle it ...
1. TAXI CLEARANCE
Obtained
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2. EXTERNAL LIGHTS
Set as required
3. BRAKES
Parking brake released
Check braking
4. TAKE OFF DATA
Recheck take off conditions
Crosscheck V bugs settings
5. ATC CLEARANCE
Obtained
6. FLIGHT INSTRUMENTS
Scan instrument panels, check no unnecessary flag on instruments
Check in turn
horizons
heading and bearing
ball
Now prepare to start engine no. 1 maybe better stop taxiing ???
Actually it is the same procedure as for engine No. 2 so nothing really new.
7. ENG 1 START
Check EEC FAULT light extinguished (center panel)
Check PEC FAULT light extinguished (center panel)
Set ENG START rotary selector to START A & B (overhead panel)
Check engine and propeller area clear
Announce 'START ENGINE 1' and monitor starting
Depress START 1 pushbutton, ON light illuminates (starter electrically supplied) (overhead panel)
Announce 'NH' when NH increases (center panel)
On passing 10% NH
Note positive oil pressure
Advance CL to FTR (engine control panel)
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C
Monitor light up within 10 seconds:
840C < ITT < 950C record in log book
ITT > 950 FUEL SO
ITT > 840 more than 20 seconds FUEL SO
Announce 'NP' when NP increases
On passing about 45% NH, monitor START 1 pushbutton ON light extinguishes
On passing about 61.5% NH, monitor DC GEN 1 FAULT light and BTC flow bar light extinguishes
Check engine stabilized at idle values (center panel):
NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8% (engine control panel
and center panel)
Set ENG START rotary selector to OFF START ABORT (overhead panel do not close it yet)
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8. AIR BLEED
Check all lights extinguished
COMPT TEMP SELECTOR as required
Now you can close the overhead panel and check the pedestal if the cockpit door is closed.
9. DOORS
Cockpit communication hatch closed
Once again the overhead panel ...
10. AC WILD ELEC POWER
Check all lights extinguished
Open the Autopilot panel (Shift+8)
11. AUTOMATIC FLIGHT CONTROL SYSTEM, AFCS
Select
assigned altitude (25,000 ft) by turning the altitude selector
HDG Lo BANK with runway heading
IAS with V2 + 5 kts
Open the EFIS control panel and select RNV as the source making the FMC the source for navigational
information displayed on the EADI and EHSI.
Select MAP mode to display the route, adjust EHSI range using the and arrows.
Select CPL on PF side
Revise procedures to follow departing Munich.
12. TAKE OFF BRIEFING
Standard calls
For significant failure before V1, CAPT will call 'STOP' and will take any necessary stop action
Above V1 take off will continue and no action will be taken except on CAPT command
Single engine procedure is
Acceleration altitude is
Departure clearance is
13. CABIN REPORT
Obtain cabin report from cabin attendant
To config test button is located on the engine control panel
14. TO CONFIG TEST
Depress TO CONFIG TEST and check no alert
15. TAXI CHECK LIST
completed
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Okay, now the ATR is ready to 'rumble' ...
Before Take Off
Just a few items before we leave ...
Releasing the gust lock is very important ...
1. FLIGHT CONTROLS
Release gust lock
Check full travel and freedom of movement in PITCH, ROLL (check SPOILER light), YAW
Check flightsim's ATC for takeoff clearance
2. TAKE OFF CLEARANCE
Obtained
Check the overhead panel for lighting and bleed air supply.
3. AIR BLEED
Select both BLEED VALVES on NORM FLOW
When you have reached the runway ...
4. EXTERNAL LIGHTS
Set STROBE light
Use TAXI and TO and LAND light to minimize bird strike hazard during TO
Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for more
information.
5. CCAS
Select TO INHI
Check the pedestal ...
6. TRANSPONDER
Set as required it is not required yet ...
7. TCAS
AUTO mode, set range to 6nm and to AboVe mode
8. COM / NAV
Radar as required
8. ENGINES
Check both CL at AUTO positon
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9. FLIGHT CONTROLS
Runway heading lined up, center lateral FD BAR
10. BEFORE TAKE OFF CHECK-LIST
completed
Now the ATR is ready to go. Take a deep breathe and then off we go.
Take Off
1. ANNOUNCE 'TAKE OFF'
2. RELEASE THE BRAKES
3. START TIMING
4. ADVANCE BOTH PL TO POWER LEVER NOTCH
Right mouse button click on power levers on engine control panel
Scan the airspeed and engine instruments throughout the take off
5. ENGINES
Check that actual TQ matches take off TQ (manual bug). If necessary move PL out of notch to adjust TQ as
required
check 100% NP (+ 0.8% and -0.6%) upon reaching 60 kt
check ATPCS ARM light illuminated
check FDAU bug displays RTO value
call 'POWER SET'
6. SPEED
Announce 'Seventy Knots' read on ASI and crosscheck reading on STBY ASI
Done by VFO (Virtual First Officer)
Crosscheck speed reading on ASI and announce 'I have control'
Announce 'V1'
Done by VFO (Virtual First Officer)
Announce 'Rotate' at VR
Done by VFO (Virtual First Officer)
7. AIRCRAFT HANDLING
At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO
8. LANDING GEAR
Announce 'Positive Climb'
Done by VFO
Order 'Gear Up'
Set L/G lever to up check lights extinguish
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9. AFCS
Engage YD
After liftoff follow the flight director bars and prepare for the After Take Off checklist.
After Take Off
Passing Acceleration altitude (1,500 ft) perform the following steps.
Time will fly while you work through this steps. Press the Pause button in case you feel everything is too much. Then
read what you need to do and unpause the simulation.
1. ENGINES
Order 'Climb Sequence'
2. AFCS
Select NAV mode to follow the FMC-programmed route
Slowly increase selected speed and follow the flight directors bars (say 150 kts)
Follow the flight director bars and slowly approach the vertical guidance. Don't chase the bars, especially the vertical
bar as you are too slow now. Selecting 170 kts results in commanding a dive Slowly lower the aircrafts nose and let
the ATR gain speed
3. ENGINES
Check Pls in the notch
Set PWR MGT to CLB
4. AIR BLEED
Select both BLEED VALVES ON if not already been selected The bleed switches are on the overhead panel and
should both be switched ON
5. EXTERNAL LIGHTS
Set as required
6. SIGNS
Set NO SMOKING switch to OFF if you like, keep it switched ON in case you perform a non-smoking flight.
7. ENGINES
Check that actual TQ matches climb TQ, adjust if necessary.
8. FLAPS
Passing VMLB0, order 'Flaps 0'
Move flaps control lever to 0, announce 'Flaps 0' when position indicator shows 0.
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9. AFCS
Set ADU target IAS to the desired climb speed
170 kts
Passing transition altitude 18,000ft
10. ALTIMETERS (NOT APPLICABLE FOR THIS TUTORIAL FLIGHT)
Set altimeters to standard pressure 1013 Hpa / 29.92 in Hg
11. AFTER TAKE OFF CHECK LIST
Completed
Now the ATR should be flying all alone and you can sit back and relax a little to watch the ATR climb to cruise altitude.
Be sure to check and adjust power as necessary.
Cruise
1. ENGINES
After acceleration to cruise speed (approximately 210 kts) has been performed:
Select PWR MGT CRZ
Check actual cruise torque matches cruise torque.
Adjust if necessary.
2. SIGNS
Set SEAT BELTS switch as required
Okay, now that the ATR established at cruise altitude it is time for some FMS training:
Imagine that ATC has cleared you directly to PITAR intersection take out the FMS chapter again and check
section 17.2.2.1 for more information on how to perform a DIRECT-TO with the FMS
When you have finished that you may want to try a Route Modification as described in section 17.2.3.1 ?
It might be sensible to read through the complete cruise section now and try out some of the features
Although it is unlikely that you encounter icing conditions, keep the following items in mind.
3. FLIGHT CONDITIONS
Observed
If entering Icing conditions
ANTI-ICING PERFORMED
MODE SEL AUTO
MINIMUM ICING SPEEDS BUGGED AND OBSERVED
ICE ACCRETION MONITOR
Operation with ice accretion
PROP HORNS SIDE WINDOWS confirm ON
MODE SEL confirm AUTO
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ENG DE-ICING confirm ON
AIRFRAME DE-ICING ON
MINIMUM ICING SPEEDS confirm bugged and observed
If significant vibrations occur
Cls 100 ORVD for not less than 5 minutes
As you you come closer to Bologna now check the EHSI for the Vertical Path Deviation Display comes active again.
Check the PROGRESS and DESCENT pages regularly as you don't want to miss the Top of Descent, do you ?
The FMS will tell you about appropriate sink rates as described in the first tutorial and the FMS chapter.
Descent
1. FLIGHT CONDITIONS
Observed
Relevant anti or de-icing up to landing PERFORMED IF NECESSARY
2. CCAS
Depress RCL pushbutton and check aircraft status
Unfortuneately no ATIS is available ... anyway landings are allowed on runway 12 only ...
3. WEATHER AND LANDING INFORMATION
Obtain all required information
Check the FMC, VNAV page for current weights, weight should be something around 20,360 kg / 44,890 lbs.
4. LANDING DATA
Determine landing weight, configuration and speeds
Fill in data card
Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used)
Now it is time to set the speed bugs to prepare for landing.
5. BUGS
ASI bugs
External Bugs
Lower value (yellow bug) VGA _____ kts
Intermediate value (red bug) VmLB0 normal cond. or
VmLB15 icing cond. _____ kts
Higher value (white bug) Min. Icing Speed _____ kts
Internal bug
(green bug) VApp _____ kts
Set TQ bugs
Set manual bugs to GA torque _____ %
Now take the charts for Bologna and read them thoroughly so you know the approach procedure 'by heart' ;-)
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6. APPROACH BRIEFING
minimum safe altitude
weather at destination
approach procedures
decision height
go around procedures
alternate and extra fuel time
Time for the passengers to get back to their seats.
7. SIGNS
set SEAT BELTS switch to SEAT BELTS
8. DESCENT CLEARANCE
Obtained
9. AFCS
Select assigned altitude
Engage IAS or VS mode as required
Use PTW and PL as required for descent
10. DECENT CHECKLISTS
Completed
Approach
When you start to descend through 5,000 ft prepare for the final approach. Flip on the No smoking signs in case you
did not leave them on.
1. SIGNS
Set NO SMKG switch to NO SMOKING
As long as you don't fly online you will always fly according the US system which sets transition level to 18,000 ft.
Check the ATIS for the correct barometric setting or in case you are in doubt just press 'B' (standard assigment for
automatically adjusting to barometric pressure. Don't use this function in case you changed your key assignments
within flight simulator).
2. ALTIMETERS
ADJUST ALTIMETERS SETTING when passing transition level and cross check settings
Proceed to the center panel and check cabin pressure ...
3. PRESSURIZATION
Check cabin altitude
Caution: Max P authorized at landing: 0.35 PSI
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4. SPEED VERSUS ICING AOA
Check and set
5. EXTERNAL LIGHTS
Select TAXI and TO and LAND lights to ON
6. CABIN REPORT
Obtain cabin report from cabin attendant
7. APPROACH CHECK LIST
Completed
Before Landing
Now prepare for the final approach.
1. PASSING DECELERATION ALTITUDE
Crosscheck altitude
Retard both PL down to FI and reduce airspeed
2. PASSING 180 KTS
Order 'Flaps 15'
Select Flaps 15
3. PASSING 170 KTS
Order 'Gear Down'
Select gear down PWR MGT TO
Note: NP remains unchanged
As soon as three green lights are illuminated announce 'Flaps 15 Landing Gear Down'
Check TLU OK LO SPD light is lit
4. PASSING 150 KTS
Order 'Flaps 30'
Select Flaps 30 announce 'Flaps 30' when indicated
Adjust PL to maintain Vapp and not less than VMCL
5. BEFORE LANDING CHECK LIST
Completed
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Landing
Announce
'500 feet above minimum'
'100 feet above'
'Minimum, Decide'
Announce LAND or GO AROUND as appropriate
Press AP disconnect pushbutton twice
Check flight parameters
Check IDLE GATE automatic retraction at touchdown
When touching down, act on the PL triggers to select GI
Check and announce 'Both low pitch lights illuminated'
Use reverser as necessary
Control nose wheel steering
Go Around
You hopefully won't need this ...
Announce 'Go Around'
Depress GO AROUND pushbuttons on Pls
Advance Pls to ramp
Call 'Flaps one notch', rotate to GO AROUND pitch attitude
Retract flaps one notch
Check NP = 100%, adjust if necessary
Follow FD bars and cancel AP Disconnect Alarm
Accelerate to or maintain GVA
When positive rate of climb is archieved
Announce 'POSITIVE CLIMB'
Command 'GEAR UP'
As soon as climb is established, select L/G lever to UP and select HDG/IAS
Announce 'Flaps X' when indicated
(Flaps X is one notch less than final approach FLAPS setting)
Announce 'GEAR UP' when indicated
Monitor
pitch attitude
bank attitude
speed
flight path
engine parameters
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After Landing
When you cleared the runway it is time to got through the After Landing Checklist, ask the tower for taxi instructions to
the parking.
1. FLIGHT CONTROLS
Order 'Flaps 0'
Select Flaps 0 and reset TRIMS
Engage GUST LOCK and check PITCH and ROLL controls are locked
Well it is not possible within flight simulator to lock the flight controls
2. EXTERNAL LIGHTS
Set LAND light and STROBE light to OFF
3. IGNITION
Check ENG START selector to OFF-START ABORT
You won't need the NAV and ADFs anymore, so flip them off.
4. COM / NAV
Switch OFF non required equipment
Transponder on STBY
Radar on STBY
The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter.
5. ENG TEST (LAST FLIGHT OF THE DAY)
Conditions:
Both Cls AUTO
Both Pls at GI
ATPCS pushbutton depressed. OFF extinguished
PWR MGT on TO position
ARM positions
ARM light illuminates green
Torque indications increase
NP and NH indications decrease
ENG position:
Selected engine torque decreases below 18%
Opposite engine:
Torque does not change
UPTRIM light illuminates
Bleed FAULT light illuminates
NP and NH increase slightly
2.15 seconds later
Concerned propeller is automatically feathered
ARM green light extinguishes
Caution:
Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently,
both man hydraulic pumps are temporarily lost as well
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Do not perform ENG TEST while taxiing if DC hydraulic pump is not operating
If braking is required during test it will be performed using EMER handle as required
Note: If test must be repeated, wait 10 minutes before setting ATPCS selector in ENG position in order not to
damage feathering pump (winding heating)
Switch the TCAS off
6. TCAS
(runway vacated)
select STBY
7. ENGINES
Note: Keep engine running at least one minute at GI power before shut down to assis in reducing residual heat built up
in the engine and the nacelle
Select engine 1 CL to FTR then FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for oil
capacity check by maintenance)
Note and reset FU
8. AFTER LANDING CHECK LIST
completed
Parking
Note: As often as possible, park the a/c wirh wind relative to the nose at 10 o'clock to minimize noise and exhaust gaz
interference when hotel mode
1. PARKING BRAKE
Set parking brake and check brake pressure
Note: If propeller brake is used, be sure that propeller area is clear and protected
2. FLIGHT CONTROLS (LAST FLIGHT OF THE DAY)
Release gust lock
Push control column in nose down position
Perform STICK SHAKER / PUSHER TEST procedure (refer to the Flight Controls chapter of the manual)
Engage gust lock and check PITCH and ROLL controls are locked
3. MAIN ELEC POWER (ONLY IF GPU IS USED)
Check ground crew connect external power unit
Only available when parking brake is set
Check DC EXT PWR AVAIL light illuminates
Select DC EXT PWR ON
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4. ENGINES
In Hotel Mode
Select engine 2 CL to FTR
Note: If propeller brake is not available and provided PROP BRK is removed activate PROP BRK switch and
check AIR BLEED X VALVE OPEN light illuminates
Check READY light illuminates
Engage PROP BRK
Check UNLK light illuminates then extinguishes
Note and reset FU
If GPU is used
Select engine 2 CL to FTR then FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for
oil capacity check by maintenance)
5. FUEL
Set both FUEL pump switches to OFF
6. SIGNS
Set SEAT BELTS switch to OFF
7. GROUND CONTACT
As required
8. PARKING CHECK LIST
Completed
9. TAIL PROPELLER
As required
Leaving the aircraft
OXYGEN MAIN SUPPLY OFF
PROBES HTG / WINDSHIELD HTG OFF
ANTI ICING / DE ICING (ALL DEVICES) OFF
EXTERNAL LIGHTS OFF
EFIS CONTROLS OFF
RADAR OFF
COM OFF
IF GPU NOT USED
ENG 2 CL FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for
oil capacity check by maintenance)
FUEL PUMPS OFF
EMER EXIT LIGHTS DISARM
BATTERIES OFF
IF GPU USED
EMER EXIT LIGHTS DISARM
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DC EXT PWR OFF
Caution: Before disconnecting the EXT PWR unit from the aircraft, check DC EXT PWR ON light extinguished
BATTERIES OFF
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