FCOM ATR42-500 Vol 01

FLIGHT CREW OPERATING MANUAL
(F.C.O.M.)
AVIONS DE TRANSPORT REGIONAL

DIRECTION SUPPORT EXPLOITATION
1,Alle Pierre Nadot
(F.C.O.M.)
1ST PART: SYSTEMS DESCRIPTION

FLIGHT CREW OPERATING MANUAL 0.00.00
PRELIMINARY PAGES P1 OK
F.C.O.M. CONTENTS JUL 02
0.00.00 CONTENTS
0.00.01 OPERATIONS MANUAL – PART B
0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.)
0.02.00 REASON OF TEMPORARY REVISIONS (R.T.R.)
0.03.00 SHIPPING NOTE TEMPORATY PAGES (S.N.T.P.)
0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)
0.05.00 LIST OF NORMAL REVISIONS (L.N.R.)
0.05.01 LIST OF CSA REVISIONS (L.C.R.)
0.06.00 REASON OF THE REVISIONS
0.07.00 SHIPPING NOTE WHITE/BLUE PAGES (S.N.W.B.P.)
0.08.00 LIST OF EFFECTIVE PAGES (L.E.P.)
0.09.00 LIST OF MOD / MP / SB (L.O.M.)
0.10.00 CROSS REFERENCE TABLE (C.R.T.)
0.40.00 ORGANIZATION OF THE MANUAL
0.50.00 STANDARD NOMENCLATURE
0.60.00 UNITS CONVERSION TABLE
ATR 42-500
OPERATIONS MANUAL – PART B 0.00.01
P1 OK
F.C.O.M. NOV 03
ATR 42-500
P2 OK
F.C.O.M. NOV 03
AEROPLANE OPERATING MATTERS
SECTION SEE PUBLICATION

Chapter 0 GENERAL INFORMATION AND UNITS OF MEASUREMENT
⇒ FCOM Vol. 1, Chapter 0.00.50 INTRODUCTION,
Standard nomenclature
FCOM Vol. 1, Chapter 0.00.60 INTRODUCTION, Units
conversion table
FCOM Vol. 1, Chapter 1.00 AIRCRAFT GENERAL
FCOM Vol. 2, Chapter 3.01 OPERATING DATA
Chapter 1 LIMITATIONS
Certification status ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General,
Page 1
Passenger seating configuration ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General,
Page 2
Weight and balance manual, Appendix 9
Approved types of operation ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General,
Page 1
Crew composition ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General,
Page 1
Mass and centre of gravity ⇒ FCOM Vol. 2, Chapter 2.01.02 LIMITATION, Weight and
loading
Speed limitations ⇒ FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed
and operational parameters, Page 1-4
FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
TECHNIQUES, Adverse weather, Page 4
Flight envelope ⇒ FCOM Vol. 2, Chapter 2.01.01 LIMITATION, General,
Page 2
FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed
and operational parameters, Page 5
Wind limits ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
Performance limitations ⇒ FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed
and operational parameters
Runway slope ⇒ FCOM Vol. 2, Chapter 2.01.03 LIMITATION, Airspeed
and operational parameters, Page 5
Limitations on wet or contaminated ⇒ FCOM Vol. 2, Chapter 2.01.10 LIMITATION, Company
runways limitation
Airframe contamination ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
TECHNIQUES, Adverse weather, Page 16,17
System limitations ⇒ FCOM Vol. 2, Chapter 2.01.05-2.01.07 LIMITATIONS
ATR 42-500
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F.C.O.M. NOV 03

Chapter 2 NORMAL PROCEDURES
Pre-flight procedures ⇒ FCOM Vol. 2, Chapter 2.03.04 NORMAL PROCEDURES
Flight preparation
OM part A, Chapter 8.1
Pre-departure procedures ⇒ FCOM Vol. 2, Chapter 2.03.03, 2.03.05-2.03.10 NORMAL
PROCEDURES
Altimeter setting and checking ⇒ OM part A, Chapter 8.3
Taxi, take-off and climb ⇒ FCOM Vol. 2, Chapter 2.03.11-2.03.15 NORMAL
PROCEDURES
TECHNIQUES, Flight patterns, Page 1
Noise abatement procedures ⇒ OM part A, Chapter 8.3
Cruise and descent ⇒ FCOM Vol. 2, Chapter 2.03.16-2.03.17 NORMAL
PROCEDURES
Approach, landing preparation and ⇒ FCOM Vol. 2, Chapter 2.03.18 NORMAL PROCEDURES
briefing FCOM Vol. 2, Chapter 2.02.23 PROCEDURE AND
TECHNIQUES
VFR approach ⇒ NOT APPLICABLE
Instrument approach ⇒ FCOM Vol. 2, Chapter 2.03.19-2.03.21 NORMAL
PROCEDURES
TECHNIQUES, Flight patterns, Page 4, 8
Visual approach and circling ⇒ FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND
TECHNIQUES, Flight patterns, Page 6, 7
Missed approach ⇒ FCOM Vol. 2, Chapter 2.03.22 NORMAL
PROCEDURES, Go Around
Normal landing ⇒ FCOM Vol. 2, Chapter 2.03.23 NORMAL
PROCEDURES, Landing
Post landing procedures ⇒ FCOM Vol. 2, Chapter 2.03.24-2.03.26 NORMAL
PROCEDURES
Operations on wet and contaminated ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
runways TECHNIQUES, Adverse weather, Page 9, 19, 20
Chapter 3 ABNORMAL AND EMERGENCY PROCEDURES
Crew incapacitation ⇒ OM part A, Chapter 8.3
Fire and smoke drills ⇒ FCOM Vol. 2, Chapter 2.04.02 EMERGENCY
PROCEDURES, Power plant, Page 1-2
FCOM Vol. 2, Chapter 2.04.03 EMERGENCY
PROCEDURES, Smoke
Unpressurized and partially ⇒ FCOM Vol. 2 Chapter 2.04.05 EMERGENCY
pressurized flight PROCEDURES, Miscellaneous, Page 1
FCOM Vol. 2 Chapter 2.05.08 PROCEDURES
FOLLOWING FAILURE, Air

ATR 42-500
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F.C.O.M. NOV 03
Chapter 3 ABNORMAL AND EMERGENCY PROCEDURES

Exceeding structural limits ⇒ OM part A, Chapter 11.5
Exceeding cosmic radiation limits ⇒ NOT APPLICABLE
Lightning strikes ⇒ OM part A, Chapter 11.5
Distress communication and alerting ⇒ OM part A, Chapter 12.5
ATC to emergencies
Engine failure ⇒ FCOM Vol. 2, Chapter 2.04.02 EMERGENCY
PROCEDURES, Power plant
FCOM Vol. 2, Chapter 2.05.02 PROCEDURES
FOLLOWING FAILURE, Power plant
System failure ⇒ FCOM Vol. 2, Chapter 2.04.04 EMERGENCY
PROCEDURES, Electrical system
FCOM Vol. 2, Chapter 2.05.03-2.05.12 PROCEDURES
FOLLOWING FAILURE
Guidance for diversion in case of ⇒ OM part A
serious technical failure
Ground proximity warning ⇒ FCOM Vol. 2, Chapter 2.02.16 PROCEDURES AND
TECHNIQUES GPWS
TCAS warning ⇒ FCOM Vol. 1, Chapter 1.05.20 COMMUNICATION,
TCAS
TECHNIQUES, TCAS
Windshear ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
Emergency landing/ ditching ⇒ FCOM Vol. 2, Chapter 2.04.05 EMERGENCY
PROCEDURES, Miscellaneous, Page 2-6
Chapter 4 PERFORMANCE
Take-off climb limits ⇒ FCOM Vol. 2, Chapter 3.03 TAKE-OFF
Take-off field length ⇒ FCOM Vol. 2, Chapter 3.03 TAKE-OFF
Net flight path data for obstacle ⇒ FCOM Vol. 2, Chapter 3.03 TAKE-OFF
clearance
The gradient losses for banked ⇒ AFM, Chapter 6-03 PERFORMANCE, Take off, Page 30
climbouts
En-route climb limits ⇒ FCOM Vol. 2, Chapter 3.04.02 CLIMB, 160 kt, Page 1
FCOM Vol. 2, Chapter 3.04.03 CLIMB, 190 kt, Page 1
FCOM Vol. 2, Chapter 3.04.04 CLIMB, Icing conditions,
Page 11
Approach climb limits ⇒ FCOM Vol. 2, Chapter 3.08.01 APPROACH-LANDING
Landing climb limits ⇒ AFM, Chapter 6-05 PERFORMANCE, Landing, Page 1
Landing field length ⇒ FCOM Vol. 2, Chapter 3.08.03 APPROACH-LANDING,
Landing distances
ATR 42-500
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F.C.O.M. NOV 03

Brake energy limits ⇒ FCOM Vol. 2, Chapter 3.03.03 TAKE-OFF, General,
Page 6-7
Speed applicable for various flight ⇒ QRH 4.31-4.38 OPS DATA
stages FCOM Vol. 2, Chapter 2.02.01, PROCEDURES AND
TECHNIQUES Operating speeds
FCOM Vol. 2, Chapter 3.03.05 TAKE-OFF, Take-off
speeds values
FCOM Vol. 2, Chapter 3.08.02 APPROACH-LANDING
Final approach speeds
Supplementary data covering flights in ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
icing conditions TECHNIQUES, Adverse weather, Page 1-20
All engine climb gradients ⇒ FCOM Vol. 2, Chapter 3.04 CLIMB
Drift-down data ⇒ FCOM Vol. 2, Chapter 3.09 ONE ENGINE
INOPERATIVE
Effect of de-icing and anti-icing fluids ⇒ OM part C
TECHNIQUES, Adverse weather, Page 17, 19, 20
Flight with landing gear down ⇒ FCOM Vol. 2, Chapter 3.11.01 SPECIAL OPERATIONS,
Flight with landing gear down
Flights conducted under the provisions ⇒ AFM Chapter 7.01.02 - CONFIGURATION DEVIATION
of the CDL LIST, page 2-7
Chapter 5 FLIGHT PLANNING
⇒ OM part A, Chapter 8.1
FCOM Vol. 2, Chapter 3.10 FLIGHT PLANNING
Chapter 6 MASS AND BALANCE
Calculation system ⇒ Weight and balance manual, Chapter 2
Instructions for completion of mass ⇒ Weight and balance manual, Chapter 5,6
and balance documentation
Limiting masses and centre of gravity ⇒ Weight and balance manual, Chapter 4
FCOM Vol. 2, Chapter 2.01.02 LIMITATIONS, Weight
and loading
Dry operating mass and centre of ⇒ Weight and balance manual, Chapter 3
gravity
Chapter 7 LOADING
⇒ Weight and balance manual, Chapter 5, 8
Chapter 8 CONFIGURATION DEVIATION LIST
⇒ AFM Chapter 7.01.02 - CONFIGURATION DEVIATION
LIST
Chapter 9 MINIMUM EQUIPMENT LIST
⇒ MEL
Chapter 10 SURVIVAL AND EMERGENCY EQUIPMENT
⇒ FCOM Vol. 1, Chapter 1.07.10-1.07.20 EMERGENCY
PROCEDURES
FCOM Vol. 2, Chapter 2.01.05 LIMITATIONS, Systems,
Page 2
ATR 42-500
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F.C.O.M. NOV 03

Chapter 11 EMERGENCY EVACUATION PROCEDURES
⇒ FCOM Vol. 1, Chapter 1.07.30 EMERGENCY
PROCEDURES, Emergency evacuation
OM part A, Chapter 8.3
OM part B-Company procedures, Chapter 13.5
Chapter 12 AEROPLANE SYSTEMS
⇒ FCOM Vol.1, Chapter 1.01-1.16
Responsibility for revision service processing:
Manual Responsibility
FCOM Vol. 1 Aeroplane manufacturer, CSA Flight Operations Division in cooperation
with CSA Technical Division (Chapter 1.00 – 1.16)
FCOM Vol. 2 Aeroplane manufacturer, CSA Flight Operations Division
QRH Aeroplane manufacturer, CSA Flight Operations Division
MEL CSA Technical Division
WBM CSA Technical Division
ATR 42-500
P1 004 OK
L.T.R.
LIST OF TEMPORARY REVISIONS DEC 06
AA
No. T.R. DATE IN DESTROYED POSITION REMARKS

01 20 DEC 96 AT REV 04
PART 2 and 3 Amendment
DATED MAY 97
02 30 DEC 97 AT REV 06
Amendment
DATED MAY 98
03 10 MAR 98 AT REV 06
Amendment
DATED MAY 98
04 DEC 98 AT REV 08
Amendment
DATED NOV 99
05 JAN 99 AT REV 08
Amendment
DATED NOV 99
06 MAR 99 AT REV 08
Severe icing
DATED NOV 99
07 20MAR00 AT REV 09
TCAS
DATED NOV 00
08 NOV 03 AT REV 12
Severe Icing
DATED DEC 03
09 MAR 04 AT REV 13
FID TR15 ENV
DATED DEC 04
10 MAR 05 AT REV 14
TR 17 ENV
DATED DEC 05
11 MAY 06 AT REV 15
DATED DEC 06 TR 18 ENV
INTRODUCTION 0.02.00
P1 001 ENV
R.T.R.
REASON OF THE TEMPORARY REVISIONS DEC 06
AA
DATE REASON OF REVISIONS AFFECTED PAGES

MAR 99 Severe icing : improvement of 2.02 - 2.03 - 2.04
detection and procedure
JUN 01 Introduction of modification 5262:
capacity of : 1.09.50 - 1.15.40
Flaps 35 Steep Slope Approach, or 2.02.12
Flaps 25 Normal Approach
FEB 02 Introductioin of modification 5313 1.15.40 - 2.01.00
EGPWS 2.01.09 - 2.04.05
APR 02 TCAS - Introduction of modification
1.05.20 - 1.10.10
5103 and 5146
2.01.06 - 2.02.15
HF 9000 Instroduction of modification
1.05.10
5285 and 5320
FEB 03 Cockpit Door Security System 1.00 - 2.01
NOV 03 Severe Icing 2.04
MAR 04 Flight Identification FID
1.05.10 - 2.03.07
Mod 5487
AUG 04 30% PAX OXYGEN
1.07.20 - 2.01.05
Mod 8371
MAR 05 ATPCS Test Correction 2.03.06 p2
ENG Test (Last flight of the day) 2.03.19 p1
PEC OFF Operations OEB 3.12.27
Static Inverter Double Loss OEB 3.12.28
List of Effective OEB 3.12.20
MAY 06 FUEL LO LVL Procedure Updating 2.05.03
Page for VHF8.33 and HF9000 1.05.10
ATR 42 Model : 400/500

FCOM FLIGHT CREW OPERATING MANUAL 0-04 page 1-004
ATR L.E.T.P.
DEC 06
42-400/500 List of EffectiveTemporary Pages
You must hold in your manual the following pages

Issue P CH SE Page Seq Date Label Modification expression
Validity expression
REV15 0 01 00 001 004 DEC 06 L.T.R. OK
ALL
REV15 0 02 00 001 001 DEC 06 R.T.R.
ALL
REV15 0 04 00 001 004 DEC 06 L.E.T.P. OK
ALL
End OK
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L.N.R.
LIST OF NORMAL REVISIONS DEC 06
AA
N°REV DATE IN INSERTION DATE NAME

00 MAY 95 PRELIMINARY
01 DEC 95 TOTALE
02 MAR 96
03 NOV 96
04 MAY 97
05 NOV 97
06 MAY 98
07 NOV 98
08 NOV 99
09 NOV 00
10 NOV 01
11 NOV 02
12 DEC 03
13 DEC 04
14 DEC 05
15 DEC 06
ATR 42 Model : 400/500

L.C.R. P1 OK
F.C.O.M. LIST OF CSA REVISION JAN 07
REV No. EDITION DATE INSERTION DATE INSERTED BY

01 JAN 97
02 FEB 99
03 SEP 99
04 OCT 99
05 FEB 00
06 AUG 00
07 OCT 00
08 FEB 01
09 JUL 01
10 JAN 02
11 JUL 02
R.O. 15.7.2002
12 NOV 02
13 MAR 03
14 NOV 03
15 DEC 03
16 FEB 04
R.O. 1.7.2004
17 MAY 04
18 AUG 04
19 APR 05
20 DEC 05
21 JUL 06
22 OCT 06
23 JAN 07
ATR 42- 500

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F.C.O.M. LIST OF CSA REVISION JAN 07
REV No. EDITION DATE INSERTION DATE INSERTED BY
ATR 42- 500

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REASON OF NORMAL REVISION NOV 98
AA
DATE REASON FOR ISSUE CHAP

INVOLVED
MAR 96 * INTRODUCTION OF THE MODIFICATION :
- 1384 or 4264 : REMOVE THE EMERGENCY BEACON 1.05.10
- 4273 : MODIFY A/C FOR CONTAINER CARRYING 1.08.10

2.04.03
* ACTION ON THE PART
- CAPTAIN EHSI IS SUPPLIED BY DC STBY BUS AND SO, 1.06.60
USABLE (LIKE CAPTAIN EADI) IN CASE OF DUAL DC GEN LOSS. 1.10.30
WORDING 2.01.04
- IDEM AS PART ABOUT CAPTAIN EHSI 2.04.04
2.05.04
- MODIFICATION OF THE PROCEDURE TO AVOID AN UNTIMELY 2.02.11
ENGINE FLAME OUT
- IMPROVEMENT OF THE PROCEDURE 2.02.10
2.02.12
2.03.08
2.03.09
2.03.18
2.05.02
- WORDING AND STANDARDIZATION 2.05.09

- CORRECTION OF VMO OVERSHOOT 3.05
NOV 96 * INTRODUCTION OF THE MODIFICATION
- 1547 : PANEL 20 VU MODIFY POSITION OF LIGHTING SWITCHES 1.00.40
- 1548 : INSTALL AN INDICATOR LIGHT TO PROHIBIT ACCESS TO
FLIGHT COMPARTMENT
- 3808 : INSTALL A PARK BRAKE APPLIED EXTERIOR INDICATING 1.00.30
LIGHT 1.14.40
- 4372 + 4540 : AILERON SPRING TAB + FLAPS VANE 1.01-1.02
DELETION 1.06-1.09
1.14.20
2.01.03
2.02.06
2.02.08
2.05.10
3.03-3.04
3.08-3.09
3.11
- 4462 : INCREASE ATR 42-500 VFE 15 FROM 170 TO 180 KTS 1.02-1.09
2.01.03
2.02.04
- 4564 : TAKE-OFF WITH FLAPS 25 1.02
2.01.03
2.02.08
2.02.10
2.03.12
3.03
ATR 42 Model : 400/500
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R.N.R.
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INVOLVED
NOV 96 - 4601 : CRZ 2 POSITION SUPPRESSION 1.13-1.16
2.02.08
2.03.13
3.02-3.05
3.06-3.07
* ACTION ON PART
- WORDING AND STANDARDIZATION 1.00-1.09
- NEW PRESENTATION OF EADI 1.10
- IMPROVEMENT OF THE EXTERNAL POWER DESCRIPTION 1.06
- IMPROVEMENT OF THE VFE ALARM PRESENTATION 1.02
* ACTION ON PART
- WORDING AND STANDARDIZATION 2.01-2.02-2.03
- IMPROVEMENT OF OVERTORQUE LIMIT GRAPH 2.01.04
- IMPROVEMENT IN TCAS DESCRIPTION 2.01.05
- IMPROVEMENT OF VmHB/VmLB TABLES 2.02.01
- FLIGHT PATTERNS IMPROVEMENT 2.02.10
- IMPROVEMENT OF GPS FAULT MONITORING DESCRIPTION 2.02.13
- IMPROVEMENT OF PROCEDURE 2.03.08
2.03.19
2.03.20
2.04.04
2.05.02
2.05.04
2.05.07
2.05.09
MAY 97 * INTRODUCTION OF MODIFICATIONS
- 4568 MODIFY FLAP OUTPUT LOGIC 1.01.10
- 4711 ETOPS 3.11.09
- 4718 OPERATIONS ON NARROW RUNWAYS 3.11
* ACTION ON PART
- WORDING AND STANDARDIZATION
* ACTION ON PART
- LIMITATIONS 2.01.03 - 2.01.04
- Prop Brk Indicating 2.02.11
- IMPROVEMENT OF THE PROCEDURE 2.03.05 - 2.03.19
2.04.01 - 2.04.04
2.05.01 - 2.05.02
2.05.04 - 2.05.07
2.05.09 - 2.05.10
2.05.12
- WORDING 2.02.01
* ACTION ON PART
- NEW EXAMPLES NET CEILINGS 3.09
ATR 42 Model : 400/500

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INVOLVED
NOV 97 * INTRODUCTION OF MODIFICATION
- 4366 : MOD AUTO FLIGHT ELECT PWR SPLY BASIC 500 1.06 Ć 1.10
- 4403 & 4404 : STEEP APPROACH ALERT INHIBITION 1.15 Ć 2.02
- 4292 : OXYGEN 100 % SYSTEM 1.07 Ć 2.01 Ć 2.03
- 4654 : GNSS HT 1000 1.15 Ć 2.02
* ACTION ON PART
- HARMONIZATION AND INTRODUCTION OF ANTI-MOD 1.13 Ć 2.02 Ć 2.05
FOR THE ENGINE ANTI-ICING SYSTEM
* ACTION ON PART
- MFC failed for take-off : wording 2.01
- GO AROUND procedure improvement and harmonization 2.02 Ć 2.03
- Both elevator Reconnect Procedure 2.02
- Equivalent Runway Status correction 2.02
- Dual DC GEN Loss procedure improvement and harmonization 2.04
- ENG Restart in Flight procedure 2.05
- Oxygen Limitation harmonization 2.01
* ACTION ON PART
- Chapter reference correction 3.03
- Air Conditioning effect correction 3.03
- VR correction in icing condition 3.03
- Technical correction on PWR MGT selector 3.05
- Addition of KVSR for CAT II 3.08
- Modification number correction 3.08
- Technical harmonization 3.09
- Fuel policy updating 3.10
- Flight with Landing Gear down: harmonization with AFM 3.11
- Minor correction 3.09
3.11
MAY 98 * INTRODUCTION OF MODIFICATIONS
- 4497 ATC MODE A ANC C 0.00 - 1.05
- 4541 TCAS PROVISION MODIFY VSI TCAS 1.10
- 4583 CAT II WIND LIMITS 2.02
- 4885 GNSS HT 1000 BR NAV 0.00 - 1.15
2.01 - 2.02
- 4890 GPS KLN 90 B BR NAV 0.00 - 1.15
2.01 - 202
ATR 42 Model : 400/500

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R.N.R.
AA

INVOLVED
* ACTION ON PART
- Corrections and Harmonization 1.00 - 1.03
1.05 - 1.07
1.08 - 1.10
1.16
* ACTION ON PART
- Tail Wind Limit from 10 to 15 kt 2.01
- Go Around 2.02 - 2.03
- Strong crosswind at landing 2.02
- Strong winds with spring tab 2.02
- A/C de/anti icing on ground 2.02
- ENG OIL LO PR procedure 2.02 - 2.05
- FDEP (Flight number) 2.03
- PLs in the notch before climb 2.03
- SMOKE procedures 2.04
* ACTION ON PART
- Tail Wind 15 kt : brake energy limitation 3.03
- Close/remote obstacle introduction 3.03
- Net ceiling : new graphs 3.09
- Correction following FOS revision 3.09
- DHR calculation example 3.09
NOV 98 * INTRODUCTION OF MODIFICATIONS

- MOD 4439 : Carbon fin 2.01.02
- MOD 5008 : Icing light flashing logic 1.13 - 2.02.08
- MOD 4358 : Service door open device mechanism 1.07
- MOD 5017 : Cabin & flight crew call system 1.05
- MOD 5018 : Cabin & flight crew call system 1.05
* ACTION ON PART
- Corrections and harmonization 1.05 - 1.06
1.07 - 1.08
1.10 - 1.11
1.13 - 1.15
1.16
- GNSS nomenclature 0.00
* ACTION ON PART
- New TCAS and GPS sections 2.01.00 - 2.01.06
2.01.07
- Max seats number 2.01.01
- V1 limited by VMCG bleed off 2.01.03
- Operations in wind conditions 2.02.08
- Procedures improvement 2.04 - 2.05.02
ATR 42 Model : 400/500

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R.N.R.
AA

INVOLVED
NOV 98 * ACTION ON PART
- LOGO correction 3.03.03
- DRIFT DOWN tables layout 3.09.03
- Dispatch with one TQ indicator inoperative 3.11.07
- Narrow runways operations : V1 limited by VMCG bleed OFF 3.11.10
(See 2.01.03)
NOV 99 YELLOW PAGES TO BE TURNED TO WHITE 1.03 - 1.05
1.04
1.10 - 1.15
1.13
2.01 - 2.02 - 2.04
* INTRODUCTION OF MODIFICATION
- 4273 : CONTAINER TRANSPORTATION ATR 42-400
- 4584 : AIR LEAK DETECTION SYSTEM. TEMP. LIMIT. 1.03 - 1.08 - 2.04
- 5016 : PRIMUS 660 RADAR SYSTEM 1.03 - 2.05
- 5067 : PHOTOLUMINESCENT FLOOR PATH MARKING 1.15
- 5171 : PHOTOLUMINESCENT FLOOR PATH MARKING 1.00 - 2.01
- 5022 : NEW VERSION GPS KLN90B/BRNAV 1.00 - 2.01
1.04 - 1.10 -
- 5150 : ADVANCED FORWARD CG LIMIT 1.15 -2.01
2.01
- ICING LT UPDATING AND WORDING 1.13
- ADDITIONAL INFORMATION AIL LOCK 1.09
- ADDITIONAL INFORMATION MAN IGNITION 1.16
- CORRECTIONS 1.06
MAX NUMBER OF PAX SEATS 2.01
- OIL TEMP LIMIT FOR HOTEL MODE (42-400) 2.01
- TCAS AMENDMENT 2.01
- VmLB IN FLAPS 0 CONF 2.02
- AIR BLEED NORMAL PROC 2.03
- AIR COND SMOKE PROC 2.04
- DUAL DC GEN LOSS PROC 2.04
- AIL LOCK LIT PROC 2.05
- PEC1 (2) FAULT PROC 2.05
- MANUAL MANAGEMENT 2.05
- GRAPH LAYOUT 2.06
- HARMONIZATION - CORRECTIONS 3.02
- LOOSE SNOW DEFINITION - CORRECTIONS 3.03
- NON DRY RUNWAYS DEFINITION 3.03.03
- WORDING 3.03.04
- KVs FOR VmLB0 3.04.04
- ICING CONDITIONS DEFINITION 3.06.01
- MINOR CHANGES 3.07
. EFFECT OF REVERSE ON CONTAMINATED RUNWAY 3.08.03
. RUNWAY SLOPE BETWEEN - 2 % AND - 4.5 %
- HARMONIZATION 3.10.01
- NEW SUPPLEMENT : UNPAVED RUNWAY 3.11.11
ATR 42 Model : 400/500

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R.N.R.
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DATE REASON FOR ISSUE CHAPTER

NOV 00 * NEW MODIFICATIONS
-5176 : GNSS 1.04 - 1.10 - 1.15
2.01 - 2.02
- 4972 : STEEP SLOPE APPROACH with performance credit 2.02.12
- 5205 : ATC/TCAS via BUS ARINC 429 2.05
- 4928, 5007 : VHF 8.33 KHz instead of 25 KHz : 1.05
-5021 : GPS KLN90B+ 1.04 - 1.10 - 1.15

2.01
* ACTION ON PART I
-Minor modifications 1.01 - 1.05 - 1.09
1.10 - 1.11 - 1.16
-CNTNR SMK pb logic 1.08
-TCAS/ATC 1.10
-STBY altimeter allowable deviation correction 1.10
-ICE DET indication light logic 1.13
* ACTION ON PART II
-Center of Gravity Envelope graph 2.01.02
-TCAS layout improvement 2.01.06 - 2.03
-Task Sharing in CAT II operation 2.02.04
-Icing fluids type II/IV 2.02.08
- Breakers circuit for ADC 2.05.12

* ACTION ON PART III
-Minor changes 3.03.02
-Holding table from FL 140 to FL 200 3.06 - 3.09
-Effect of reverse on contaminated runway 3.08
-Net ceiling methodology 3.09
- Dispatch combination 3.11
ATR 42 Model : 400/500

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R.N.R.
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DATE REASON FOR ISSUE CHAPTER

- 8259 TCAS COLLINS on KING AVIONIC 1.05 - 1.10 - 2.01
2.02
- 5146 TCAS TTR 921 1.05
- 4331 HF COLLINS 1.05
- 5262 Steep slope approach 1.09 - 1.15 - 2.02
- 4839 or 4656 DUAL GNSS & DME COLLINS 1.15
- 5243 DUAL HT 1000 GNSS 2.01
* ACTIONS ON PART I
- STBY altimeter allowable deviation correction 1.10
- Typing error, wording, layout 1.00 - 1.01 - 1.02
1.04 - 1.07 - 1.13
1.15
* ACTIONS ON PART II
- Layout, wording 2.05
- ATPCS test (ACW power lost) 2.03
- Note improvement 2.01
- ENG requirement 2.05
- Procedure improvement 2.02
- Procedure improvement 2.04
- OXY MASKS boxed item 2.04
- New procedure One prop remaining at Np 100 % after CLB 2.05
SEL."
* ACTIONS ON PART III
- FOS charts examples insertion 3.03 - 3.08
- Yellow pages to be turned to white 1.09 - 1.15 - 2.02
ATR 42 Model : 400/500

P8 001
R.N.R.
AA
DATE REASON FOR ISSUE CHAP INVOLVED

-MOD 3019 : Cargo door, install an internal opening mechasism 1.00.30
-MOD 4580 : Indicating/recording systems- Provide landing with 1.09.50

flaps at 25
-MOD 5285 : HF 9000 1.05.10
-MOD 3832 or 5103 or 5146 : 1.05-1.10-2.01

Replace COLLINS TCAS Computer -2.02
-MOD 5313: EGPWS 1.15-2.01-2.04
-MOD 5350: Installation of a second navigation light in wing tip 1.00.40

and tail cone
-MOD 3019 : 1.00.30

* ACTION ON PART I
- Hostess panel description 1.00.40
- MFC Code: left engine boot B fault 1.01.10
- Minor modifications 1.10.50
* ACTION ON PART II
-Engine Parameters Tolerance decription 2.02.11

-Use of rudder informations: structural limit 2.01.03-2.02.06
-Severe Icing Emergency Procedure updating according to the 2.04.05
AFM : Approach and Landing with reduced Flaps case
-Reduced Flap Landing Procedure updating according to the 2.05.06
AFM
-Lost of ice indicator in case of ACW BUS 2 OFF 2.05.04
-Minor modifications 2.05.04
Minor modifications 3.05.01
Yellow pages to be turned to white 1.05-2.01-2.04
ATR 42 Model : 400/500

P9 001
R.N.R.
REASON OF NORMAL REVISION DEC 03
AA
DATE REASON FOR ISSUE PAGES INVOLVED

DEC 03 Yellow pages to be turned to white
- MOD 5377 + 5434 : COCKPIT DOOR SECURITY SYSTEM 1.00.25 p1 to p4
1.00.30 p2
2.01.10 p1 to p4
* NEW MODIFICATIONS
- MOD 5016 : INSTALL PRIMUS 660 WEATHER RADAR 1.15.50 p 6
- MOD 5403 : NAVIGATION - CERTIFICATION OF GNSS 2.01.07 p1
PRNAV
- MOD 5358 : light - supply ouput in cabin & cargo compartment 1.08.10 p5 p1
* ACTION ON PART I
- Emergency lighting power supply 1.00.40 p3&p9
- Hostess panel lighting 1.00.40 p8
- AFCS schematic : TAS/TEMP 1.04.10 P 11/12
(Mod 3952 or 4890 or 5021 or 5022 only)
- TCAS aural alerts inhibition heights (MOD 5103 or 5146 only) 1.05.20
- FLAPS SCHEMATIC 1.09.50 p7/8
- MOD 5243 : DUAL GNSS 1.10.30p10
1.15.60p1 to p9
* ACTION ON PART II
- TCAS limitations : crew actions following resolution advisory 2.01.06 p1
- Enhanced PULL UP" warning GPWS 2.01.10 p3
- Daily trim check 2.02.16 p1
- Unfeathering propeller during cold weather operation (PEC 2.03.07 p4
aircraft only) 2.03.08 p3
- After landing TCAS on STBY 2.03.09 p2
- Improved ENG FLAME OUT AT TAKE OFF procedure 2.03.19 p1
- Cargo operations with one pack only 2.04.02 p5
- New severe icing procedure 2.04.03 p4&p6
- PEC Fault procedure : before landing CL 100 OVRD 2.04.05 p9
- Fuel feeder tank high level lost 2.05.02 p28
- Procedures following failure: steep slope approach prohibited 2.05.03p4
2.05.06 p1, p6, p7,
- Bleed leak occurence on ground p10, p11, p12
2.05.08p3
- Methodology for the TOW determination: clearer presentation 3.03.02 p3
- Climb gradient charts 3.04.00 p1
3.04.5 p1 to p5
Minor modifications 1.00.00 p1
1.01.10 p13
1.15.40 p8
2.03.10 p 1
ATR 42 Model : 400/500

P 10 001
R.N.R.
AA
DATE REASON FOR ISSUE PAGES INVOLVED

-ăMOD 5487 : Flight Identification FID 1.05.10 p7
2.03.07 p4
-ăMOD 8371 : 30% PAX Oxygen 1.07.20 - 2.01.05
*ăNEW MODIFICATIONS
-ăMOD 5465 : Securized Cockpit Door new version 2.01.10 p3
-ăMOD 5467 : EGPWS new version 1.15.40
2.04.05 p2 and p5
-ăMOD 5262 or 5357 : Steep Slope Approach mod equivalence 2.02.12 p4A
*ăACTION ON PART I
-ăSignification of fluorescent painting for PB 1.00.20 p4
-ăName of level 1" CAP lights 1.02.10 p4
-ăCOMPT TEMP panel graph improvement 1.03.30 p5
-ăOxygen System Schematics Updating 1.07.20 p7/8
-ăAIRFRAME DE-ICING PB FAULT logic 1.13.30 p3
-ăEGPWS MOD / MODELS correction 1.15.40 p6
*ăACTION ON PART II
-ăUse of JP4 is prohibited 2.01.04 p5
-ăTowing with TOWBARLESS system is prohibited 2.01.05 p1
-ăSecurized Cockpit Door Jammed procedure improvement 2.01.10 p3
-ăSevere Icing detection / procedure improvement 2.02.08 p13
-ăATPCS Test before ENG run up 2.03.06 p2
2.03.07 p11
-ăTrims Daily Check correction (according AFM) 2.03.07 p4
-ăSMK DET FANS FAULT procedure introduction 2.05.00 p4
2.05.12 p14
-ăNO NH during ENG START procedure improvement 2.05.02 p3
-ăNew FUEL LEAK procedure 2.05.03 p5
*ăACTION ON PART III
-ăNone
ATR 42 Model : 400/500

P 11 001
R.N.R.
AA
DATE REASON FOR ISSUE CHAP INVOLVED

- ATPCS Test 2.03.06 - 2.03.19
- OEB 3.12
* NEW MODIFICATIONS
- MPC Multi Purpose Computer 2.02.21
- ACARS Aircraft Communication Addressing and Reporting System 2.02.22
* ACTION ON PART 0
- New layout for manual presentation 0.40.00
* ACTION ON PART I
- Seat Position Sight Gauge 1.00.20
- MFC Maintenance Memory Reading : see Job Instruction Card 1.01.10
- Stick Pusher/Shaker YES TEST Improvement 1.02.10
- GNSS2 (if installed) electrical supply is on CD Bus 1 1.15.60
* ACTION ON PART II
- Updating for JP4 prohibiited 2.01.04
- Braking Failure on one Side Procedure Introduction 2.05.00 - 2.05.07
- ELEV JAM procedure : same as in QRH 2.05.06
- New layout for OEB chapter and OEB updating 3.12
* WORDING 2.03.04 - 3.10.01
* TYPING CORRECTION 1.01.10 - 1.16.40
2.05.00
ATR 42 Model : 400/500

P 12 001
R.N.R.
REASON OF THE REVISION DEC 06
AA
DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

- VHF and HF communication systems 1.05.10
- FUEL LO LVL Procedure Updating - MOD 4650 2.05.03
* NEW MODIFICATIONS
- MOD 4650 : Add LOW Level Detection System 2.05.03
* ACTION ON PART 0
- None
* ACTION ON PART I
- Graph Correction for Cabin PRESS Indicator 1.03.40
- BLUE and GREEN PUMP PWR ACW Electrical Distribution 1.06.60
- TOILET SYS ACW Electrical Distribution
- EFIS Control Panel : impact of MOD 5506 1.10.30 - 1.15.60
- Flight Recorders : impact of MOD 5567 1.10.50
- Correction multidisc brakes 1.14.40
- HT1000 Controls : impact of MOD 5506 1.15.60
* ACTION ON PART II
- Use of Jet B is prohibited 2.01.04
- TCAS TA wording improvement 2.01.06
- 2.02 Part Content Updating 2.02.00
- AHRS Caution linked with attitudes and heading errors 2.02.14
- AHRS and Weather Radar Layout 2.02.14
- High Latitudes Operations new section 2.02.19
- EMERGENCY DESCENT procedure Improvement 2.04.05
- DITCHING and FORCED LANDING procedures Improvement 2.04.05
- MFC Module Equipment List : see QRH 2.05.10
- ADC DISAGREEMENT procedure editorial improvement 2.05.12
- Typing error 3.03.02
- Holding : Flight Level 15 Correction 3.06.02
ATR 42 Model : 400/500

FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 1 Date: JAN 07
CSA Revision Number 23 ATR Revision Number 15

Edition Date JAN 07 Edition Date DEC 06
OK EFF indicates page effectivity for individual airplanes.
FCOM Volume 1
P CH S PAGE CODE OK EFF DATE NOTE
INTRODUCTION
0 00 00 1 OK ALL JUL 02
0 00 01 1-6 OK ALL NOV 03 OM-B
0 01 00 1 004 ALL DEC 06 L.T.R.
0 02 00 1 001 ALL DEC 06 R.T.R.
0 04 00 1 004 ALL DEC 06 L.E.T.P.
0 05 00 1 001 ALL DEC 06 L.N.R.
0 05 01 1-2 OK ALL JAN 07 L.C.R.
0 06 00 1-4 001 ALL NOV 98 R.N.R.
5 001 ALL NOV 99 R.N.R.
6 001 ALL NOV 00 R.N.R.
7 001 ALL NOV 01 R.N.R.
8 001 ALL NOV 02 R.N.R.
9 001 ALL DEC 03 R.N.R.
10 001 ALL DEC 04 R.N.R.
11 001 ALL DEC 05 R.N.R.
12 001 ALL DEC 06 R.N.R.
0 08 00 1-15 OK ALL JAN 07 L.E.P.
0 09 00 1-3 004 ALL DEC 06 L.O.M.
0 10 00 1 004 ALL DEC 06 C.R.T.
0 40 00 1-2 001 ALL DEC 05
3-5 OK ALL DEC 05
0 50 00 1-3 OK ALL JUL 01
4 OK ALL DEC 03
5 OK ALL JUL 01
6 OK ALL NOV 02
7-8 OK ALL JUL 01
9 OK ALL AUG 04
10 OK ALL DEC 03
11 OK ALL AUG 04
12 OK ALL JUL 01
0 60 00 1-2 001 ALL NOV 98
ÚLP/AC/LPS 07
AIRCRAFT GENERAL
1 00 00 1 001 ALL DEC 05
1 00 10 1-3 001 ALL DEC 95
4 001 ALL NOV 96
1 00 20 1-2 001 ALL DEC 95
2A 001 ALL DEC 05
3 001 ALL DEC 95
4 001 ALL DEC 04
1 00 30 1 090 ALL DEC 95
2 001 ALL DEC 03
3-6 001 ALL DEC 95
7 001 ALL NOV 96
1 00 40 1-2 001 ALL DEC 95
3 100 ALL DEC 03
4 001 ALL DEC 95
5 001 ALL NOV 01
6 001 ALL NOV 96
7 001 ALL DEC 95
8-9 001 ALL DEC 03
10 001 ALL DEC 95
1 00 50 1 001 ALL DEC 95
MULTIFUNCTION COMPUTER (MFC)

1 01 00 1 OK ALL DEC 05
1 01 10 1 001 ALL NOV 96
2 001 ALL DEC 95
3 001 ALL NOV 96
4-6 001 ALL DEC 95
7 220 ALL MAY 97
8-9 001 ALL DEC 95
10 001 ALL MAY 97
11 001 ALL DEC 95
12-16 001 ALL DEC 05
17-18 001 ALL DEC 95
CENTRALIZED CREW ALERTING SYSTEM (CCAS)

1 02 00 1 OK ALL DEC 05
1 02 10 1 001 ALL MAR 96
2-3 001 ALL DEC 95
4 001 ALL DEC 04
5 001 ALL DEC 95
6 001 ALL NOV 96
7 200 ALL NOV 96
8 001 ALL DEC 95
9 001 ALL NOV 01
10 001 ALL NOV 96
11 001 ALL DEC 95
12-13 001 ALL DEC 05
14-16 001 ALL DEC 95
PNEUMATIC SYSTEM / AIR CONDITIONING / PRESSURIZATION

1 03 00 1 OK ALL DEC 05
1 03 10 1-2 001 ALL DEC 95
3-4 001 ALL DEC 95
1 03 20 1 001 ALL MAY 98
ÚLP/AC/LPS 07
2-3 100 ALL NOV 99

4 001 ALL DEC 95
5 100 ALL NOV 99
6 001 ALL DEC 95
7-8 001 ALL NOV 99
1 03 30 1 001 ALL MAR 96
2 001 ALL DEC 95
3 001 ALL MAR 96
4 001 ALL DEC 95
5 001 ALL DEC 04
6-10 001 ALL DEC 95
11-12 001 ALL MAR 96
13-16 001 ALL DEC 95
1 03 40 1-3 001 ALL DEC 95
4 001 ALL MAR 96
5-7 001 ALL DEC 95
8 001 ALL DEC 06
9-10 001 ALL MAY 97
11-12 001 ALL NOV 96
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

1 04 00 1 OK ALL DEC 05
1 04 10 1 001 ALL NOV 98
2-8 001 ALL DEC 95
9 001 ALL NOV 97
10-12 001 ALL DEC 95
1 04 20 1 001 ALL DEC 95
2 001 ALL NOV 01
1 04 30 1-2 001 ALL DEC 95
1 04 40 1-18 001 ALL DEC 95
1 04 50 1 001 ALL DEC 95
COMMUNICATIONS
1 05 00 1 OK ALL DEC 05
1 05 10 1 001 ALL DEC 95
2 110 ALL NOV 00
3 050 ALL NOV 99
4 001 ALL DEC 95
5-6 030 ALL NOV 00
7 300 ALL DEC 04
8 001 ALL DEC 95
9 100 ALL NOV 99
10 001 ALL MAY 98
11-20 001 ALL DEC 95
1 05 20 1-2 060 ALL NOV 02
3 260 ALL NOV 02
4 080 ALL NOV 02
5 080 ALL DEC 03
6 080 ALL NOV 02
ELECTRICAL SYSTEM
1 06 00 1 OK ALL DEC 05
1 06 10 1-2 001 ALL NOV 96
1 06 10 3-4 001 ALL DEC 95
1 06 20 1-3 001 ALL DEC 95
ÚLP/AC/LPS 07
4 001 ALL NOV 99

5 001 ALL DEC 95
6 001 ALL NOV 96
7-8 001 ALL DEC 95
9 001 ALL NOV 96
10 001 ALL DEC 95
11 001 ALL NOV 98
12-26 001 ALL DEC 95
1 06 30 1 001 ALL NOV 99
2 001 ALL NOV 96
3-6 001 ALL DEC 95
1 06 40 1-3 001 ALL DEC 95
4 001 ALL NOV 96
5-6 001 ALL DEC 95
1 06 50 1-2 001 ALL NOV 96
3 001 ALL DEC 95
1 06 60 1 001 ALL NOV 97
2 001 ALL MAR 96
3-5 001 ALL NOV 97
6 001 ALL DEC 95
7 100 ALL NOV 97
8 001 ALL NOV 97
9 100 ALL NOV 96
10 001 ALL NOV 96
11 001 ALL NOV 97
12-21 001 ALL DEC 95
22-23 001 ALL DEC 06
24 001 ALL DEC 95
EMERGENCY EQUIPMENT
1 07 00 1 OK ALL DEC 05
1 07 10 1 OK ALL MAY 04
2 OK ALL DEC 05
1 07 20 1-3 001 ALL NOV 98
4-6 001 ALL DEC 95
7-8 001 ALL DEC 04
9-10 001 ALL DEC 95
1 07 30 1-2 110 ALL NOV 98
FIRE PROTECTION
1 08 00 1 OK ALL DEC 05
1 08 10 1 001 ALL NOV 98
2 001 ALL NOV 97
3 001 ALL DEC 95
4 001 ALL MAY 98
5 001 ALL DEC 95
6-7 001 ALL MAR 96
8 001 ALL MAY 97
FLIGHT CONTROLS
1 09 00 1 OK ALL DEC 05
1 09 10 1 100 ALL NOV 96
1 09 20 1 100 ALL NOV 00
2-3 001 ALL NOV 96
1 09 30 1 001 ALL NOV 00
ÚLP/AC/LPS 07
1 09 30 2-8 001 ALL DEC 95

1 09 40 1 001 ALL NOV 96
2-8 001 ALL DEC 95
1 09 50 1 001 ALL NOV 96
2-3 001 ALL DEC 95
4 100 ALL NOV 96
5-6 001 ALL NOV 96
7-8 001 ALL DEC 03
1 09 60 1-2 100 ALL MAY 97
3 100 ALL NOV 99
FLIGHT INSTRUMENTS
1 10 00 1 OK ALL DEC 05
1 10 10 1 060 ALL NOV 02
2 001 ALL DEC 95
3-4 001 ALL DEC 95
5 001 ALL NOV 01
6 060 ALL NOV 02
6A 060 ALL NOV 02
7 001 ALL MAR 96
8 001 ALL NOV 97
9-10 060 ALL NOV 02
1 10 20 1 001 ALL DEC 95
2 001 ALL NOV 96
3-4 001 ALL DEC 95
5 001 ALL NOV 96
1 10 30 1 001 ALL DEC 95
2 001 ALL NOV 96
3 001 ALL NOV 98
3A 001 ALL NOV 96
4-8 001 ALL DEC 95
9 001 ALL NOV 97
10 001 ALL DEC 95
11-13 001 ALL DEC 95
14 001 ALL NOV 96
15-16 001 ALL DEC 95
1 10 40 1 001 ALL DEC 95
1 10 50 1-2 100 ALL DEC 06
3-4 001 ALL DEC 95
FUEL SYSTEM
1 11 00 1 OK ALL DEC 05
1 11 10 1-2 001 ALL DEC 95
3 001 ALL DEC 05
4-5 001 ALL DEC 95
6 001 ALL NOV 98
7 001 ALL NOV 00
8-14 001 ALL DEC 95
HYDRAULIC SYSTEM
1 12 00 1 OK ALL DEC 05
1 12 10 1-2 001 ALL DEC 95
1 12 10 3 001 ALL MAY 98
4-6 001 ALL DEC 95
7-8 001 ALL NOV 96
ÚLP/AC/LPS 07
ICE AND RAIN PROTECTION

1 13 00 1-2 OK ALL DEC 05
1 13 10 1-4 001 ALL DEC 95
1 13 20 1-2 001 ALL DEC 95
3 050 ALL NOV 99
4 001 ALL DEC 95
1 13 30 1 001 ALL NOV 96
2 001 ALL NOV 01
3 001 ALL DEC 04
4 001 ALL MAY 97
5 001 ALL NOV 01
6-7 001 ALL DEC 95
8 001 ALL NOV 01
9-10 001 ALL MAR 96
1 13 40 1 001 ALL DEC 95
2 100 ALL NOV 96
3-4 001 ALL NOV 01
5 001 ALL DEC 95
1 13 50 1-3 001 ALL DEC 95
1 13 60 1-2 001 ALL DEC 95
1 13 70 1 001 ALL NOV 97
LANDING GEAR
1 14 00 1 OK ALL DEC 05
1 14 10 1 001 ALL DEC 95
1 14 20 1-5 001 ALL DEC 95
6 001 ALL NOV 96
7 100 ALL NOV 96
1 14 30 1-4 001 ALL DEC 95
1 14 40 1 001 ALL DEC 06
2-10 001 ALL DEC 95
NAVIGATION SYSTEM
1 15 00 1 OK ALL DEC 05
1 15 10 1-3 001 ALL DEC 95
4 001 ALL NOV 96
5-8 001 ALL DEC 95
1 15 20 1-2 001 ALL DEC 95
3 001 ALL NOV 99
1 15 30 1-2 001 ALL DEC 95
1 15 40 1-2 110 ALL DEC 04
2A 110 ALL DEC 04
3-4 110 ALL DEC 04
4A 110 ALL DEC 04
5 110 ALL DEC 04
6 150 ALL DEC 04
6A 110 ALL DEC 04
6B 150 ALL DEC 04
6C 110 ALL DEC 04
7 110 ALL DEC 04
1 15 40 7A 110 ALL DEC 04
7B 110 ALL DEC 04
8 110 ALL DEC 04
9-10 110 ALL DEC 04
1 15 50 1-5 010 ALL NOV 99
ÚLP/AC/LPS 07
6 010 ALL DEC 03

1 15 60 1 120 ALL NOV 01
2-3 090 ALL NOV 00
4-9 110 ALL NOV 00
10 090 ALL NOV 00
11-12 110 ALL NOV 01
POWER PLANT
1 16 00 1 OK ALL DEC 05
1 16 10 1 001 ALL NOV 02
1 16 20 1 001 ALL DEC 95
2 001 ALL DEC 95
3 001 ALL NOV 98
4 001 ALL NOV 99
5 001 ALL DEC 95
6 100 ALL MAY 97
7-8 001 ALL DEC 95
1 16 20 9-12 001 ALL DEC 95
13-14 100 ALL NOV 96
1 16 30 1 001 ALL DEC 95
2 001 ALL NOV 98
3 100 ALL NOV 98
4 001 ALL NOV 98
5-6 100 ALL NOV 96
7-10 001 ALL DEC 95
1 16 40 1 001 ALL DEC 95
2 001 ALL MAY 98
3 001 ALL DEC 95
4 001 ALL DEC 05
5-6 001 ALL DEC 95
7 001 ALL NOV 97
8 001 ALL DEC 95
9 001 ALL NOV 98
10 001 ALL NOV 97
11-12 001 ALL DEC 95
13 001 ALL MAR 96
14 001 ALL DEC 95
15 100 ALL NOV 96
16 001 ALL DEC 95
1 16 50 1-2 001 ALL DEC 95
1 16 60 1-4 001 ALL DEC 95
ÚLP/AC/LPS 07
FCOM Volume 2
LIMITATIONS
2 01 00 1 OK ALL MAY 04
2 01 01 1 OK ALL APR 05
2 OK ALL FEB 01
2 01 02 1 050 ALL NOV 99
2 01 03 1 100 ALL NOV 02
2 200 ALL MAY 97
3 001 ALL NOV 98
4 001 ALL DEC 95
5 001 ALL MAY 98
2 01 04 1 001 ALL NOV 01
2 001 ALL MAY 98
3 001 ALL DEC 95
4 001 ALL MAY 97
5 001 ALL DEC 06
6 001 ALL DEC 05
2 01 05 1 001 ALL DEC 04
2 001 ALL NOV 00
3 001 ALL MAY 97
2 01 06 1 050 ALL DEC 06
2-4 050 ALL NOV 02
5 080 ALL NOV 02
2 01 07 1 500 ALL DEC 03
2 01 08 1 100 ALL NOV 99
2 01 09 1 110 ALL NOV 02
2 01 10 1 OK ALL DEC 05
2-3 OK ALL MAY 04
4 OK ALL NOV 03
PROCEDURES AND TECHNIQUES

2 02 00 1-2 OK ALL JAN 07
2 02 01 1-10 OK ALL JAN 07
2 02 02 1 OK ALL NOV 03
2 02 03 1 001 ALL DEC 95
2-3 001 ALL NOV 96
4 001 ALL DEC 95
2 02 04 1 001 ALL NOV 96
2 001 ALL DEC 95
3 001 ALL NOV 96
4-6 OK ALL JAN 07
7 001 ALL MAY 98
2 02 05 1 001 ALL DEC 95
2 001 ALL NOV 96
3 OK ALL JAN 07
2 02 06 1-4 OK ALL JAN 07
2 02 07 1 001 ALL DEC 95
2 02 08 1 001 ALL NOV 98
2 001 ALL DEC 95
3-4 OK ALL JAN 07
5 001 ALL DEC 95
6 100 ALL NOV 00
7 050 ALL NOV 00
2 02 08 8 001 ALL NOV 00
ÚLP/AC/LPS 07
9 001 ALL MAY 98

10 001 ALL DEC 95
11 001 ALL MAY 97
12 001 ALL NOV 99
13 001 ALL DEC 04
14 001 ALL MAY 97
15 001 ALL NOV 99
16 001 ALL DEC 95
17 001 ALL NOV 00
18 001 ALL NOV 96
19-24 OK ALL JAN 07
2 02 09 1-4 OK ALL JAN 07
2 02 10 1-4 OK ALL JAN 07
5-6 001 ALL MAY 98
7 001 ALL NOV 96
8 001 ALL NOV 97
9 001 ALL DEC 95
2 02 11 1 001 ALL MAY 98
2 001 ALL NOV 02
3 001 ALL NOV 96
4 001 ALL DEC 95
5 001 ALL MAY 97
6 001 ALL DEC 95
7 001 ALL DEC 95
2 02 12 1 001 ALL NOV 98
2 001 ALL DEC 95
3-5 OK ALL JAN 07
2 02 13 1-15 OK ALL JAN 07
2 02 14 1-2 001 ALL DEC 06
2 02 15 1-5 OK ALL JAN 07
2 02 16 1-4 OK ALL JAN 07
2 02 18 1-4 OK ALL JAN 07
2 02 19 1 001 ALL DEC 06
2 02 20 1-9 OK ALL JAN 07
2 02 21 1-18 100 ALL DEC 05
18A 100 ALL DEC 05
2 02 22 1-3 OK ALL JAN 07
2 02 23 1-27 OK ALL JAN 07
2 02 24 1-2 OK ALL JAN 07
NORMAL PROCEDURES
2 03 00 1 OK ALL JAN 07
2 03 01 1 OK ALL JAN 07
2 03 02 1 OK ALL JAN 07
2 03 03 1-3 001 ALL DEC 95
2 03 04 1 001 ALL DEC 05
2 03 05 1 001 ALL DEC 95
2 001 ALL MAY 97
3 001 ALL DEC 95
4 001 ALL NOV 96
5-7 001 ALL DEC 95
2 03 06 1-5 OK ALL JAN 07
2 03 07 1-2 001 ALL DEC 95
2 03 07 3-5 OK ALL JAN 07
6 001 ALL NOV 00
ÚLP/AC/LPS 07
7-8 001 ALL DEC 95

9 OK ALL JAN 07
2 03 08 1-2 OK ALL JAN 07
2 03 09 1-2 OK ALL JAN 07
2 03 10 1-4 OK ALL JAN 07
2 03 11 1-2 OK ALL JAN 07
2 03 12 1-2 OK ALL JAN 07
2 03 13 1-2 OK ALL JAN 07
2 03 14 1-2 OK ALL JAN 07
2 03 15 1 OK ALL JAN 07
2 03 16 1-2 OK ALL JAN 07
2 03 17 1 OK ALL JAN 07
2 03 18 1 OK ALL JAN 07
2 03 19 1-5 OK ALL JAN 07
2 03 20 1-5 OK ALL JAN 07
2 03 21 1-5 OK ALL JAN 07
2 03 22 1-3 OK ALL JAN 07
2 03 23 1 OK ALL JAN 07
2 03 24 1-2 OK ALL JAN 07
2 03 25 1-2 OK ALL JAN 07
2 03 26 1 OK ALL JAN 07
2 03 27 1 OK ALL JAN 07
2 03 28 1-28 OK ALL JAN 07
EMERGENCY PROCEDURES
2 04 00 1 OK ALL DEC 05
2 04 01 1 001 ALL DEC 95
2 001 ALL MAY 97
2 04 02 1-4 001 ALL DEC 95
5 001 ALL DEC 03
2 04 03 1-2 001 ALL DEC 95
3 001 ALL NOV 99
4-6 001 ALL MAY 98
2 04 04 1-2 001 ALL NOV 99
2 04 05 1 OK ALL JUL 06
2 110 ALL DEC 06
3-4 001 ALL DEC 95
5 110 ALL DEC 06
6-7 001 ALL DEC 95
8 001 ALL NOV 98
9 001 ALL DEC 03
10 001 ALL NOV 99
11 OK ALL NOV 02
12 OK ALL JUL 02
13-14 OK ALL FEB 01
PROCEDURES FOLLOWING FAILURE

2 05 00 1-4 001 ALL DEC 05
2 05 01 1 001 ALL DEC 95
2 001 ALL MAY 97
2 05 02 1 001 ALL NOV 00
2 001 ALL DEC 95
2 05 02 3 001 ALL DEC 04
4-5 001 ALL DEC 95
6 001 ALL NOV 01
ÚLP/AC/LPS 07
7 001 ALL DEC 95

8 001 ALL NOV 97
9-10 OK ALL NOV 02
11-17 001 ALL DEC 95
18 001 ALL NOV 96
19 001 ALL DEC 95
20 001 ALL MAY 98
21 001 ALL MAY 98
22-23 001 ALL DEC 95
24 001 ALL NOV 01
25 001 ALL NOV 96
26 001 ALL NOV 98
27 001 ALL DEC 95
28 001 ALL DEC 03
29 001 ALL NOV 01
2 05 03 1-3 001 ALL DEC 95
4 001 ALL DEC 06
5 001 ALL DEC 04
2 05 04 1 001 ALL DEC 95
2 001 ALL MAR 96
3 001 ALL DEC 95
4 001 ALL MAY 98
5 001 ALL MAY 97
6 001 ALL DEC 95
7 001 ALL NOV 02
8-13 001 ALL DEC 95
2 05 04 14 001 ALL NOV 02
15 001 ALL DEC 95
16 001 ALL NOV 96
17 001 ALL NOV 02
2 05 05 1-5 001 ALL DEC 95
2 05 06 1 001 ALL DEC 03
2-4 001 ALL DEC 95
5 001 ALL DEC 05
6-7 001 ALL DEC 03
8 001 ALL DEC 95
9 001 ALL NOV 00
10-12 001 ALL DEC 03
13-14 001 ALL DEC 95
15 100 ALL NOV 99
2 05 07 1 001 ALL NOV 00
2 001 ALL MAY 97
3 001 ALL NOV 00
4-5 001 ALL DEC 95
6 001 ALL NOV 00
7 001 ALL DEC 95
8 001 ALL DEC 05
2 05 08 1-2 001 ALL DEC 95
3 100 ALL DEC 03
4-12 001 ALL DEC 95
2 05 09 1 001 ALL NOV 97
2 05 09 2 001 ALL DEC 95
3 001 ALL NOV 97
4 001 ALL NOV 96
5-7 001 ALL DEC 95
ÚLP/AC/LPS 07
8 001 ALL NOV 01

9 001 ALL DEC 95
10 001 ALL MAY 97
2 05 10 1-10 001 ALL DEC 95
11 001 ALL MAY 97
12-19 001 ALL DEC 95
20 001 ALL DEC 06
2 05 11 1-2 001 ALL NOV 98
2 05 12 1-7 001 ALL DEC 95
8 001 ALL NOV 00
9 001 ALL DEC 95
10 100 ALL NOV 00
11 001 ALL DEC 95
12 001 ALL DEC 06
13 001 ALL DEC 95
14 001 ALL DEC 04
15 001 ALL DEC 95
LOADING-FUEL-BALANCE CHART
2 06 00 1 OK ALL DEC 05
2 06 01 1 001 ALL DEC 95
2 06 02 1 001 ALL DEC 95
2 06 03 1-11 001 ALL DEC 95
2 06 04 1-2 001 ALL DEC 95
3 001 ALL DEC 95
4 001 ALL NOV 99
MISCELLANEOUS
2 07 00 1 OK ALL JAN 07
2 07 01 1-3 OK ALL NOV 03
2 07 02 1-2 OK ALL JAN 07
OPERATING DATA
3 01 00 1 001 ALL DEC 05
3 01 01 1-3 001 ALL DEC 95
3 01 02 1 001 ALL DEC 95
3 01 03 1 001 ALL DEC 95
3 01 04 1-2 001 ALL DEC 95
3 01 05 1 001 ALL DEC 95
POWER SETTING
3 02 00 1 OK ALL DEC 05
3 02 01 1 001 ALL NOV 99
2 001 ALL DEC 95
3 02 02 1-2 001 ALL NOV 99
3-4 001 ALL MAY 95
5 001 ALL NOV 96
6-11 001 ALL MAY 95
12 100 ALL NOV 96
TAKE-OFF
3 03 00 1 OK ALL DEC 05
3 03 01 1 001 ALL NOV 99
2 200 ALL MAY 97
3 03 02 1 001 ALL DEC 95
ÚLP/AC/LPS 07
2 001 ALL NOV 00

3 001 ALL DEC 06
4-6 200 ALL MAY 97
3 03 03 1 001 ALL NOV 99
2 200 ALL NOV 99
2A 200 ALL NOV 99
3 200 ALL NOV 96
4 001 ALL NOV 98
4A 001 ALL NOV 98
5 200 ALL MAY 98
5A 200 ALL MAY 98
6-7 200 ALL MAY 98
3 03 04 1 200 ALL NOV 99
2-13 200 ALL NOV 96
3 03 05 1 001 ALL MAR 96
2 200 ALL MAY 98
3 03 06 1 001 ALL NOV 01
CLIMB
3 04 00 1 OK ALL DEC 05
3 04 01 1 001 ALL MAY 98
3 04 02 1 200 ALL NOV 96
2-3 001 ALL MAY 95
3 04 03 1 200 ALL NOV 96
2-3 001 ALL MAY 95
3 04 04 1-10 001 ALL MAY 95
11 200 ALL NOV 99
3 04 05 1-5 001 ALL DEC 03
CRUISE
3 05 00 1 OK ALL DEC 05
3 05 01 1 100 ALL NOV 02
3 05 02 1-8 100 ALL NOV 96
3 05 03 1 001 ALL MAR 96
2 001 ALL MAY 95
3 001 ALL MAR 96
4 001 ALL MAY 95
5 001 ALL MAR 96
6 001 ALL MAY 95
7 001 ALL MAR 96
8-9 001 ALL MAY 95
HOLDING
3 06 00 1 OK ALL DEC 05
3 06 01 1 100 ALL NOV 99
3 06 02 1 200 ALL DEC 06
2 200 ALL NOV 00
3 06 03 1 200 ALL NOV 96
2 200 ALL NOV 00
DESCENT
3 07 00 1 OK ALL DEC 05
3 07 01 1 100 ALL NOV 99
3 07 02 1 001 ALL DEC 95
3 07 02 2 001 ALL MAY 95
3 07 03 1 001 ALL DEC 95
ÚLP/AC/LPS 07
2 001 ALL MAY 95
APPROACH-LANDING
3 08 00 1 OK ALL DEC 05
3 08 01 1 020 ALL MAY 97
2 200 ALL NOV 96
2A 220 ALL MAY 97
3 001 ALL DEC 95
4 200 ALL NOV 96
4A 320 ALL NOV 97
3 08 02 1 200 ALL NOV 97
3 08 03 1 001 ALL MAY 97
2 200 ALL MAY 97
3 001 ALL NOV 00
4 001 ALL DEC 95
3 08 04 1 001 ALL NOV 01
ONE ENGINE INOPERATIVE

3 09 00 1 OK ALL DEC 05
3 09 01 1-3 OK ALL DEC 05
4 OK ALL MAY 04
3 09 02 1 001 ALL DEC 95
2-3 001 ALL NOV 00
4-5 200 ALL NOV 00
6-9 001 ALL NOV 00
3 09 03 1-2 001 ALL MAY 98
3 001 ALL NOV 98
3 09 10 1-4 200 ALL NOV 96
3 09 15 1-4 200 ALL NOV 96
3 09 16 1-4 001 ALL MAY 95
3 09 17 1-2 001 ALL MAY 95
3-4 001 ALL MAY 98
3 09 20 1-8 001 ALL MAY 95
3 09 25 1-7 001 ALL MAY 95
3 09 30 1 200 ALL NOV 97
2 200 ALL NOV 00
3 09 35 1 200 ALL NOV 97
2 200 ALL NOV 00
FLIGHT PLANNING
3 10 00 1 OK ALL DEC 05
3 10 01 1-3 OK ALL JAN 07
3 10 02 1-2 001 ALL NOV 96
3 10 03 1 001 ALL NOV 96
3 10 04 1 001 ALL NOV 97
2-4 001 ALL MAY 97
SPECIAL OPERATIONS
3 11 00 1 OK ALL DEC 05
2 001 ALL NOV 00
3 11 01 1 001 ALL NOV 97
2-5 200 ALL NOV 96
3 11 01 6-9 001 ALL MAR 96
10 200 ALL NOV 96
ÚLP/AC/LPS 07
11 001 ALL MAR 96

3 11 02 1 001 ALL MAY 98
3 11 03 1 001 ALL NOV 96
3 11 04 1 001 ALL NOV 96
3 11 05 1 001 ALL NOV 96
3 11 06 1 001 ALL NOV 96
3 11 07 1 001 ALL NOV 98
3 11 08 1 001 ALL NOV 96
3 11 09 1 001 ALL MAY 97
3 11 10 1 001 ALL NOV 97
3 11 11 1 001 ALL NOV 96
MISCELLANEOUS
3 12 00 1 001 ALL DEC 05
3 12 10 1 001 ALL DEC 05
3 12 20 1 001 ALL DEC 05
3 12 21 1 001 ALL SEP 95
3 12 27 1 001 ALL DEC 05
3 12 28 1 001 ALL DEC 05
- END -
ÚLP/AC/LPS 07
ATR L.O.M.
DEC 06
42-400/500 List of Modifications
MODIF PARTS TITLE

VALIDITY
0043 1.3 REPLACE KING RADIO NAV-RADIO COMM

EQUIPMENT BY COLLINS
ALL
1112 2.3 AUTO FLIGHT - RETROFIT CAT. 2
CAPABILITY TO A/C DELIVERED WITH
CAT. 1 CAPABILITY
ALL
3713 2.3 NACELLES/POWERPLANT - INSTALL
PW127E ENGINES
ALL
3832 1.2 NAVIGATION- TCAS - REPLACE COLLINS
TCAS-COMPUTER
ALL
4019 1 DOORS - PASSENGER/CREW DOOR -
REPLACE A 2ND HANDRAIL BY A SEMI
AUTOMATIC HANDRAIL
ALL
4358 1 DOORS - SERVICE DOOR - REPLACE THE
OLD OPENING DEVICE BY A NEW RIGID
MECHANISM
ALL
4372 1.2.3 FLIGHT CONTROLS - AIRLERONS
CONTROLS - INSTALL SPRING TAB
ALL
4403 1.2 NAVIGATION - INSTALL SUNDSTRAND
MK7 GPWS
ALL
4439 2 FUSELAGE - SECT. 18 - INSTALL
VERTICAL FIN WITH CARBON EPOXY BOX
ALL
4462 1.2 GENERAL - INCREASE ATR 42-500 VFE 15
FROM 170 TO 180 KTS
ALL
4497 1 NAVIGATION - ATC - INSTALL 2ND
COLLINS ATC FEATURING MODES A AND
C
ALL
4540 2.3 WINGS - INB. & OUTB.FLAPS - DELETE
DEFLECTORS
ALL
Turn OK
ATR L.O.M.
DEC 06
MODIF PARTS TITLE

VALIDITY
4568 1 INDICATING/RECORDING SYSTEMS -
MODIFY FLAP EXTINTION LOGIC ON ST4
& ST5
ALL
4583 2 AUTO FLIGHT - AUTOPILOT - IMPROVE
GLIDE GUIDANCE LAW
ALL
4584 1.2 PNEUMATIC - AIR LEAK DETECTION
SYSTEM - REPLACE SENSING ELEMENTS
ALL
4601 1.2.3 PROPELLERS - PROPELLER CONTROL -
DELETE 77 % NP
ALL
4650 2 FUEL - QUANTITY INDICATION - ADD LOW
LEVEL DETECTION SYSTEM
ALL
4656 NAVIGATION - GNSS - PROVIDE DME'S
COUPLING
OK0506-0509
4928 COMMUNICATION - VHF SYSEM - INSTALL
8,33 KHZ CHANNEL SPACING VHF
SYSTEM
ALL
5008 1.2 ICE AND RAIN PROTECTION - MODIFY
FLASHING LOGIC OF "ICING" LIGHT
LOGIC OF "ICING" LIGHT(ASSOCIATED TO
ICE DETECT. SYSTEM)
ALL
5016 1 NAVIGATION - INSTALL NEW PRIMUS 660
WEATHER RADAR
ALL
5017 1 COMMUNICATIONS - CABIN & FLIGHT
CREW CALL SYSTEMS - ADD "EMER
CALL" ON A NEW-LOOK CONFIG.
ATTENDANT HANDSET
ALL
5020 2 NAVIGATION - INSTALL HT1000
GNSS/GPS BUS WIRING PROVISION
ALL
5067 1.2 LIGHTS - PAX COMPARTMENT EXT;
LIGHTING - REPLACE ESCAPE PATH
MARKING SYSTEM
ALL
Turn OK
ATR L.O.M.
DEC 06
MODIF PARTS TITLE

VALIDITY
5146 NAVIGATION - TCAS - TCAS COLLINS TTR
921 INSTALLATION
ALL
5150 2 STRUCTURE - EXTENSION OF THE FWD
CG LIMITS
ALL
5176 NAVIGATION - GNSS - LOAD SOFTWARE
FINAL BASELINE
ALL
5205 NAVIGATION - ATC/ATS - ACQUIRE
ALTITUDE VIA BUS ARINC 429
ALL
5313 1.2 NAVIGATION - EGPWS
ALL
5403 NAVIGATION - CERTIFICATION OF GNSS
P-RNAV
ALL
5467 NAVIGATION - EGPWS - INSTALL EGPWS
MKVIII P/N 965-1206-011
OK0505-0509
5487 NAVIGATION - ELEMENTARY
SURVEILLANCE FID TRANSMISSION
ALL
5567 INDICATING/RECORDING SYSTEM -
INSTALL AND ACTIVATE MPC
ALL
End OK
ATR C.R.T.
DEC 06
42-400/500 Cross Reference Table
This table shows, for each delivered aircraft, the cross reference between :
- the fleet serial number (F.S.N.)
- the manufacturing serial number (M.S.N.)
- the registration number
It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.
F.S.N. M.S.N. REGISTRATION
OK0503 0623 OK-JFJ

OK0504 0625 OK-JFK
OK0505 0629 OK-JFL
OK0506 0635 OK-KFM
OK0507 0637 OK-KFN
OK0508 0633 OK-KFO
OK0509 0639 OK-KFP
End OK
P1 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL DEC 05
AA
R The Flight Crew Operating Manual (FCOM) provides operating crew members and flight
operations engineers with information on the ATR 42-- 400/500 technical description,
procedures and performances characteristics. It may be used as a crew manual for
training purposes and flight preparation.
FCOM mainly comprises :

- manuel management in Part 0
- systems description in Part 1
- limitations with comments in Part 2
- procedures : normal, following failure and emergency, in Part 2 with comments
- procedures and techniques in Part 2.02
- performances (conservative and simplified compared with AFM) in Part 3
- Special Operations in Part 3
- OEB (Operations Engineering Bulletin) : validated by the ATR Chief Test Pilot, their aim
is to cover temporary equipment discrepancy. They are printed on pale green paper and
are situated at the very end of FCOM.
For any question, comment or suggestion regarding this manual, or technical

documentation in general, we recommend to use following e-- mail :
doc@atr.fr
stating at the minimum :
- aircraft model(s)
- manual(s) concerned
- precise page(s) if applicable
DEFINITION OF THE PAGE

A page is defined by :
- a reference : Part / Chapter / Section / page number - Example : 2.05.10 page 20.
- an effectivity criterion determining the page sequence
example : Equipment, Modification, Engine...
A page with a given reference may have several sequences :
example : 2.05.10 page 20
No criterion . . . . . . . . . . . Sequence 001
Mod XXXX . . . . . . . . . . . . Sequence 002
Mod XXXX + YYYY . . . . . . Sequence 003
All the sequences cover, for a given reference, all technical solution or variant for aircraft
types covered by the manual.
Airlines receive a part of these sequences to cover their fleet.
A sequence can be valid for several aircraft but an aircraft can not have several
sequences: an aircraft receives the page with the highest sequence among all pages for
which it has a validity.
ATR 42 Model : 400/500

P2 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL DEC 05
AA
R
(1) GIE ATR logo, with aircraft type and manual type
(2) Title of Chapter
(3) Part, chapter and section in the manual
(4) Page Numbering - Particular case : a page followed by an alphabetic letter must be
inserted between 2 pages. Example : page 11A must be inserted between pages 11 and 12.
(5) Sequence number
(6) If 2 letters (XX) are indicated on the page, this one is customized to airline XX
(7) Date of revision (date of page issue)
(8) Zone for standard
(9) Zone for unit
(10) Title of section
(1) Modification zone : contains expression of modifications characterizing the content of

this page.
(2) Indication of engine type installed on aircraft ; if there is “ALL” or if there is no Eng
reference, the content of the page does not depend on a particular engine.
(3) Indication of aircraft type ; if there is “ALL” or if there is no Model reference, the
content of the page does not depend on a particular model.
ATR 42 Model : 400/500

F.C.O.M. ORGANIZATION OF THE MANUAL DEC 05
RECTO - VERSO
The FCOM is published in recto-verso paper AT5 format customized for each airline.
In the LENP(0.08.00) List of Effective Normal Pages, when recto and verso are printed, each
sheet is represented by 2 lines :
- the first line concerns the recto.
- the second line concerns the verso.
If only recto sheet is printed, it is represented by only one line.
Then for each sheet, we find the validity line with an expression containing one or several numbers
which represent FSN (Fleet Serial Number) and registration number of aircraft for which this sheet
is applicable.
To understand the effectivity of the sheets, you must read :
Example: XFA - XFC = XFA to XFC --> 3 aircraft valid
XFA,XFC = XFA and XFC --> only 2 aircraft valid
In CRT (0.10.00), we find the list of fleet aircraft with FSN, MSN (Manufacturer Serial Number) and
registration number.
MANUAL UPDATING
Your manual comprises 3 types of pages:
- white pages (normal+ added by company)
- yellow pages (temporary)
- blue pages (added by company)
These 3 families of pages (white, yellow and blue) have a separated management.
WHITE PAGES (NORMAL + ADDED BY COMPANY)

They are issued for a normal revision.
YOU HAVE JUST RECEIVED A NORMAL REVISION (WHITE)
Refer to SHIPPING NOTE WHITE/BLUE PAGES (SNWBP) which precises if it is a total shipment.
In that case, throw all the pages of your last manual and replace them by the new shipment.
IF IT IS NOT A TOTAL SHIPMENT
You must received:
- the LIST OF NORMAL REVISIONS (LNR)

- the revised or new white pages
- the SHIPPING NOTE WHITE/BLUE PAGES (SNWBP)
This note lists all revised, new or cancelled white/blue pages, and only these pages, during the
last revision. This note serves as guide to update your manual.
ATR 42-500
Example:
〈〈 ..... 〉〉 : 1.05.20 p.1 : replace the old page by the revised page
〈〈 ADD 〉〉 : 1.06.40 p.2 : add new page
〈〈 DESTROY 〉〉 : 1.10.20 p.3 : delete old page
When you have finished the update, you can throw the SHIPPING NOTE WHITE/BLUE PAGES
(SNWBP)
- a new LIST OF EFFECTIVE PAGES (LEP)

This list sums up all white and blue pages to be found in your manual after the update.
YELLOW PAGES (TEMPORARY)

They are issued during a temporary revision, as it is impossible to wait until the issue of a Normal
Revision.
You receive a temporary revision (yellow) which contains:
- the LIST OF TEMPORARY REVISIONS (LTR)

A temporary revision NO X must remain in your manual as long as a date does not appear in
column 〈〈 Output date 〉〉
- the revised or new yellow pages
- the SHIPPING NOTE TEMPORARY PAGES (SNTP)
(same action that update of normal white pages)
- the LIST OF EFFECTIVE TEMPORARY PAGES (LETP): it lists all yellow pages to be found in
your manual after update of your last Temporary Revision.
Note: (1) A Temporary Revision may be cancelled only by a Normal Revision or by another
Temporary Revision numerically higher.
In case you have a same number for white and yellow page:
- you keep the white page
- you place yellow page on the white pate and until next revision, the information of
yellow pages have priority.
In any case, please pay attention to sheets effectivity on the lists of effective pages.
(2) On your manual, on pages having a technical revision, code 〈〈 R 〉〉 may appear on the
LH margin. This code identifies the part of the text which has been modified on the
page.
BLUE PAGES (COMPANY)

They are issued to change or give more details concerning to company procedures or differences
published on white pages about.
You receive CSA revision (blue):
- the revised or new blue pages
- the SHIPPING NOTE WHITE/BLUE PAGES (SNWBP)
(same action that update of normal white pages)
- the LIST OF EFFECTIVE PAGES (LEP): it lists all blue and white pages to be found in your
manual after update of your last CSA Revision.
ATR 42-500
In case you have a blue and white page for one page:
THE INFORMATION OF THE BLUE PAGES HAVE PRIORITY
To allow the rapid identification of the last revision of a given page, the revision is marked with full
vertical line on side.
AIRCRAFT CONFIGURATION
All ATR modifications having an impact on FCOM content are listed in LOM (0.09.00), List of
Modifications.
As for LENP or LETP, aircraft validity are given under FSN values. We may consult CRT to have
correspondence between FSN and MSN.
ATR 42-500
F.C.O.M. STANDARD NOMENCLATURE JUL 01
GLOSSARY OF STANDARD NOMENCLATURE
AAS Anti-icing Advisory System

ABNORM (ABN) Abnormal
AC Alternating Current
ACARS ARINC Communication Addressing and Reporting
System
ACAS Airborne Collision Avoidance System
AC BTC AC Bus Tie Contactor
AC BTR AC Bus Tie Relay
ACCU Accumulator
AC EBTC AC Emer Bus Transfer Contactor
ACW Alternating Current Wild Frequency
ADC Air Data Computer
ADF Automatic Direction Finding
ADI Attitude Director Indicator
ADS Air Data System
ADU Advisory Display Unit
A/EREC Auto Erection
AFCS Automatic Flight Control System
A/FEATH Auto Feathering
AFM Airplane Flight Manual
AFT Rear Part
AFU Auto Feather Unit
AGB Accessory Gear Box
AGL Above Ground Level
AH Ampere — Hours
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
AlL Aileron
ALT Altitude
ALTM Altimeter
ALTN Alternate
AMP Ampere
ANN Annunciator
AOA Angle of Attack
AP Auto-Pilot
APC Active Phase Control
APP Approach
APU Auxiliary Power Unit
ARM Armed
ASAP As Soon As Possible
ATR 42-500
ASCB Avionics Standard Communication Bus

ASD Accelerate Stop Distance
ASI Air Speed indicator
ASTR AC Stand by Bus Transfer Relay
ASYM Asymmetry
AT43 ATR 42-320
AT45
AT72 ATR 72-202
ATC Air Traffic Control
ATE Automatic Test Equipment
ATIS Automatic Terminal Information Service
ATO Actual Time Over the initial waypoint of the leg
ATOT Actual Time of Take-off
ATPCS Automatic Take off Power Control System
ATS Air Traffic Services
ATT Attitude
ATTND Attendant
AUTO Automatic
AUX Auxiliary
AVAIL Available
AZ Azimuth
BA Braking Action
BARO Barometric
BAT Battery
BC Back Course
BITE Built in Test Equipment
BPCU Bus Power Control Unit
BPU Battery Protection Unit
BRG Bearing
BRK Brake
B-RNAV Basic Area Navigation
BRT Bright
BSC Battery Start Contactor
BTC Bus Tie Contactor
BTR Bus Tie Relay
BXR Battery Transfer Relay
CA Cabin Attendant
CAB Cabin
CAC Crew Alerting Computer
CAP Crew Alerting Panel
ATR 42-500
CAPT Captain
CAT Category
C/B Circuit Breaker
CCA Chief Cabin Attendant
CCAS Centralized Crew Alerting System
CCW Counter clockwise
CD Coefficient of Drag
CDI Course Deviation Indicator
CDL Configuration Deviation List
CFC Constant Frequency Contactor
CG Center of Gravity
CHAN Channel
CHC Charge Contactor
CHG Charge
C/L Check List
CL Condition Lever
CL Coefficient of Lift
CLA Condition Lever Angle
CLB Climb
CLR Clear
CM Crew Member
CM1 Pilot on the left hand seat
CM2 Pilot on the right hand seat
CMPTR Computer
COM Communication
COMPT Compartment
CONFIG Configuration
CONT Continuous
CORRECT Correction
CPL Auto Pilot Coupling
CRC Continuous Repetitive Chime
CRS Course
CRT Cathodic Ray Tube
CRZ Cruise
CTL Control
CVR Cockpit Voice Recorder
CW Clockwise
DA Decision Altitude
DADC Digital Air Data Computer
DADS Digital Air Data System
DC Direct Current
DEC Declination, Decrease
ATR 42-500
F.C.O.M. STANDARD NOMENCLATURE DEC 03
DELTA P Differential Pressure

DEV Deviation
DFDR Digital Flight Data Recorder
DFZ 600 Flight Control Computer
DGR Degraded
DH Decision Height
DIFF Differential
DISCH Discharge
DIM Light Dimmer
DIST Distance
DME Distance Measuring Equipment
DN Down
DSPL Display
EADI Electronic Attitude Director Indicator

EBCC Emergency Battery Charge Contactor
EBTC Emer Bus Transfer contactor
ECU Electronic Control Unit
EEC Engine Electronic control
EFIS Electronic Flight Instrument System
e.g. for example
EGHR External Ground Handling Relay
EGPWS Enhanced Ground Proximity Warning System
EHSI Electronic Horizontal Situation Indicator
EHV Electro Hydraulic Valve
ELEC Electrical
ELV Elevation
EMER Emergency
ENG Engage
ENG Engine
EPC External Power Contactor
EQPT Equipment
ESS Essential
ET Elapsed Time
ETA Estimated Time of Arrival
ETOPS Extended Twin Operations
EXC External Power/Service Bus Contactor
EXT Extension
EXT Exterior, External
ATR 42-500
F Farenheit
FAF Final Approach Fix
FAIL Failed, Failure
FCOC Fuel Cooled Oil Cooler
FD Flight Director
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FEATH, FTR Feathered, Feathering
FF Fuel Flow
FGC Flight Guidance Computer
FGS Flight Guidance System
Fl Flight Idle
FL Flight Level
FLT Flight
FMA Flight Modes Annunciators
FMS Flight Monitoring System
F/O First Officer
FODU Feeder Overheat Detection Unit
FOS Flight Operations Software
FQI Fuel Quantity Indication
FT Foot, Feet
FTO Final Take Off
FU Fuel Used
FWD Forward
GA Go Around
GAL Galley
GC Generator Contactor
GCU Generator Control Unit
GEN Generator
GI Ground Idle
GMT Greenwitch Mean Time
GND Ground
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
GRD Ground
GS Glide Slope
GSPD Ground Speed
GXS ACW Generator/Service Bus Contactor
ATR 42-500
F.C.O.M. STANDARD NOMENCLATURE NOV 02
HBV Handling Bleed Valve

HD Head Down scanning
HD/U HD scanning with brief looks outside
HDG Heading
HDLG (HDL) Handling
HEBTC Hot Emer Battery Transfer Contactor
HF High Frequency
HI High
HLD Hold
HMBTC Hot Main Battery Transfer Contactor
HMU Hydromechanical Unit
HOBV Handling Overboard Valve
HP High Pressure
HSI Horizontal Situation Indicator
HTG Heating
HU Head Up scanning
HYD Hydraulic
IAA Initial Approach Altitude

IAF Initial Approach Fix
lAS Indicated Air Speed)
ICAO ICAO Flight Plan
IDT ldent
IEP Icing Evidence Probe
IGN Ignition
ILS Instrument Landing System
IMC Instrument Meteorological Condition
IMU Initial Measurement Unit
IN Inertial Navigation
in Inche(s)
INC Increase
IND(s) Indicator(s)
IN/HG Inches of Mercury
INHI Inhibit
INOP Inoperative
INS Inertial Navigation System
INST Instrument
INT Interphone
INU Inertial Navigation Unit
INV Inverter
IRS Inertial Reference System
ISA International Standard Atmosphere
ISOL Isolation
ISV Isolation Shut-off Valve
ITT Inter Turbine Temperature
ATR 42-500
kHz Kilo-Hertz
kt Knot
LAT Lateral
LAV Lavatory
LB Pound
LBA Lowest Blade Angle
LDG Landing
L/G Landing Gear
LH Left Hand
LIM Limitation
LNAV Lateral Navigation
LO Low
LOC Localizer
LO-PR Low Pressure
LP Low Pressure
LT(s) Light(s)
LVL Level
LVO Low Visibility Operations

LVP Low Visibility Procedures
LVTO Low Visibility Take-off
LW Landing Weight
MAC Mean Aerodynamic Chord

MAN Manual
MAP Ground Mapping
MAP Missed Approach Point
MAX Maximum
MB Millibar
MBCC Main Battery Charge Contactor
MBTC Main Bus Transfer Contactor
MC Master Caution
MCDU Multifunction Control Display Unit
MCT Maximum Continuous Trust
MDA Minimum Descent Altitude
MEA Minimum En route Altitude
MECH Mechanic
MEL Minimum Equipment List
MFC Multi Function Computer
MFCU Mechanical Fuel Control Unit
MGT Management
ATR 42-500
MHz MegaHertz
MIC Microphone
MIN Minimum
MISC Miscellaneous
MKR Marker
MLS Microwave Landing System
MLW Maximum Landing Weight
MM Millimeter
MMO Maximum Operating Mach
MOD Modification
MSG Messages
MSN Manufacturer Serial Number
MTOW Maximum Take oft Weight
MW Master Warning
MZFW Maximum Zero Fuel Weight
NAC Nacelle
NAV Navigation
NDB Non Directional Beacon
NDB (GPS) Navigation Data Base
NEG Negative
NH High Pressure Spool Rotation Speed
NIL Nothing, No Object
NL Low Pressure Spool Rotation Speed
NM Nautical Mile
NORM Normal
NP Propeller Rotation Speed
NPU Navigation Processor Unit
N/W Nose Wheel
NWS Nose Wheel Steering
OAT Outside Air Temperature

OBS Omni Bearing Selector
OD Operations Dispatch
OFP Operational Flight Plan
OM Operation Manual
OM Outer Marker
OT Other traffic
OUTB Outboard
OVBD Overboard
OVERTEMP Overtemperature
OVHT Overheat
ATR 42-500
F.C.O.M. STANDARD NOMENCLATURE AUG 04
OVHD Overhead
OVRD Override
OXY Oxygen
PA Passenger Address
PAR Precision Approach Radar
PAX Passenger(s)
PB, P/B Push Button
PCU Propeller Control Unit
PEC Propeller Electronic Control
PF Pilot Flying
PFTS Power Feeder Thermal Sensor
PIT Pitch
PIU Propeller Interface Unit
PL Power Lever
PLA Power Lever Angle
PNF Pilot Non Flying
PNL Panel
POS Position
PR, PRESS Pressurization, Pressure
PRG Prague
PRIM Primary
PRKG Parking
P-RNAV Precision Area Navigation
PROC Procedure
PROP Propeller
PRV Pressure Regulating Valve
PSEU Proximity Switch Electronic Unit
PSI Pound per Square Inch
PSU Pax Service Unit
PSV Propeller Servo Valve
PT Point
PT (TCAS) Proximity traffic
PTT Push To Talk, Push To Test
PTW Pitch Thumb Wheel
PVM Propeller Valve Module
PWM Pulse Width Modulation
PWR Power
PWR MGT Power Management
QAR Quick Access Recorder

QRH Quick Reference Hand Book
QT Quart
QTY Quantity
ATR 42-500
PRELIMINARY PAGES P 10 OK
F.C.O.M. STANDARD NOMENCLATURE DEC 03
RA (TCAS) Resolution Advisory

RA Radio Altitude
RAD/ALT Radio Altitude
RAD/INT Radio/Interphone
RAIM Receiver Autonomous Integrity Monitoring
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RCU Releasable Centering Unit
RDR Radar
RECIRC Recirculation
REV Reverse
RFCF Runway Field Clearance Floor
RGA Reserve Go-Around
RGB Reduction Gear Box
RH Right Hand
RLY Relay
RMI Radio Magnetic Indicator
RNAV Area Navigation
RNP Required Navigation Performance
RPM Revolution Per Minute
RQD Required
RTO Reserve Take-Off
RUD Rudder
RWY Runway
SAT Static Air Temperature

SB Service Bulletin
SBTC Stand By bus Transfer Contactor
SBY Standby
SC Single Chime, Starter Contactor
SCU Signal Conditioning Unit
SDTC Static lnverter Override Transfer Contactor
SEL Selector
SGL Single
SGU Symbol Generator Unit
SID Standard Instrument Departure
SMK Smoke
SMKG Smoking
S/O (SO) Shut Off
SOV Shut Off Valve
SPD Speed
SPLR Spoiler
SPLY Supply
ATR 42-500
F.C.O.M. STANDARD NOMENCLATURE AUG 04
SSR Service Bus Select Relay

STAB Stabilizer
STAR Standard Arrival
STBY Standby
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYNPHR Synchrophaser
SYS System
TA (TCAS) Traffic Advisory

TAD Terrain Awareness & Display
TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain Awareness Warning System
TBD To be Determined
TCAS Traffic Alert and Collision System
TCF Terrain Clearance Floor
TCS Touch Control Steering
TEMP Temperature
TGT Target
THR Threshold
TK Tank
TLU Travel Limiting Unit
TM Torque Motor
T/O, TO Take off
TOD Take-Off Distance
TOR Take-Off Run
TOW Take-Off Weight
TQ Torque
TRU Transformer Rectifier Unit
TTG Time To Go
UBC Utility Bus Contactor

U/F Underfloor
UHF Ultra High Frequency
UNCPL Uncouple
UNDV Undervoltage
UNLK Unlock
UTLY Utility
ATR 42-500
V1, V1 Decision speed

V2, V2 Take-off safety speed
VAPP, VAPP Approach Speed
VC Calibrated Airspeed
VENT Ventilation
VERT Vertical
VFR Visual Flight Regulation
VHF Very High Frequency
V/L VOR/LOC
VMC Visual Meteorological Condition
VMCA, VMCA Minimum Control Speed in flight
VMCG, VMCG Minimum Control Speed on ground
VMCL, VMCL Minimum Control Speed during landing approach
VmHB, VmHB Minimum High Bank Speed
VmLB, VmLB Minimum Low Bank Speed
VMO, VMO Maximum Operating Speed
VNAV Vertical Navigation
Vol. Volume
VOLMET Meteorological information for aircraft in flight
VOR VHF OMNI Directional Range
VR, VR Rotation speed
VS Vertical Speed
VSI Vertical Speed Indicator
VS(R), VS(R) Stall Speed
VU Visual Unit
WARN Warning
WAT Weight Altitude Temperature
WBM Weight and Balance Manual
WOW Weight On Wheel
WX Weather Radar
XFEED Cross feed

XFR Transfer
XPDR Transponder
YD Yaw Damper
ZA Aircraft Altitude
ZCTH Theoretical Cabin Altitude
ZFW Zero Fuel Weight
ZP Pressure Altitude
ZRA Radio Altimeter Altitude
ATR 42-500
P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE NOV 98
AA
ATR 42 Model : 400/500

P2 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE NOV 98
AA
ATR 42 Model : 400/500

AIRCRAFT GENERAL 1.00.00
P1 OK
F.C.O.M. CONTENTS DEC 05
1.00.00 ..................... CONTENTS

1.00.10 ..................... GENERAL
1.00.20 ..................... COCKPIT
1.00.25 ..................... COCKPIT DOOR SECURITY SYSTEM (IF INSTALLED)
1.00.30 ..................... DOORS
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ PERATION
10.P4 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
1.00.40 ..................... LIGHTING
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC
1.00.50 ..................... WATER AND WASTE SYSTEM
50.P1 ................ DESCRIPTION
50.P2 ................ ELECTRICAL SUPPLY
ATR 42-500
P 2A 001
COCKPIT PHILOSOPHY DEC 05
AA
SEAT POSITION SIGHT GAUGE
Seat position sight gauge may be used for proper setting seat height and fore/aft position.
It assures to the crew a correct view of instrument panels as well as runway environment,
especially when flying low visibility instrument approaches.
This indicator is composed of three colored balls. Center ball is red and is horizontally
shifted compared with the other two white balls.
For proper seat position, respective white ball is obscured by the red one.
ATR 42 Model : 400/500

P4 001
COCKPIT PHILOSOPHY DEC 04
AA
COCKPIT PHILOSOPHY
Status and failure indications are integrated in the pushbuttons (PB). PB positions and
illuminated indications are based on a general concept with the light out" condition for
normal continuous operation according to the basic rule.
With few exceptions, the light illuminates to indicate a failure or an abnormal condition.
Whenever possible, the failure alert is integrated in the PB which has to be operated for
corrective action.
R Some PB (such as ACW...) are painted in amber to help crew to find them in case of smoke
R (fluorescent painting).
PB POSITION BASIC FUCTION

IN (DEPRESSED) ON, AUTO, NORM
OUT (RELEASED) OFF, MAN, ALTN, SHUT
COLOR INDICATION
No light illuminated except flow bars Normal basic operation
BLUE Temporarily required system in normal
operation
GREEN Back up or alternate system selected

WHITE Selection other than normal basic operation
AMBER Caution indication
RED Warning indication
ATR 42 Model : 400/500

P2 001
DOORS DEC 03
AA
SERVICE DOOR
The service door is an outward opening, non plug type door with a net opening of 69 cm
(27") wide and 1.27 m (50") high.
Open position is forward. Door operation can be performed manually from inside or
outside of the airplane (refer to 1.07.30).
INTERNAL DOOR
A forward opening hinged door separates the forward cargo compartment and the
passenger compartment. A latch operated by a knob on the cabin side and a safety key
from the cargo side is provided. In case of emergency it can be forced open in either
direction.
R Except when a cockpit Door Security System is installed (see in this case 1.00.25), smoke
doors separate the forward cargo compartment from the cockpit. Four safety pins are
provided (two on each side) in order to remove the doors in case of emergency.
ATR42 Model : 400/500

P3 100
LIGHTING DEC 03
AA
EMERGENCY LIGHTING
Emergency evacuation path marking near the floor is a photoluminescent system. EXIT,
CEILING and EXTERIOR EMERGENCY lights are supplied with 6V DC. Two sources are
available :
R - DC STBY BUS via a voltage divider.
R - 6V integral batteries charged from the DC STBY BUS with a 10 mn capacity.
R In case of system activation, light will be supplied by DC STBY BUS. If this source fails, the
batteries will be utilized automatically.
R In case of flight with DC STBY BUS only, the cockpit lighting is restricted to :
- RH DOME light with the possibility to switch it off.
- LH three lights located below the glareshield.
- Overhead panel light illumination the pedestal
One light is provided in the toilet, illuminating when associated door is locked.
Note : Emergency flash lights are provided (see 1.07).
Mod : 5067 or 5171 ATR 42 Model : 400/500

P5 001
LIGHTING NOV 01
AA
(1) NO SMOKING sw
NO SMOKING Associated signs come on in the cabin, associated with a single chime.
The NO SMOKING" light illuminates blue in the memo panel.
OFF Associated signs and memo panel light are extinguished.
(2) SEAT BELTS sw
SEAT BELTS FASTEN SEAT BELTS" signs in the cabin and RETURN TO SEAT"
sign in the toilet come on associated with a single chime upon
illumination. The SEAT BELTS" light illuminates blue in the memo
panel.
OFF Associated signs and cockpit light are extinguished.
Note : When switching off NO SMOKING" or SEAT BELTS" signs, single chime
sounds in cabin.
(3) EMER EXIT LIGHT sélector
ON Emergency light s illuminate.
ARM Normal selector position in operation. Emergency lights will :
- Illuminate if DC EMER BUS voltage is below 18V or if the two
generators are lost.
- Extinguish if DC EMER BUS voltage is over 20V and at least one
generator running.
R Note : With GPU power AVAIL and selected on, non engine running, the emergency
lights will illuminate.
DISARM Normal selector position with engines stopped. Emergency light
system is deactivated.
Note : Cabin attendant's EMER LIGHT sw will override the ARM and DISARM
positions of the selector.
(4) DISARM light
Illuminates amber when the emergency light system is deactivated.
Light illuminate blue when associated switch is selected ON.

ATR 42 Model : 400/500
P8 001
LIGHTING DEC 03
AA
HOSTESS PANEL
Lat Ceiling Galley Lav Entrance Cargo Reading

Pass
LAT PASS switch : control lateral passengers lighting
CEILING switch : control the ceiling lighting
GALLEY switch : control the galley lighting
LAV switch : control lavatory lighting. A diffuser switches ON when lavatory latch is closed
ENTRANCE switch : control entrance lighting
CARGO switch : control cargo lighting
READING switch : when depressed, passenger reading lights are operational

R
EMERGENCY light : controls emergency exit light and evacuation path marking causing
emergency lights to illuminate (overriding crew switching)
ATR 42 Model : 400/500

DEC 03
R Emergency exit lights DC STBY BUS

MFC 1.01.00
P1 OK
1.01.00 ..................... CONTENTS

1.01.10 .................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ OPERATION
10.P4 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
10.P5 ................ LATERAL MAINTENANCE PANEL
10.P6 ................ SCHEMATIC
ATR 42-500
MFC 1.01.10
P 12 001
GENERAL DEC 05
AA
R For Reading of MFC Maintenance Memory, see AMM JIC 314800 PRO 10000
ATR 42 Model : 400/500

MFC 1.01.10
P 13 001
GENERAL DEC 05
AA
R LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500

MFC 1.01.10
P 14 001
GENERAL DEC 05
AA
ATR 42 Model : 400/500

MFC 1.01.10
P 15 001
GENERAL DEC 05
AA
ATR 42 Model : 400/500

MFC 1.01.10
P 16 001
GENERAL DEC 05
AA
ATR 42 Model : 400/500

CCAS 1.02.00
P1 OK
1.02.00 ..................... CONTENTS

1.02.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ OPERATION
10.P6 ................ SCHEMATIC
ATR 42-500
DEC 04
R ADVISORY lights (level 1)

CCAS 1.02.10
P9 001
GENERAL NOV 01
AA
Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall threshold
as follows :
Note : - During and after take-off, the icing AOA stall alert threshold has initially the
value described in the TAKE OFF table, and change over to EN ROUTE values
occurs when 10 mn have elapsed after litft off or when flaps are retracted to 0
whichever occurs first.
- Stall alarm alert and shaker are inhibited when aircraft is onthe ground.
- Stick pusher activation is inhibited :
S on ground,
R S during 10 seconds after lift off,
S in flight, provided radio altimeter is operative, when the aircraft descends
below 500 ft.
- if radio alitimeter gives an erroneous < 500 ft" signal meanwhile IAS > 180 kt for
more than 120 seconds (cruise), STICK PUSHER FAULT amber light will come
on to notify the crew that stick pusher is inhibited.
ATR 42 Model : 400/500

CCAS 1.02.10
P 12 001
GENERAL DEC 05
AA
10.5 LATERAL MAINTENANCE PANEL

On LH maintenance panel, a “WARN” section allows testing, on ground, of several
warnings which cannot be tested on their own system.
This section includes :
- a rotary selector to select the system to be tested ;
- a Push To Test (PTT) pushbutton to activate the selected test.
Note : The rotary selector must be replaced in NORM FLT position before flight.
WARN SECTION
ATR 42 Model : 400/500

CCAS 1.02.10
P 13 001
GENERAL DEC 05
AA
R ROTARY selector
R System which can be tested :
R - EXCESS CAB ∆P : MW, CRC, “EXCESS CAB ∆P” red light on CAP
R - LDG GEAR NOT DOWN : MW, CRC, “LDG GEAR NOT DOWN” red light on CAP,
R red light in landing gear lever.
R - PITCH DISCONNECT : MW, CRC, “PITCH DISCONNECT” red light on CAP
R - EXCESS CAB ALT : MW, CRC, “EXCESS CAB ALT” red light on CAP
R - SMK : MW, CRC, “FWD SMK”, “AFT SMK”, and “ELEC SMK” red lights on CAP
R - VMO: clacker
R - STICK PUSHER SHAKER - YES :
R S Stall cricket and both stick shakers are activated
R S After 5 seconds, GPWS FAULT illuminates amber on CAP *
R S After 10 seconds : - CHAN 1, CHAN 2 illluminate
R - Stick pusher is activated
R - Stick pusher indicators illuminate green
R S Select WARN rotary selector to NORM FLT
R S Monitor : - STICK PUSHER lights OFF
R - C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in.
- STICK PUSHER SHAKER - TEST 1 :

S Stall cricket and left stick shaker are activated
S After 5 seconds :
- GPWS FAULT illuminates amber on CAP *
- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber
S Stall cricket and right stick shaker are activated
S After 5 seconds :
- GPWS FAULT illuminates amber on CAP *
- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber
S CHAN 1, CHAN 2 illuminate
S Stall cricket and both stick shakers are activated
S After 5 seconds, GPWS FAULT illuminates amber on CAP *
* only when Enhanced GPWS not installed
Note : If ICING AOA is illuminated :
- YES procedure is the same.
- Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate
- Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate
- Test 3 procedure is the same except that stick pusher is activated in the
same time as shakers.
“CHAN” lights
Illuminate green to check the two angle of attack channels for correct operation.
ATR 42 Model : 400/500

AIR 1.03.00
P1 OK
1.03.00 ..................... CONTENTS

1.03.10 ..................... GENERAL
1.03.20 ..................... PNEUMATIC SYSTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P5 ................ SCHEMATIC
1.03.30 ..................... AIR CONDITIONING
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P4 ................ SCHEMATIC
1.03.40 ..................... PRESSURIZATION
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P4 ................ SCHEMATIC
ATR 42-500
AIR 1.03.20
P1 001
PNEUMATIC SYSTEM MAY 98
AA
20.1 DESCRIPTION (See schematic p 7/8)
Compressed air is bled from the engine compressors at the LP or HP stages.

The pneumatic system consists of all the systems designed to supply air to the
various aircraft systems, zones or engines, with associated control, monitoring and
indicating components. It supplies under pressure air for air conditioning,
pressurization and ice protection system.
A protection against overheat due to possible leakage around the hot air ducts is
provided.
AIR BLEED
- Air conditioning and pressurization
The system is designed to :
S select the compressor stage from which air is bled, depending on the pressure
and/or temperature existing at these stages.
S regulate air pressure in order to avoid excessive pressures
Air is generally bled from the low compressor stage (LP). At low engine speed when
pressure from LP stage is insufficient, air source is automatically switched to the
high compressor stage HP. (This may occur on ground and during descent at F.I.).
Transfer of air is achieved by means of a pneumatically operated and electrically
controlled butterfly valve, (HP valve) which remains closed in absence of electrical
supply :
S when the HP valve is closed, air is directly bled from the LP stage through LP
bleed air check valves.
S when the HP valve is open, the HP air pressure is admitted into the LP pneumatic
ducting and closes the check valves ; air is therefore bled from HP stage only,
without any recirculation into the engine.
- Wing and engine de-icing.

Air is bled from the HP compressor stage. Transfer of air is achieved through a
pressure regulating valve which is electrically controlled.
ISOLATION
Downstream of the junction of the LP and HP ducting, air is admitted into the duct by
a pneumatically operated, electrically controlled butterfly bleed valve which acts as a
shut off valve. It includes a single solenoïd which locks the valve closed when
deenergized. The bleed valve automatically closes in the following cases :
- Bleed duct OVHT
- Bleed duct LEAK
- Actuation of associated ENG FIRE handle
R - Engine failure at TO (UP TRIM signal)
- PROPELLER BRAKE selected ON (for left bleed valve only).
In the absence of air pressure, the valve is spring-loaded closed regardless of
electrical power supply.
Note : During a starting sequence, the bleed valves opening is inhibited.
ATR42 Model : 400/500

AIR 1.03.20
P2 100
PNEUMATIC SYSTEM NOV 99
AA
CROSSFEED
The crossfeed valve installed on the crossfeed duct is designed to connect LH and RH
air lbeed systems.
- On the ground, it is always open except when both engines are running and
propeller brake is disengaged.
- In flight, the crossfeed valve is normally closed. This is a spring loaded closed,
solenoid controlled, pneumatic shut off valve. The valve is closed with solenoid
deenergized.
LEAK DETECTION SYSTEM

A continuous monitoring system is installed in order to detect overheat due to duct
leakage and to protect the structure and components in the vicinity of hot air ducts :
- Wing leading edge and wing to fuselage fairing,
- Upper and lower fuselage floor,
- Air conditioning pack area.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major
part of the high temperature ducts to collect and direct leaking air to the sensing
elements.
The sensing system includes two single loop detection assemblies, one for the RH
and one for the LH air duct systems.
The sensing elements comprise a control lead (nickel wire) embedded in an insulating
material and are integrated in an inconel tube connected to aircraft ground.
Each sensing element is permanently subjected to the temperature of the
compartment it protects. For any temperature higher than a preset value : 153°C
(307°F) applied to a part of the sensing element, the resistance of the eutectic mixture
rapidly decreases and the central lead is grounded. This results in an alert signal
processed in a control unit which triggers illumination of LEAK It. After one second
time delay, the associated pack valve, HP valve and BLEED valve (and GRD X FEED
valve if the left loop is affected) are automatically latched closed.
Note : In case of LEAK, the crew must consider the associated bleed system as
inoperative for the rest of the flight.
OVERHEAT CONTROL SYSTEM

This system includes switches (thermal resistances) which are installed on the
engines, near the HP compressors exit.
These switches, which are duplicated for safety, ensure that the bleed valve and the
bleed air shut-off valve are closed whenever any abnormal over temperature
conditions occur. They operate at 274°C (525°F) and are controlled by the MFC.
Note : In case of OVHT, the associated bleed system may be recovered after a
cooling time.
Mod : 4584 ATR 42 Model : 400/500

AIR 1.03.20
P3 100
AA
20.2 CONTROLS
AIR BLEED PANEL
TOFA–01–03–20–003–100AA
1 ENG BLEED pbs

Controls the associated HP valve and BLEED valve.
ON (pb pressed in) associated HP and bleed valves solenoids are energized.
The valves will open if pressure is available.
OFF (pb released) associated HP and bleed valves are closed. OFF light
illuminates white.
FAULT The light illuminates amber and the CCAS is activated when the bleed
valve position disagrees with the selected position, this especially occurs
in case of leak or overheat.
2
OVHT light
The light illuminates amber and the CCAS is activated when either of the respective
bleed duct dual overheat sw operates (T u 274°C/525°F).
3
LEAK light
The light comes on amber and the CCAS is activated when respective bleed leak
detection system signals an alert (T loop u 153°C/307°F).
4
X VALVE OPEN light
The light illuminates amber when the GRD X FEED valve is open.
Mod : 4584 ATR 42 Model : 400/500

AIR 1.03.20
P5 100
AA
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts :
- Bleed valve position in disagree with command.

D See BLEED VALVE FAULT procedure in chapter 2.05.08
- Overheat in bleed duct (T duct u 274°C/525°F).
D See BLEED OVHT procedure in chapter 2.05.08
- Bleed air leak (Loop u 153°C/307°F).
D See BLEED LEAK procedure in chapter 2.05.08
Mod : 4584 ATR 42 Model : 400/500

AIR 1.03.20
P 7/8 001
AA
20.5 SCHEMATIC
ATR 42 Model : 500

DEC 04
R FLT COMPT CABIN

DEC 06
R
AFCS 1.04.00
P1 OK
1.04.00 .................... CONTENTS

1.04.10 .................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P5 ................ SCHEMATIC
1.04.20 .....................AUTOPILOT / YAW DAMPER
1.04.30 ..................... FLIGHT DIRECTOR
1.04.40 ..................... OPERATION
40.P1 ................ SYSTEM OPERATION
40.P2 ................ AUTOPILOT / FLIGHT DIRECTOR MODES
1.04.50 ..................... ALTITUDE ALERT
ATR 42-500
AFCS 1.04.10
P1 001
GENERAL NOV 98
AA
10.1 DESCRIPTION (See schematic p 11/12)
The aircraft is provided with an automatic flight control system. It achieves :

• Autopilot function and/or yaw damper (AP and/or YD)
• Flight director function (FD)
• Altitude alert
Main components are :
• one computer
• one control panel
• one advisory display unit (ADU)
• three servo-actuators (one for each axis).
The computer receives data from the two Air Data computers (ADC), the two Attitude
R and Heading Reference Systems (AHRS), the two SGU, the radio-altimeter, the GPS
R (if installed) and from some sensors.
It generates commands to the flight control actuators and to the FD bars.
Dual microprocessor architecture and digital servo-monitoring technique are used to
provide an adequate safety level.
COMPONENT LAYOUT
1 AFCS advisory display, control box and computer (cockpit and electronic rack).
2 Yaw and pitch servo actuators.
3 Roll servo actuator.
ATR 42 Model : 400/500

AFCS 1.04.10
P9 001
GENERAL NOV 97
AA
10.3 ELECTRICAL SUPPLY / MFC LOGIC
ELECTRICAL SUPPLY
DC BUS SUPPLY AC BUS SUPPLY
EQUIPMENT
(C/B) (C/B)
R AP/FD computer DC EMER BUS - Nil -
+ YD DISC circuit (on overhead panel CMPTR)
+ control box
+ GUIDANCE"
indication (*)
R ADU DC STBY BUS - Nil -
(on overhead panel ADU)
R Servo controls DC STBY BUS - Nil -
(on overhead panel SERVO)
AP OFF lights DC ESS BUS - Nil -
+ AP DISC circuit (on overhead panel WARN)
(*) if installed
MFC LOGIC
See chapter 1.01
ATR 42 Model : 400/500

AFCS 1.04.20
P2 001
AUTOPILOT / YAW DAMPER NOV 01
AA
MANUAL DISENGAGEMENT
- Action on the AP pb on the control panel, or quick disconnect pb on each control column,
or GA mode activation, or STBY or NORMAL pitch trim switch activation or effort on
control column disengage the AP function without disengaging the YD function. Th AP
white arrows extinguish, the AP OFF it illuminates red and the cavalry charge" aural
warning is generated.
- On the ADU, the RESET pb illuminates amber and the AP DISENGAGED" message is
displayed in amber on the second line. Action on the RESET pb or quick disconnect pb
clears the warnings and message.
Note :If a failure occurs, the PITCH TRIM FAIL", PITCH MISTRIM" or AILERON
MISTRIM" message is displayed on the ADU.
The crew has to disengage AP and manually fly the aircraft.
- Action on the YD pb on control panel or effort on pedals disengages the YD and AP. The
AP and YD white arrows extinguish. The AP OFF" It illuminates red and the cavalry
charge" aural warning is generated. On the ADU, the RESET" pb illuminates amber and
the AP/YD DISENGAGED" message is displayed in amber on the second line. Action
on the RESET pb or the quick disconnect pb clears the warnings and message.
AUTOMATIC DISENGAGEMENT
The warnings and messages are the same as those which occur in case of manual
disengagement but AP OFF", light and AP" or AP/YD DISENGAGED" message are
flashing. Action on RESET" pb clears warnings and messages.
R Note : If PITCH TRIM ASYM Lt illuminates on central panel, AP automatically
disengages and cannot be reengaged.
AP/YD MONITORING RECOVERY
When a monitored failure is detected, AP and/or YD is disengaged. If the pilot clears
messages displayed on ADU (by using RESET pb) the FGC will attempt a monitor
recovery". The AP/YD can be once again engaged.
If initial failure condition still exists, AP/YD is disengaged again.
Conditions which will inhibit all recovery attemps are :
- Loss of AP, YD and AFCS controls panel.
- Trim inoperative monitor failures.
- Any APP mode.
- GA mode.
- LOC or BC modes.
ATR 42 Model : 400/500

COMMUNICATIONS 1.05.00
P1 OK
1.05.00 ..................... CONTENTS

1.05.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P4 ................ SCHEMATIC
1.05.20 ..................... TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ OPERATION
ATR 42-500
P2 110
GENERAL NOV 00
AA
VHF COMMUNICATION SYSTEM
Two systems are provided.

Each system has its own transceiver to provide communications on more than 2000 channels
from 118.000 to 136.975 MHz with 8.33 KHz spacing, and is controlled by a VHF control box
with dual channel selection.
In case of audio control panel loss, two AUDIO SEL pbs allow to select one VHF on each side.
Mod 4928 or 5007 ATR 42 Model : 400/500

P3 050
GENERAL NOV 99
AA
INTERPHONE SYSTEM
- To interconnect all stations (ground crew station + cockpit + cabin attendant) :
D Depress INT transmissions key
D Use PTT pbs
- Cockpit crew interphone
Using boom set or oxy mask :
D Set the RAD/INT selector on "INT" position without use of PTT pb or,
D Set the PTT selector (control wheels) in the forward position regardless of the
RAD/INT selector position
R - To call cabin attendant from the cockpit (see 1.05.10 p 9)
R D Depress the ATTND pb (overhead panel) for a normal call or press the ATTND
R pb three times successively for an emergency call.
R A single chime (or three for an emer call) is generated in the cabin and the CAPT white light
illuminates on the cabin attendant panels. As soon as the cabin attendant selects "INT",
the CAPT It extinguishes.
- To call cockpit from cabin attendant station
R D Depress INT pb (besides the hostess panel) for a normal call or press the EMER pb
R for an emergency call.
Associated ATTND light illuminates on overhead panel and a door bell is generated by
the MFC. By pressing RESET, both visual and aural calls will be cancelled.
R - To call the ground crew from the cockpit (see 1.05.10 p 9)
D Depress MECH pb (overhead panel)
A horn call is generated in the nose gear bay.
- In case of ground crew call
MECH pb illuminates blue on overhead panel and a door bell is generated by the
MFC. By pressing RESET, both visual and aural calls will be cancelled.
PASSENGER ADDRESS SYSTEM
The passenger address system allows the crew and the cabin attendant to make
announcements to the passengers. Passenger address system also generates single
chime sound in the cabin. The passenger address system is connected to :
- The RCAU which allows the cockpit crew to make announcements to the
passengers by selecting PA key on audio control panel.
- The cabin attendant handset
- The cabin attendant call pb distributed in the cabin for the passengers
- The cabin attendant call pb in the cockpit
- The NO SMOKING/FASTEN SEAT BELTS controls
- The cockpit voice recorder
- Loudspeakers distributed in the cabin (one of them being installed in the toilet)
DISTRIBUTION OF AURAL ALERTS
Generated by CCAS (refer to chapter 1.02)
Generated by GPWS (refer to chapter 1.15)
Generated by TCAS (when installed, refer to 1.05.20)
Mod : 5017 or 5018 ATR 42 Model : 400/500

P5 030
GENERAL NOV 00
AA
TOFA-01-05-10-005-A010AA
1
- ON/OFF and volume knob
Energizes the control box and the associated VHF. SQ OFF position disables the
receiver squelch circuit.
2
- Channel selector
In normal use, controls the preset channel display :
- an outer knob is used for selection of numbers left of the decimal point
- an inner knob is used for selection of numbers right of the decimal point
3
- Channel display
The active channel is displayed on the first line.
The preset channel is displayed on the second line.
Annunciators are displayed on both lines.
3
- XFR/MEM switch
This is a three positions spring loaded toggle switch.
- NEUTRAL
- XFR : exchanges preset and active channel.
- MEM : successive actions cycle the six memory channels through the display.
Mod 0043 + (4928 or 5007) ATR 42 Model : 400/500

P6 030
GENERAL NOV 00
AA
5
- STO button
Allows entering six channels in the memory. When depressed, the upper window
displays the channel number of available memory (CH1 to CH6). For 5 seconds,
the MEM swith may be used to advance through the channel numbers.
Push the STO button a second time enters the preset channel.
6
- STO button
Allows to change the active channel .When depressed, second line displays
dashes,
and first line can directly be tuned from channel selector.
Returns to the initial configuration when depressed a second time.
7
-TEST button
Is used to initiate the radio self-test diagnostic routine.
8
- Annunciators
Three types of messages can appear in this location.
MEM illuminates when a preset channel is being displayed on the second line.
RMT illuminates when the VHF is remotely tuned (by an FMS e.g.)
TXi illuminates when the VHF is transmitting.
9
- Compare annunciator
ACT signal illuminates when channels are being changed.
ACT flashes if the actual channel is not identical to the channel in the active channel
display.
10
- Light sensor
Automatically controls the display brightness.
CAUTION: Untimely squelch triggering may accur on the following channels

124.990 , 128.390 , 128.400 , 129.990 and 134.990 without disturb
emission and reception.
Mod 0043 + (4928 or 5007) ATR 42 Model : 400/500

P7 300
GENERAL DEC 04
(*)
(1) - Power and mode switch

OFF ATC control box and transceiver are deenergized.
STBYATC system is under power, but does not transmit replies.
ON ATC Transponder Mode S replies to both Mode A and Mode C interrogations but
without from ground or air.
ALT Normal operating position. Transponder replies with flight level information.
FID Elementary Surveillance. Flight IDentification (FID) display and selection.
(2) - ATC Code and FID Display
Display selected ATC code and Flight ID.
(3) - Code select knobs
ATC : - Outer knob controls the two left-hand digits.
- Inner knob controls the two rigth-hand digits.
FID : - Outer knob selects digits.
- Inner knob controls digits.
(4) - IDENT button
When depressed, causes the transponder to transmit IDENT" signal.
(5) - Annunciators
- TX is displayed when the ATC replies to an interrogation.
- RMT is displayed when the ATC is remotely tuned.
(6) - ACT Compare annunciator
ACT is displayed during code changes. ACT flashes when the actual reply code is not identical
to the code shown in the active code display.
(7) - PRE button (Preset)
Push and hold the PRE button while turning the code select knobs to select a preset code for
storage. The stored code can be recalled by momentarily pressing the PRE button again.
(8) - Test button
Press the TEST button to initiate the radio self test routine.
(9) - Photo cell
Automatically controls the display brightness.
(10) - Switch 1/2 (*)
Selects either of two transponders that may be controlled by the control box.
(*) : depending on versions
Mod. : 5487 ATR 42 Model : 400/500

P9 100
GENERAL NOV 99
AA
LOUDSPEAKERS VOLUME KNOBS
Communication reception over cockpit loudspeakers is controlled by an individual

knob for each of the two cockpit loudspeakers.
Note : In case of aural alert :
- Normal volume is always available regardless of knobs position.
- During any transmission, the volume of both loudspeakers is muted.
AUDIO SEL PB(s)
Controls functioning of associated RCAU processing board.

NORM (pb depressed) RCAU functions normally.
FAULT illuminates amber and the CCAS is activated when when an associated RCAU
processing board failure or power loss is detected.
ALTN (pb released) affected crew station is connected directly to :
VHF 1 if CAPT station is affected or VHF 2 if F/O station is affected.
Volume is adjusted by affected loudspeaker volume control.
Note : On the affected side PA, interphone and other VHF can not be used any longer.
CALLS PB(s)
See 1.05.10 p 3
Mod : 5017 or 5018 ATR 42 Model : 400/500
P 10 001
GENERAL MAY 98
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry
door and the toilet door. The antenna is located in the fairing ahead of the stabilizer
fin. This system includes its own battery.
AUTO transmission is made automatically on 121.5 MHz, 243 MHz and
406 MHz when deceleration exceeds 5 g (X MIT ALERT It
illuminates amber).
MAN allows commanded operation (X MIT ALERT It illuminates amber)
AUTO TEST RST Is used in case of undue alert (resert), or to test the emergency
beacon. Two cases are possible for the test :
- Net work : X MIT ALERT illuminates amber during 2 seconds
- Failure : X MIT ALERT It flashes during 15 seconds.
CAUTION : The test must not be performed in MAN mode.
R Aircraft on ground (and electrically supplied), when the emergency beacon is triggered
R after 30 seconds, the mechanical horn is triggered too.
ATR 42 Model : 400/500

P1 060
TCAS NOV 02
AA
20.1 DESCRIPTION
The TCAS is an on-board collision avoidance and traffic situation display system with
computer processing to identify and display potential and predicted collision targets,
and issue vertical resolution advisories on the pilot's and copilot's TCAS vertical speed
indicator (TCAS VSI) to avoid conflict. From the transponder replies, TCAS determines
relative altitude, range, and bearing of any aircraft equipped with a mode C or S
transponder. From this, TCAS will determine the threat using standardized algorithms.
Outputs from the TCAS System are voice messages and visual displays on the TCAS
VSI's for Resolution Advisories (TCAS RA's) and Traffic Advisories (TCAS TA's).
The TA is informative and indicates potential threats. The RA displays a threat resolution
in the form of a vertical maneuver if the potential conflict is projected to occur.
Threat aircraft with mode A transponders will not provide altitude information : therefore
TCAS will not issue resolution advisories for these threats. The TCAS will not detect
aircraft without transponders.
The TCAS is a single system installation consisting of :
- one TCAS processor,
- two high resolution bearing antennae (one top mounted and one bottom mounted),
- two mode S transponders,
- two modified TCAS VSIs each integrating traffic advisory display and vertical speed
information,
- one pylon mounted TCAS control box,
- two overhead speakers for voice messages and associated wiring.
Following definitions are intended to be used for TCAS operations :
(A) Advisory :
A message given to the pilot containing information relevant to collision avoidance.
(B) Corrective resolution advisory :
A resolution advisory that advises the pilot to deviate from current vertical speed,
e.g., CLIMB when the aircraft is levelled.
(C) Intruder :
A target that has satisfied the TCAS threat detection logic and thus requires a traffic
advisory.
R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500

P2 060
TCAS NOV 02
AA
(D) Mode S :
Type of secondary surveillance radar (SSR) equipment which provides replies to
mode A and Mode C interrogations and discrete address interrogations from the
ground or air.
(E) Preventive resolution advisory :
A resolution advisory that advises the pilot to avoid certain deviations from the
current vertical speed because certain vertical speed restrictions exist.
(F) Proximate traffic :
Nearby aircraft within "850 ft and 6NM which are neither an RA nor a TA.
(G) Resolution advisory (RA) :
Oral and visual information provided to the flight crew to avoid a potential collision.
(H) Threat :
A target that has satisfied the threat detection logic and thus requires a resolution
advisory.
(I) Traffic advisory (TA) :
Information given to the pilot pertaining to the position of another aircraft in the
immediate vicinity. The information contains no resolution information.

P3 260
TCAS NOV 02
AA
20.2 CONTROL
TCAS CONTROL BOX
1 TCAS rotary selector

Enables TCAS to be set to standby (STBY), automatic (AUTO), or traffic advisories
only (TA ONLY) mode of operation.
STBY : TCAS system is under power, but TCAS functions (intruder visualisation,
Traffic Advisory mode or resolution Advisory) are not operative.
AUTO : Normal operating mode of TCAS.
TA only
- Disables the RA mode of operation.
- May be selected but should be used only to prevent unnecessary resolution
advisory when operating near closely spaced parallel runways or in the cases
TCAS could command Climb maneuvers resulting in an unsafe situation for the
aircraft (see limitations on 2.01.05).
Note : - If altitude reporting is off or not valid Mode S transponder is selected,
TCAS will be in standby (RA OFF on TCAS VSI)
- If appropriate, TCAS will automatically go into the TA only mode when the
TCAS equipped aircraft is below the RA descent altitude and in a climb
inhibit configuration.
2 TCAS test function
- The TCAS should be tested by pressing the Test" button during cockpit
preparation.
- Use of the self-test function in flight will inhibit TCAS operation for up to
20 seconds depending upon the number of targets being tracked.
- The mode S ATC transponder will not function during some portion of the self-test
sequence.
R Mod : 0043 + (3832 or 5103 or 5146) ATR 42 Model : 400/500
P4 080
TCAS NOV 02
AA
20.3 OPERATION
The TCAS provides two levels of threat advisories :
If the traffic gets between 20 and 48 seconds (depending on aircraft altitude) of projected
Closest Point of Approach (CPA), it is then considered an intruder, and an aural and visual
traffic advisory is issued. This level calls attention to a developing collision threat using
the traffic advisory display and the voice message, TRAFFIC TRAFFIC". It permits
mental and physical preparation for a possible maneuver to follow, and assists the pilot in
achieving visual acquisition of the threat aircraft.
If the intruder gets between 15 and 35 seconds (depending on aircraft altitude), of CPA, it
is considered a threat and an aural and visual resolution advisory is issued. This level
provides a recommanded vertical maneuver using modified TCAS VSI's and voice
messages to provide adequate vertical separation from the threat aircraft, or prevents
initiation of a maneuver that would place the TCAS aircraft in jeopardy.
The TCAS resolution advisories are annunciated by the following voice messages, as
appropriate :
A CLIMB, CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI).
B "DESCEND, DESCEND" :
(Descend at the rate depicted by the green (fly to) arc.)
C "MONITOR VERTICAL SPEED" :
Initial preventive RAs (adjust vertical speed to a value within the illuminated green
arc).
D "MAINTAIN VERTICAL SPEED, MAINTAIN" :
(Non crossing maintain rate RAs (corrective)).
E "MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN" :
(Altitude crossing, maintain rate RAs (corrective)).
F "CLEAR OF CONFLICT" :
(Range is increasing, and separation is adequate, return to assigned clearance).
G "CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Safe separation
will best be achieved by climbing through the threat's flight path.
H "ADJUST VERTICAL SPEED, ADJUST" :
(Adjust vertical speed to a value within the illuminated green arc)
I "DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND" :
(Descend at the rate depicted by the green (fly to) arc on the TCAS VSI) safe
separation will best be achieved by descending through the intruder's flight path.
R Mod : 5103 or 5146 ATR 42 Model : 400/500

P5 080
TCAS DEC 03
AA
The following voice messages annunciate enhanced TCAS maneuvers when the initial
TCAS RA does not provide sufficient vertical separation. The tone and inflexion must
constate increased urgency.
A
"INCREASE DESCENT, INCREASE DESCENT" :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received
after DESCEND" advisory, and indicates additional descent rate required to achieve
safe vertical separation from a maneuvering threat aircraft.
B
INCREASE CLIMB, INCREASE CLIMB" :
(climb at the rate depicted by the green (fly to) arc on the VSI). Received after CLIMB"
advisory, and indicates additional climb rate required to achieve safe vertical
separation from a maneuvering threat aircraft.
C
CLIMB-CLIMB NOW, CLIMB-CLIMB NOW" :
(climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after a
DESCENT" resolution advisory and indicates a reversal in sense is required to
achieve safe vertical separation from a maneuvering threat aircraft.
D
DESCEND-DESCEND NOW, DESCEND-DESCEND NOW" :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI).
Received after a CLIMB" resolution advisory and indicates a reversal is required to
achieve safe vertical separation from a maneuvering threat aircraft.
R Traffic Advisory (TA) aural alert is inhibited
R - below 600 ft AGL when aircraft is climbing.
R - below 400 ft AGL when aircraft is descending.
R All Resolution Advisory (RA) aural alerts are inhibited
R - below 1100 ft AGL when aircraft is climbing.
R - below 900 ft AGL when aircraft is descending.
Mod : 5103 or 5146 ATR 42 Model : 400/500

P6 080
TCAS NOV 02
AA
TCAS OPERATING CHARACTERISTICS
S NON ICING CONDITIONS of inhibition
CONFIGURATION RA CLIMB RA INCREASE CLIMB

FLAPS 0_ AUTHORIZED AUTHORIZED
FLAPS 15_ AUTHORIZED INHIBITED
S ICING CONDITIONS of inhibition

FLAPS 0_ AUTHORIZED AUTHORIZED
S The increase climb" RA is inhibited for certain above conditions.

In non altitude crossing encounters for which a CLIMB" RA is posted, the threat may
maneuver or accelerate toward own aircraft and cause a reduction in vertical separation
despite the RA. Since the increase climb" RA is inhibited, the climb RA remains posted.
As soon as the threat passes through own aircraft's altitude, the RA sense will be reversed
and a DESCEND" RA will be posted. If the threat never crosses through, the CLIMB" RA
will remain posted for the duration of the encounter.
S DESCEND" RA's are inhibited :

- below 1200 ft AGL (during a climb) at take-off
- below 1000 ft AGL in approach (during a descent).
S INCREASE DESCEND" RA's are inhibited :
- below 1650 ft AGL during a climb
- below 1450 ft AGL during a descent
S All RA's are inhibited :
- below 1100 ft AGL when aircraft is climbing,
- below 900 ft AGL when aircraft is descending.
S There can be a case where the threat aircraft track on altitude information is lost during
an RA. In this case, the RA will terminate without a CLEAR OF CONFLICT"
annunciation.
Mod : 5103 or 5146 ATR 42 Model : 400/500

ELECTRICAL SYSTEM 1.06.00
P1 OK
1.06.00 ..................... CONTENTS

1.06.10 ..................... GENERAL
1.06.20 ..................... DC POWER
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P4 ................ SCHEMATICS
1.06.30 ..................... AC CONSTANT FREQUENCY
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
1.06.40 ..................... AC WILD FREQUENCY
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
1.06.50 ..................... EXTERNAL POWER
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
1.06.60 ..................... DISTRIBUTION EQUIPMENT LIST
ATR 42-500
P 1/2 001
GENERAL NOV 96
AA
The electrical power generation is provided by the following sources :

- Main and emergency batteries
- Two engine-driven DC starter/generators
- Two AC wild frequency generators
R - Two external power units (AC and DC)
In addition, two static inverters (supplied by the DC system) provide constant
frequency AC power.
The ACW electrical system can also supply DC electrical system through a
transformer rectifier unit (TRU).
The electrical distribution is ensured by busses which feed equipments.
Two seperate networks (left and right) run individually and can be connected in case
of generation failure thanks to bus tie contactors (BTC).
ATR 42 Model : 400/500

P4 001
DC POWER NOV 99
AA
DC SVCE BUS
The DC SVCE BUS supplies power in flight, and on ground during airplane servicing
operations.
The DC SVCE BUS can be supplied by :
- DC BUS 1. The master sw is the DC SVCE/UTLY BUS pb. When selected on, the
cabin attendant controls the DC SVCE BUS supply from a sw located on the cabin
attendant control panel.
- EXT PWR. Only the cabin attendant pb has control. The supply of the BUS may be
performed with batteries switched OFF.
GND HDLG BUS
The GND HDLG BUS supplies the DC loads required for airplane servicing on the
ground even with BAT sw selected OFF. Since these loads are not required during
flight, the GND HDLG BUS is deenergized in flight. The GND HDLG BUS can be
supplied :
- When EXT PWR is available, from DC SVCE BUS.
- When EXT PWR is not available, from HOT MAIN BAT BUS provided :
D Cargo door operating panel door is open (micro switch), or
D Refueling panel is open (micro switch), or
D Entry door is open (micro switch).
TRANSFER (see schematics p. 15 to p. 26)
With all switches in normal position, the DC power transfer is achieved by automatic
opening and/or closure of electrical contractors according to the particular electrical
conditions.
- On ground
D When EXT PWR is connected (p. 15/16)
Note : The electrical power transfer is achieved in the same way as in flight as long
as EXT POWER is not connected.
- In flight
D Both engine driven generator operating (p. 19/20)
* The engine driven generator 1 supplies the DC BUS 1,
* The engine driven generator 2 supplies the DC BUS 2,
* The BTC is open.
D If one engine driven generator fails (p. 21/22)
* The BTC closes (BTC green flow bar illuminates),
* The entire electrical network is supplied by the remaining engine driven
generator.
D If both engine driven generators fail (p. 23/24)
* DC ESS BUS, DC STBY BUS are supplied from the main battery, or from the
TRU, if selected ON.
* DC EMER BUS is supplied from the emergency battery or from the TRU, if
selected ON.
D If both engine driven generators fail and TRU is inoperative (p. 25/26)
* When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this
bus may be recovered by selecting OVERRIDE pb.
R
ATR 42 Model : 400/500

P5 001
DC POWER DEC 95
AA
20.2 CONTROLS
GENERATION
1 DC GEN pb
Controls the energization of associated generator and the resetting of the protection
system after failure.
ON (pb pressed in) Associated generator is energized and associated
generator contactor closes if the network electrical parameters are
normal.
OFF (pb released) Associated generator is deenergized and associated
generator contactor is open. The OFF light illuminates white.
FAULT illuminates amber and the CCAS is activated in event of:
- A protection trip initiated by the associated GCU. If it is caused by a
generator underspeed, reset will be automatic. For the other cases, a
manual reset has to be performed.
- An opening of a generator contactor except if pb is selected OFF.
In both cases, the BUS TIE CONTACTOR closes and affected DC BUS is
automatically supplied form the remaining generator.
ATR 42 Model : 400/500

P 11 001
DC POWER NOV 98
AA
MFC LOGIC See chapter 1.01

SYSTEM MONITORING
- One DC generation channel inoperative.
D See DC GEN FAULT procedure in chapter 2.05.04
- DC BUS 1 not supplied
D See DC BUS 1 OFF procedure in chapter 2.05.04
- DC BUS 2 not supplied
D See DC BUS 2 OFF procedure in chapter 2.05.04
R - Incipient battery thermal runaway or charge contactor failure.
D See CHG FAULT procedure in chapter 2.05.04
- DC EMER BUS no longer supplied.
D See DC EMER BUS OFF procedure in chapter 2.05.04
- Battery (ies) discharge in flight (but DC main sources available).
D See BATTERY (IES) DISCHARGE IN FLIGHT in chapter 2.05.04
- One UTLY BUS automatically shed after a source overload
D See SVCE and UTLY BUS SHED procedure in chapter 2.05.04
ATR 42 Model : 400/500

P1 001
AC CONSTANT FREQUENCY NOV 99
AA
30.1 DESCRIPTION
GENERATION
The source of constant frequency (400 Hz) AC power consists of two static inverters
(INV).
The inverters are rack mounted and cooled by forced air with provisions for natural
convection cooling.
The static inverter design characteristics are as follows :
- Power 500 VA
- Output voltage 115 V " 4V and 26 V " 1V
- Frequency 400 Hz " 5 Hz
- Type single phase
The two inverters are powered respectively from DC BUS 1 and DC BUS 2. The input
voltage range is between 18 VDC and 31 VDC for satisfactory operation.
In event of one DC BUS loss, corresponding inverter is not supplied, but corresponding
AC BUS is supplied by AC BTR (BTC pb).
In event of both DC BUS power loss, INV1 is automatically supplied by HOT MAIN BAT
BUS, or by HOT EMER BAT BUS in OVRD configuration or by TRU when selected ON.
The maximum power available on each 26 VAC BUS is 250VA.
Note : Two AC electrical networks are supplied by the inverters :

115 VAC and 26 VAC. Only one is shown on the schematics.
ATR 42 Model : 400/500

DISTRIBUTION P1 001
EQUIPMENT LIST NOV 97
AA
Note : *" = option
DC BUS 1
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - DUCT/COMPT Cockpit and cabin Temperature
IND
- Automatic Pressure CTL
- TURBOFAN SOV 1 CTL
- EXTRACT FAN PWR SPLY (Back-up DC BUS 2)
R
23 COMMUNICATIONS * - SEL CAL
* - HF 1 when two HF are installed
* - FLIGHT INTERPHONE and AUDIO CONTROL
PANEL OBSV
* - HF FERRY
27 FLIGHT CONTROLS - SPOILERS IND

- STICK PUSHER PWR and CTL
- LEFT STICK SHAKER
28 FUEL - LP VALVE 1 (Normal)

- TANK TEMP IND
30 ICE AND RAIN - CAPT STATIC PORTS

PROTECTION - STBY STATIC PORTS
- LH SIDE WINDOW ANTI ICING
- RH WINDSHIELD HTG IND
31 INDICATING/REĆ
CORDING - MFC 1B (Primary)
33 LIGHTS - GENERAL ILLUMINATION :

LEFT LATERAL RAMP (1 FLUORESCENT
LIGHT
OUT OF 2)
- CAPT LTS :
DOME, CHARTHOLDER, CONSOLE, READING
- F/O DOME (Normal)
- STORM
- F/O PANELS
- NAVIGATION (Back-up DC SVCE BUS)
- ANNUNCIATOR LT TEST
- BEACON (Back-up DC SVCE BUS)
ATR 42 Model : 500

DISTRIBUTION P3 001
AA
DC BUS 2
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - Landing elevation IND
- TURBOFAN SOV 2 CTL
- EXTRACT FAN PWR SPLY (Primary)
R
23 COMMUNICATIONS - VHF 2
26 FIRE PROTECTION - NAC 1 (when installed) and 2 OVHT DET
27 FLIGHT CTL - PITCH TRIM STBY COMMAND

(Back-up DC EMER BUS for NORMAL
command)
- RIGHT STICK SHAKER
28 FUEL - LP VALVE 2 (Normal)
29 HYDRAULIC POWER - DC AUX HYD PUMP NORM CTL, IND and PWR
in flight
30 ICE AND RAIN - DE ICE VALVES

PROTECTION - ENG 2 BOOTS A and B (Normal)
- WINGS and EMPENNAGE BOOTS B (Normal)
- F/O WIPER
- F/O STATIC PORTS
- F/O PROBES IND
- LH WINDSHIELD HTG INDICATOR
- RH SIDE WINDOW ANTI ICING
31 INDICATING/REĆ - F/O CLOCK

CORDING - MFC 2B (Primary)
32 LANDING GEAR - WOW 2 CTL

Secondary IND
ATR 42 Model : 500

DISTRIBUTION P4 001
AA
ATA SYSTEM FUNCTION

33 LIGHTS - PASSENGER SIGNS
- WING LIGHTS
- F/O LTS :
CHARTHOLDER, CONSOLE, READING
- UTILITY SPOT and FLOOD
- NORMAL INSTRUMENTS SPLY and LABELS
INTEGRATED LT CTL
- TAXI and TAKE OFF CTL
- GENERAL ILLUMINATION : RIGHT LATERAL
RAMP (1 FLUORESCENT LIGHT OUT OF 2)
34 NAVIGATION * - ATC 2
* - DME 2
- VOR/ILS 2
* - ADF 2
- CAPT RMI
- SGU 2
- F/O EADI
- AHRS 1 (Auxiliary)
(Back-up DC EMER BUS)
- AHRS 2 (Primary)
R - F/O EHSI
* - GPS
36 PNEUMATIC - HP VALVE 2
52 DOORS - ALERTS
61 PROPELLERS - OVSPD TEST ENG 2

- AFU 2 (Normal)
73 ENGINE FUEL and CTL - FUEL FLOW, FUEL USED IND 2

- FUEL TEMP IND 2
- FUEL CLOG IND 2
- EEC 2 (Normal)
- IDLE GATE FAIL IND
79 OIL - Press, Temp IND 2
ATR 42 Model : 400/500

DISTRIBUTION P5 001
AA
HOT EMER BAT BUS
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - DC EMER BUS AND DC STBY BUS CTL
(BUSSES REMAIN SUPPLIED BY DC BUS 1)
- EMER BAT AMMETER
- EMER BAT VOLT IND
- EMER BUS and INV 1 ON EMER BAT IND
(ARROW)
- TRU IND
28 FUEL - LP VALVES 1 and 2 (Back up DC BUS 1 - DC

BUS 2)
31 INDICATING/REĆ - MFC 1 MOD A (Auxiliairy)

CORDING (Back up DC ESS BUS SECT 1)
34 NAVIGATION - STBY HORIZON Back up

R - ADC 1 Back up
R - ADC 2 Back up
ATR 42 Model : 400/500

DISTRIBUTION P7 100
AA
DC EMER BUS
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - OVERBOARD and UNDERFLOOR VALVES CTL
and IND and AIR COOLING HIGH FLOW IND
- PRESSURE IND and EXCESS ALTITUDE IND
- PNEUMATIC OUTFLOW VALVES
R 22 AUTO FLIGHT - AP/FD computer and guidance IND (when
installed)
23 COMMUNICATIONS - VHF
- F/O COCKPIT AMPLIFIER
- RCAU
24 ELECTRICAL POWER - GCU 1 DC (Back-up)
- AC BUS OFF 1 and 2 IND
- ACW BUS OFF 1 and 2 IND
- INV FAULT 1 IND
- DC BUS OFF 1 and 2 IND
- BPCU DC (Back-up)
- DC STBY BUS IND (UNDV - OVRD)
- EMER BAT : CHG IND
- DC STBY BUS CTL (BUS REMAIN SUPPLIED BY
DC BUS 1)
- AC 1 BUSSES CTL
(BUSSES REMAIN SUPPLIED BY INV 2)
26 FIRE DETECTION - ENG FIRE EXTINGUISHING CTL and IND (NorĆ
mal)
- FIRE HANDLE IND ENG 1 and 2
- FIRE DETECTION ENG 1 and 2
27 FLIGHT CONTROLS - PITCH TRIM NORMAL COMMAND
- RUDDER TRIM
- AILERON TRIM
- AILERON LOCKING IND.
29 HYDRAULIC POWER - BLUE PUMP CTL and IND
- GREEN PUMP IND
30 ICE and RAIN - AAS IND and ALERTS
PROTECTION - AAS CTL
- WING, EMPENNAGE BOOTS A
- ENG 1 BOOTS A and B
- PROPELLERS 1 and 2 ANTI-ICING CTL and IND
- WING, EMPENNAGE BOOTS B and ENG 2
BOOTS A and B (Back-up DC BUS 2)
- HORNS ANTI-ICING IND and CTL
Mod : 4372 ATR 42 Model : 500
DISTRIBUTION P8 001
AA
ATA SYSTEM FUNCTION

31 INDICATING/REĆ - CAPT CLOCK
CORDING - FDAU ON GROUND
- MFC 1B (Auxiliary)
(Back-up DC BUS 1)
- MFC 2 A (Primary)
- MFC 2B (Auxiliary)
(Back-up DC BUS 2)
32 LANDING GEAR - ANTISKID OUTBOARD

- NOSE WHEEL STEERING
- WOW 1 CTL
33 LIGHTS - CAPT PANELS

- PYLON
- STBY COMPASS
- LAVATORY (EMERGENCY)
- F/O DOME (Back-up DC BUS 1)
34 NAVIGATION - ATC 1
- AHRS 2 (ON GROUND, Auxiliary)
- AHRS 1 (Primary)
R - ADC 1 (Primary)
R - ADC 2 (Primary)
61 PROPELLERS - AFU 1 and 2 (Back-up DC BUS 1 - DC BUS 2)

- A/F AUX PUMPS CTL
- TORQUE IND 1 and 2
- PEC 1 and PEC 2 (Normal), associated PVM
and
PIU
73 ENGINE FUEL and CTL - EEC 1 and 2 PWR and IND

(Back-up - DC BUS 1)
- DC BUS 2)
76 ENGINE CTL - CL FIRE IND 1 and 2
ATR 42 Model : 400/500

DISTRIBUTION P 11 001
AA
DC STBY BUS
ATA SYSTEM FUNCTION

22 AUTO FLIGHT - AP/FD SERVOS
R - ADU
27 FLIGHT CONTROLS - FLAPS CTL
29 HYDRAULIC POWER - PRESS TRIPLE IND

- INTERCONNECTING VALVE
32 LANDING GEAR - PRIMARY IND

- LANDING GEAR CTL (HYDRAULIC VALVE)
- ANTISKID INOP and BRAKE OVTEMP IND
- R and L INBOARD and OUTBOARD BRAKES
TEMP XMITTERS
33 LIGHTS - EMERGENCY
34 NAVIGATION - VOR/ILS/MKR 1
- SGU 1
- CAPT EADI
R - CAPT EHSI
- RMI F/O
- ADF 1
ATR 42 Model : 400/500

P 22 001
DISTRIBUTION EQUIPMENT LIST DEC 06
AA
115 ACW BUS 1
ATA SYSTEM FUNCTION

R 29 HYDRAULIC - BLUE PUMP PWR
30 ICE AND RAIN - CAPT PITOT

PROTECTION - CAPT ALPHA
- CAPT TAT
- STBY PITOT (Normal)
33 LIGHTS - EMER INSTRUMENTS SPLY INTEGRATED LT

(Primary)
- NORMAL INSTRUMENTS SPLY AND LABELS
INTEGRATED LT PWR
- LEFT LANDING PWR
- LEFT AND REAR STROBES
- PASSENGERS READING PWR (LEFT SIDE) *
R 38 WATER / WASTE - TOILET SYS
ATR 42 Model : 400/500

P 23 001
DISTRIBUTION EQUIPMENT LIST DEC 06
AA
115 ACW BUS 2
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - TRU CTL
R 29 HYDRAULIC - GREEN PUMP PWR
30 ICE AND RAIN - F/O PITOT

PROTECTION - F/O ALPHA
- F/O TAT
- ICE DETECTOR
33 LIGHTS - TAXI AND TAKE OFF PWR

- RIGHT LANDING PWR
- RIGHT STROBE
- PASSENGERS READING PWR (RIGHT SIDE) *
ATR 42 Model : 400/500

EMERGENCY EQUIPMENT 1.07.00
P1 OK
1.07.00 ..................... CONTENTS

1.07.10 ..................... GENERAL
1.07.20 ..................... OXYGEN SYTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P4 ................ SCHEMATICS
1.07.30 ..................... EMERGENCY EVACUATION
ATR 42-500
P1 OK
F.C.O.M. GENERAL MAY 04
The aircraft is equipped with fire fighting, oxygen and first aid equipment, placed throughout the
cabin, readily available for use in emergency.
The emergency lighting system provides aircraft illumination when all other electrical power
sources are no longer available.
COCKPIT
Each crew member station is provided with:
− life jacket
− smoke goggles
− quick donning oxygen mask supplied with gaseous oxygen from one rechargeable bottle
− flash light (except observer station).
A portable fire extinguisher and a fire axe are located at the bottom of the electric rack. Depending
on versions, a smoke hood and two gloves-protections, located behind left crew member station,
are available for crew member use.
One plug type hatch located in the cockpit roof is provided as an emergency exit for the cockpit
crew. One escape rope is located in a compartment on top of the electric rack near the exit. Steps
are provided for hatch access in the corridor RH side.
CABIN
The emergency equipment is strategically distributed throughout the cabin and stowed adjacent to
the two cabin attendant stations.
It contains:
− portable fire extinguishers
− first aid kit
− [AT72] emergency medical kit
− crash axe
− life jackets (stowed under each passenger seat and at the cabin crew stations)
− spare life jackets and infant life jackets
− oxygen bottles
− megaphone
− smoke hood
− flash light
− seat belts for children and extensions seat belts
− gloves-protection
− resuscitation mask
ATR 42-500
P2 OK
F.C.O.M. GENERAL DEC 05
ATR 42-500
P1 001
OXYGEN SYSTEM NOV 98
AA
20.1 DESCRIPTION (see schematic p 7/8)
The system consists of a main system supplying the cockpit crew and the passengers
and a portable unit for the cabin attendant.
A high pressure cylinder of 2188 l (77 cu.ft) capacity, supplies oxygen to the
distribution system. Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the
distribution system. A discharge part is provided to face overpressures.
An external oxygen refilling connection has been installed to fill quickly the oxygen
bottle without removing it.
CREW MEMBERS (see schematic p 9/10)
The quick donning masks are stowed in readily accessible containers adjacent to
each crew member seat. The mask harness inflates automatically when the mask is
pulled out of the container and it can easily be donned with one hand. A mask
mounted diluter demand regulator provides dilution and emergency pressure control :
- In case of pressure drop, with the dilution control in the N (normal) position, diluted
oxygen is provided to 3 cockpit crew for a duration of 120 mn (10 minutes to
R descend from 25 000 ft to 13 000 ft and continuation of flight between 13 000 ft and
10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100 %
position, oxygen is provided to 3 cockpit crew for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNIT
- One portable oxygen bottle is available at the cabin attendant station. It permits a
R continuous diluted flow to one cabin attendant at 13 000 ft for a duration of 30 mn.
The bottle is equipped with a diluted oxygen mask.
- Protective breathing equipments are located in the cabin.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to 12 oxygen masks installed in the hat racks.
Oxygen system capability allows to supply 25 % of the passengers with a continuous
diluted flow for a duration of 30 mn in case of pressure drop (4 minutes to descend
R from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and
10 000 ft) in addition to the cockpit crew 120 minutes consumption.
ATR 42 Model : 400/500

P2 001
AA
1 HP ind.
Oxygen bottle pressure is displayed in PSI X 1000.
The scale is marked by a red arc from 0 to 85 PSI and by a green arc from 85 to
2025 PSI.
If preflight pressure is below 1400 PSI, quantity must be checked to be adequate
for intended flight (refer FCOM 2.01).
2
MAIN SUPPLY pb
Controls the low pressure supply solenoid valve.
R ON (pb pressed in). The valve is open, low pressure oxygen is supplied to
the cockpit crew oxygen masks.
OFF (pb released). The valve is closed. OFF illuminates white.
LO PR Illuminates amber and the CCAS is activated when a low pressure (below
50 PSI) is detected in the low pressure distribution circuit.
3
PAX SUPPLY pb
R ON (pb pressed in) Passengers supply valve is open. ON illuminates blue.
OFF (pb released) Passengers supply valve is closed.
ATR 42 Model : 400/500

P3 001
AA
COCKPIT CREW OXYGEN MASK
The cockpit crew oxygen masks are of the quick donning inflatable harness type,
stowed in a container at each crew station. It can be donned with one hand. A
regulator is incorporated in the mask.
1 Release clips
Squeezing the red release clips unlocks the container doors. It also enables
automatic inflation of mask harness, provided that pb 4 is held in TEST position or
mask is extracted from container. The blinker momentarily displays a yellow cross.
2 Blinker
Displays a yellow cross when there is oxygen flow, and black when there is no
oxygen flow.
3 N/100% rocker
Controls the selection of normal or 100% oxygen for mask delivery. It is locked in
the 100% position by the UNLOCK rocker.
- 100% The mask delivers 100% undiluted oxygen.
- N The mask delivers diluted oxygen.
4 TEST/RESET pb
Permits a test of oxygen flow without removing the mask from the container. It is
springloaded to the RESET position.
- TEST Provided MAIN SUPPLY pb is selected ON, oxygen flows through the
mask. The blinker momentarily displays yellow cross, and the flow is
audible.
A lengthened hose is provided on the observer mask enabling access to the cargo with
the mask.
RECOVERING BOOMSET/MICRO FUNCTION WHEN THE OXYGEN MASK IS OUT
OF ITS CONTAINER :
Oxygen mask remaining out of its container :
- Close the oxygen mask container doors.
- Pres the test push button in front of the container and release it, (yellow cross
disappears).
The boomset/micro function is now recovered.
R Note : If the pilot wishes to use the oxygen mask again and recover the mask micro,
it just has to open the container doors.
ATR 42 Model : 400/500
P 7/8 001
OXYGEN SYSTEM DEC 04
AA
20.4 SCHEMATICS
(number depends on configuration)
ATR 42 Model : 400/500

P1 110
EMERGENCY EVACUATION NOV 98
AA
EMERGENCY EVACUATION IN CASE OF DITCHING

A EMERGENCY EXIT
B SERVICE DOOR
C PASSENGER/CREW DOOR
Note : Be sure that safety pin is removed.
Mod. : 4019 + 4358 ATR 42 Model : 400/500

P2 110
EMERGENCY EVACUATION NOV 98
AA
EMERGENCY EVACUATION IN CASE OF FORCED LANDING
A EMERGENCY EXIT
B SERVICE DOOR C PASSENGER/CREW DOOR
C Note : Be sure that safety pin is removed.
Mod. : 4019 + 4358 ATR 42 Model : 400/500

FIRE PROTECTION 1.08.00
P1 OK
1.08.00 ..................... CONTENTS

1.08.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
ATR 42-500
P1 001
GENERAL NOV 98
AA
10.1 DESCRIPTION
The fire protection system is provided in order to ensure :

- Detection for :
• each engine fire
• right nacelle overheat (on ground only)
• each cargo compartment and toilets smoke
• avionics compartment smoke
- Extinguishing for :
• each engine
• cockpit, cabin and each cargo compartment
• toilets waste bin
ENGINE FIRE DETECTION SYSTEM
Each engine is equipped with a fire detection system which consists of :
- Two identical detection loops (A and B) mounted in parallel.
- A fire detection control unit.
The detection principle is based on the variation of resistance and capacitance of the
detection cable (fire signal). If there is only a change in resistance, associated loop
will be declared failed by the fire detection control unit (fault signal).
Red ENG. FIRE illuminates on CAP in case of :
- Fire signal detected by both loops A and B or,
- Fire signal detected by one of the 2 loops if the other one is selected OFF.
RIGHT NACELLE OVERHEAT DETECTION SYSTEM

Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds 170°C, NAC2 OVHT red alarm is triggered on CAP, and the CCAS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM
Forward cargo and after cargo are each equipped with one optical smoke detector.
R Ambient transmittance is monitored by reflection measurement.
Toilets are equipped wih one photoelectric smoke detector.
In case of smoke detection, SMOKE" signal is sent to CCAS through the MFC.
ATR 42 Model : 400/500

P2 001
GENERAL NOV 97
AA
R AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3)

R The avionics extract air duct is provided with a smoke detection device, linked to the
R CCAS. Smoke detection between the avionics compartment and the extract fan
R activates a ELEC SMK" red alert on CAP.
ENGINE FIRE EXTINGUISHING SYSTEM

It includes two extinguishers bottles which may be used for engine n° 1 or engine
n° 2. They are located on each side of the fuselage. Dual squibs are installed in the
discharge heads on each bottle. For fire extinguishing, the squibs are ignited by
depressing the correcponding illuminated AGENT pb on the ENG FIRE panel.
The extinguishing agent (freon or halon) is pressurized by nitrogen.
COCKPIT, CABIN AND CARGO COMPARTMENTS FIRE EXTINGUISHING SYSTEM

Portable extinguishers are provided to be operated manually (refer to schematic
1.07.10 p. 2 for location).
TOILETS WASTE BIN FIRE EXTINGUISHING SYSTEM

The system operates automatically when fire is detected (when the temperature is
greater than 78°C (172°F).
ATR 42 Model : 400/500

P4 001
GENERAL MAY 98
AA
4 LOOP pb
Allows activation of aural and visual alerts when a fire signal (FIRE) or a fault signal
(LOOP) is generated by the fire detection control unit for the related loop.
(pb pressed in) Aural and visual alerts are activated when a fire or a fault signal is
generated by the fire detection control unit for the related loop.
OFF (pb released) Aural and visual alerts are inhibited for the related loop. The
OFF light illuminates white. LOOP amber light illuminates on CAP.
FAULT The light illuminates amber and the CCAS is activated when the
associated pb is pressed in and a fault signal is generated by the fire
detection control unit. LOOP amber light illuminates on CAP.
5 TEST sw Spring Loaded in neutral position

Spring loaded in neutral position allows a test of the detection of fire and fault
signals when both LOOP pbs are selected ON :
FAULT - FAULT lights of both LOOP A and LOOP B pb illuminate

- CCAS is activated, LOOP amber light illuminates on CAP.
FIRE - ENG FIRE red light illuminates in associated fire handle

- FUEL SO light illuminates in associated CL if CL isn't in fuel shut off
position
R - CCAS is activated, ENG FIRE red light illuminates on CAP.
CL FUEL LT
Illuminates red in case of fire signal from associated engine. Extinguishes after CL is
set at fuel shut off position or if fire detection signal terminates.
ATR 42 Model : 400/500

FLIGHT CONTROLS 1.09.00
P1 OK
1.09.00 ..................... CONTENTS

1.09.00 ..................... GENERAL
1.09.20 ..................... ROLL
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
1.09.30 ..................... PITCH
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30P.5 ................ SCHEMATIC
1.09.40 ..................... YAW
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P4 ................ SCHEMATIC
1.09.50 ..................... FLAPS
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P5 ................ SCHEMATIC
1.09.60 ..................... GUST LOCK
60.P1 ................ DESCRIPTION
60.P2 ................ CONTROLS
ATR 42-500
P1 100
ROLL NOV 00
AA
20.1 DESCRIPTION
Roll control is achieved through control wheels.
SPRING TAB
A spring tab provides a flexible compensation which automatically increases with the
aerodynamic loads applied on the ailerons, thus ensuring a reduction of the pilot's
efforts.
R Wheel travel : 87°
Ailerons travel : 14° up, 14° down
ROLL TRIM
Aileron trim is performed by varying the neutral position setting of the left aileron
spring tab with respect to the aileron.
It is electrically controlled from a twin control sw through an electrical actuator.
R LH aileron trim controlled tab travel : 6.7° up, 6.7° down.
Full roll trim travel requires about 15s.
TOFA-01-09-20-001-A100AA
Mod : 4372 ATR 42 Model : 500

P1 001
PITCH NOV 00
AA
30.1 DESCRIPTION
(See schematic p7/8)
Each control column mechanically drives the associated elevator and, through a pitch
coupling mechanism, the other elevator and the opposite control column.
In case of jamming, pitch control will be recovered by applying on both control columns a
differential force (52daN) disengaging the pitch coupling system.
The non affected channel allows the aircraft to be operated safety. System recoupling has
to be performed on ground.
Pitch uncoupling generates PITCH DISCONNECT" red alert.
Control column travel : 11.25º up, 6.75º down.
Elevators travel : 23ºup, 13º down
R Elevators automatic tab travel 60 % of the pitch control course.
Pitch trim is performed by offsetting both tabs neutral position.

Normal trim (control column) and STBY trim (pedestal) supply appropriate part of each
actuator.
Each trim tab is activated by a dedicated actuator. The two actuators are synchronized by
a flexible shaft.
In case of pitch tabs desynchronization :
- An alert is generated by the CCAS

- Normal and STBY pitch trim control are inoperative
- AP disconnects
Trim tab travel, displayed on the pitch trim position indicator is added to the automatic tab
travel.
Elevators trim controlled tab travel : 9º up, 4º down
Full pitch trim travel requires about 30s in normal and in STBY control.
A stick pusher and a stick shaker are provided, preventing the aircraft from reaching a
critical angle of attack. When the detected incidence becomes too high, the MFC sends a
signal to an electric actuator which shakes the control column at stall alert thresholds.
If angle of attack keeps increasing, a further threshold is reached and the MFC activates
the stick pusher ; the complete pitch control linkage assembly is pushed forward.
Note : There are two stick shakers, one for each control column but only one stick pusher
actuator located on the captain pitch channel. In case of pitch uncoupling when the
pusher triggering angle of attack is reached, only the captain control column is
pushed forward.
ATR 42 Model : 400/500

P2 001
FLAPS DEC 95
AA
50.2 CONTROL
FLAPS CONTROL LEVER
Controls the flaps operation. Distinct positions correspond to flaps 0°, 15°, 25°
and 35°.
To change flaps position, pull up the lever, move it to the selected position (an amber
strip at the bottom of the lever is visible as long as the lever is not in one of the three
distinct positions) and release the lever.
FLAPS POSITION IND
Indicates flaps position.

A blue EXT flag appears to indicate that the flap valve is hydraulically commanding
flap extension.
Note : If EXT flag appears when flaps are extended, it means that there is a leak in
the flaps hydraulic circuit.
FLAP ASYM It
Illuminates amber when flaps asymmetry exceeds 6,7°.

ATR 42 Model : 400/500
DEC 03
P3 100
GUST LOCK NOV 99
AA
60.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY

(C/B)
Aileron lock ind. DC EMER BUS
(on lateral panel AIL TRIM & AIL LOCK WARN)
Aileron lock CTL DC ESS BUS
(on lateral panel GUST LOCK AIL)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts.
- Disagree between Aileron locking actuators and gust lock control (Temporized alert
8 sec).
. "MC" flashing amber
. "FLT CTL" amber light illuminates on CAP
. "AIL LOCK" amber light illuminates on the pedestal
. Aural alert is single chime (SC)
R - Aileron locking actuators not fully retracted and PL on TO position.
. "MW" flashing red
. "CONFIG" red light illuminates on CAP
. "FLT CTL" amber light illuminates on CAP
. Aural alert is Continuous Repetitive Chime (CRC)
R - Disagree between aileron locking actuators and gust lock control during the T.O.
R CONFIG TEST
R . "MW" flashing red
R . "CONFIG" red light illuminates on CAP
R . "FLT CTL" amber light illuminates on CAP
R . Aural alert is Continuous Repetitive Chime (CRC)
Mod : 4372 ATR 42 Model : 500

FLIGHT INSTRUMENTS 1.10.00
P1 OK
1.10.00 ..................... CONTENTS

1.10.10 ..................... AIR DATA SYSTEM
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P4 ................ SCHEMATIC
1.10.20 ..................... ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
1.10.30 ..................... ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P4 ................ SCHEMATIC
1.10.40 ..................... CLOCKS
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
1.10.50 ..................... FLIGHT RECORDERS
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
ATR 42-500
P1 060
AIR DATA SYSTEM NOV 02
AA
10.1 DESCRIPTION
The flight environment data are provided by three independent air data systems :
- Two main systems,
- One standby system.
MAIN SYSTEMS
Aircraft is equipped with two independent AIR DATA COMPUTERS (ADC). Each
computer is supplied with :
- static air pressure provided by its specific static ports,
- total air pressure provided by its specific pitot probe,
- total air temperature provided by its specific TAT probe.
Probes and ports are located on the LH and RH side of the fuselage and are electrically
heated.
From this data, each ADC computes :
- pressure altitude,
- vertical speed,
- Indicated Air Speed (IAS),
- True Air Speed (TAS),
- Total Air Temperature (TAT),
- Static Air Temperature (SAT).
ADC 1 supplies :
- CAPT flight instruments (altimeter, airspeed ind., vertical speed ind.),

- other systems : AHRS 1, FDAU, MFC, GPWS, pressurization, AFCS, ATC 1 and
ATC 2 through TCAS control box, and TCAS through ATC 1and ATC 2 (if installed
and mode S only).
ADC 2 supplies :
- F/O flight instruments (altimeter, airspeed ind., vertical speed ind.),

- other systems : AHRS 2, FDAU, MFC, pressurization, AFCS, ATC 1 and ATC 2
Note : If ATC 2 mode S is installed, ADC 2 supplies TCAS through ATC 1 and ADC 2
EEC's, TAT/SAT/TAS indicator are supplied either by ADC 1 and ADC 2 according to
ADC selector on capt panel.
STANDBY SYSTEM
The standby system consist of :
- two static ports,
- a pitot probe.
These supply raw data directly to the standby airspeed ind. and the standby altimeter.
P5 001
AA
STANDBY ALTIMETER (Mb Counter)

TOFA-01-10-10-005-A010AA
1 Baroset value
Is displayed in millibars (875 to 1 050 mb).
2 Baroset knob
Sets barometric reference on mb counter.
3 Altitude pointer
One revolution of pointer represents 1000 ft altitude change.
4 Altitude counter
The digital counter is equipped with three drums indicating ten thousands,
thousands and hundreds of feet. A black and white flag marks the LH drum (ten
thousands) when altitude is between 0 and 9999 ft. An orange and white flag
marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft.
Note : Allowable deviation between normal altimeter indications and between
normal and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

R 0 55 70
R 5.000 60 150
R 10.000 70 200
R
R
R 20.000 100 260
R 25.000 120 300
ATR 42 Model : 400/500

NOV 02

NOV 02

P8 001
AA
10.3 ELECTRICAL SUPPLY / SYSTEM MONITORING
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY

(C/B) (C/B)
R ADC 1 / ADC 2 DC EMER BUS - Nil -
R (Primary on overhead panel
R ADC 1/2 EMER)
R HOT EMER BAT BUS - Nil -
R (Back-up on overhead panel
R ADC 1/2 HOT)
CAPT airspeed ind. - Nil - 26 VAC STBY BUS
and vertical speed (on overhead panel
ind. ASI VSI ALTM)
TAS/Temperature ind.
CAPT altimeter + - Nil - 26 VAC STBY BUS
recording FDAU (on overhead panel ALTM)
F/O airspeed ind. and - Nil - 26 VAC BUS 2
vertical speed ind. (on overhead panel ASI VSI)
F/O altimeter - Nil - 26 VAC BUS 2
(on overhead panel ALTM)
Standby altimeter DC BUS 1 - Nil -
vibrator (on overhead panel
STBY ALTM)
SYSTEM MONITORING
The following conditions are monitored by visual alerts :
- Loss of ADC
• See ADC FAULT procedure in chapter 2.05.12.
- Incorrect ADC switching
• See ADC SW FAULT procedure in chapter 2.05.12.
ATR 42 Model : 400/500

P 9/10 060
AA
10.4 SCHEMATIC

P3 001
EFIS NOV 98
AA
8 Lateral ARM & CAPTURE

See chapter 1.04.10.
9 Vertical ARM 1 CAPTURE
See chapter 1.04.10.
10 Flight Director Command bars (magenta)
Display computed commands to capture and maintain a desired flight path. The
commands are satisfied by flying the aircraft symbol to the command bars.
11 Glideslope and Localizer indication
R . Deviation from ILS glideslope is indicated by an index on a scale which is marked
by dots.
. Deviation from localizer is indicated by an index on a scale which is marked by
dots.
Note : Indexes and scales are visible only when an ILS frequency is selected on the
related NAV control box.
12 DH indication and annunciator
. Displays the selected decision height in feet (blue), and the "DH" letters in
white. When selected DH is set to zero, DH information disappears from EADI.
Maximum selectable Decision Height is 990 ft.
. When aircraft radio-altitude reaches selected decision height + 100 ft, a white
box appears near the radio altitude information on EADI.
When aircraft radio-altitude becomes lower than selected decision height, the
amber "DH" symbol illuminates inside the white box.
13 Radio altitude indication
Displays in blue the radio-altitude and in white the RA letters. When radio-altitude
indication is not valid, this information is replaced by amber dashes.
Range of readable radio-altitude is from - 20 ft to 2500 ft.
Above 2500 ft, radio altitude information is not displayed. See chapter 1.15.30.
ATR 42 Model : 400/500

P9 001
EFIS NOV 97
AA
EFIS CONTROL PANEL (ECP)
1 FULL/ARC pb
Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI.
At power up, FULL mode is automatically displayed.
2 GSPD/TTG pb
Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to
go (TTG) on EHSI display. At power up, Groundspeed is displayed.
This pb is inoperative in composite mode.
3 ADI/DIM/DH/TST knobs
- Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness.
Automatic setting is also performed when ambient brighness changes.
- Inner knob (DH TST) is used to set decision height from - 10 to 990 ft.
Depressing it enables a test of the EFIS system and radio altimeter :
R . Test of the EFIS is only functional on the ground, all failure messages appear on
R EFIS.
R . Radio altimeter test is performed in flight as well as on ground. RA
R indication displays 100 ft on EADI.
CAUTION : In flight, the RA test provides the radar with altitude information
which trigger undue GPWS alerts.
4 HSI/DIM/WX/DIM knobs
- Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness.
Automatic setting is also performed when ambient brighness changes.
- Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set
average brightness in relation to other traces.
5 N° 1 BRG (0) selector
To select blue bearing pointer to VOR 1 or to ADF 1.
On OFF position, blue pointer disappears from EHSI.
6 N° 2 BRG (◊) selector
To select green bearing pointer to VOR 2 or to ADF 2.
On OFF position, green pointer disappears from EHSI.
ATR 42 Model : 400/500
P1 100
FLIGHT RECORDERS DEC 06
AA
50.1 DESCRIPTION
The aircraft is equipped with :

- a Cockpit Voice Recorder, CVR, and
- a Digital Flight Data Recorder, DFDR.
The recorders are automatically energized as soon as the aircraft is on its own electrical
supply and are switched OFF automatically TeN minutes after engines cut. When the
aircraft is on external power, recorders are OFF until one engine is started. They can be
energized by selecting ON the RCDR pushbutton, and deenergized by pushing the RESET
pushbutton.
Each recorder is equipped with an underwater acoustic beacon which is used to locate the
recorder in the event of an aircraft accident over the sea. The beacons actuate immediately
after immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection range
is 3.5 km (4,000 yards).
CVR
All crew communications transmitted through the RCAU are recorded.
In addition, a CVR microphone, located below the overhead panel, acquires cockpit
conversation and aural alerts for recording. Cabin crew announcements are also recorded.
Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording
may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the
parking break is set.
DFDR
Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts
them into digital data.
The data are recorded by the DFDR which stores them on a magnetic tape. The 25 last
hours of flight are retained.
Mod : 5567
P2 100
FLIGHT RECORDERS DEC 06
AA
50.2 CONTROLS
FLIGHT DATA ENTRY PANEL (FDEP)
NOT APPLICABLE
Mod : 5567
FUEL SYSTEM 1.11.00
P1 OK
1.11.00 ..................... CONTENTS

1.11.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P5 ................ SCHEMATIC
ATR 42-500
FUEL SYSTEM 1.11.10
P3 001
GENERAL
DEC 05
AA
ENGINE FEED (See schematic p 13/14)
In normal conditions, each engine is supplied from its associated wing tank. Fuel flow/fuel
used ind. allow the crew to monitor fuel consumption for each engine.
Each tank is fitted with a 200 l feeder compartment always full of fuel protecting the engine
feed system against negative or lateral load factors. In the feeder compartment, an
electrical pump and a jet pump are installed. The jet pump is activated by HP fuel from the
engine HMU and is controlled by a motive flow valve.
Note : Each electrical pump is able to supply one engine in the whole flight envelope.
In normal operation, the electrical pump is only used to start the engine. After start , jet
pump takes over automatically.
R If jet pump pressure drops below 350 mbar (5PSI), the electrical pump is automatically
activated to supply the engine.
A crossfeed valve, controlled by an electrically operated actuator, allows both engines to
be fed from one side or one engine to be fed by either tank, allowing control of an
unbalance situation.
When the crossfeed valve is open, a blue “FUEL X FEED” light comes on memo panel. In
this case, the two electrical pumps are automatically actuated. It’s possible to use only
one fuel tank by switching off the opposite pump pb.
At the fuel outlet of each tank a fuel LP valve, controlled by the associated fire handle, is
installed.
ATR 42 Model :400/500

FUEL SYSTEM 1.11.10
P6 001
GENERAL NOV 98
AA
FUEL QTY PANEL
1
FUEL QTY indications
Fuel quantity in each tank is displayed in kg.
2 Test pb
Pressing the test button will check both measurement channels and, if the
functioning is normal, display all 8's.
At the same time, CCAS is activated, MC flashes amber, SC is heard.
3 LO LVL amber lights
Each light illuminates amber and the CCAS is activated when quantity of the
concerned display becomes lower than 160 kg ; in addition, the corresponding
electrical pump is automatically actuated.
FF/FU IND.
A fuel flow/fuel used ind. is provided for each engine.

1 FF indication
The mass fuel flow to the engine is indicated by a pointer on a scale graduated in
kg/h X 100
R 2
FU counter
On the digital read out, fuel used is indicated in kg. This value is computed by
integration of the fuel flow parameter.
3
FU reset knob
The fuel used counter is reset to 0 by pulling associated ind. reset knob.
Note : All the digits (on the FU counter as well as on the FUEL QTY ind.) may be
tested by the overhead panel ANN LIGHT switch on TEST position.
ATR 42 Model : 400/500

FUEL SYSTEM 1.11.10
P7 001
GENERAL NOV 00
AA
xxx
Yellow sector : -54ºC to 0ºC

Green sector : 0ºC to 50ºC
Yellow sector : 50ºc to 57ºC
Red dash : -54ºC and +57ºC
ATR 42 Model : 400/500

HYDRAULIC SYSTEM 1.12.00
P1 OK
1.12.00 ..................... CONTENTS

1.12.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P4 ................ SCHEMATIC
ATR 42-500
HYDRAULIC SYSTEM 1.12.10
P3 001
GENERAL MAY 98
AA
10.2 CONTROLS
HYD PWR PANEL
1
Main pumps pbs
Control activation/deactivation of ACW electric motor driven pumps.
ON (pb pressed in) Pump is energized
OFF (pb released) Pump is deactivated, OFF It illuminates white.
LO PR The light illuminates amber and the CCAS is activated through the MFC
when the associated pump delivered fluid pressure drops below 1500 PSI
(103,5 bars).
2 Auxiliary pump pb
Controls operating mode of DC auxiliary pump.
AUTOMATIC (pb pressed in) Pump runs as soon as the following conditions are
met :
- ACW blue pump pressure below 1500 PSI and,
- propeller brake released and,
- gear handle selected DOWN and,
- at least one engine running
OFF (pb released) Auxiliary pump is deactivated, OFF illuminates white.
LO PR The light illuminates amber and CCAS is activated when auxiliary
pump outlet pressure is detected lower than 1500 PSI and
functioning conditions are met.
3 XFEED pb
Controls opening and closure of the crossfeed valve.
OFF (pb released) Crossfeed valve is closed. Both hydraulic circuits are
separated.
ON (pb pressed in) Crossfeed valve is selected open. Both hydraulic circuits are
R connected. ON It illuminates white.
4
OVHT It
The It illuminates amber and the CCAS is activated when pump case drain line
overheat is detected (T > 121° C/250° F)
5 LO LEVEL It
The It illuminates amber and the CCAS is activated when associated tank
compartment fluid quantity drops below 2.5 l (0.67 US gal). The X FEED
automatically closes.
ATR 42 Model : 400/500
ICE AND RAIN PROTECTION 1.13.00
P1 OK
1.13.00 ..................... CONTENTS

1.13.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
1.13.20 ..................... ANTI ICING ADVISORY SYSTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
1.13.30 ..................... ENGINE AND WING PROTECTION
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P4 ................ SCHEMATIC
1.13.40 ..................... PROPELLER ANTI ICING
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
1.13.50 ..................... WINDOW HEAT
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / MONITORING
1.10.60 ..................... PROBE HEAT
60.P1 ................ DESCRIPTION
60.P2 ................ CONTROLS
1.13.70 ..................... RAIN PROTECTION
70.P1 ................ DESCRIPTION
70.P1 ................ CONTROLS
70.P3 ................ ELECTRICAL SUPLY
ATR 42-500
P3 050
ANTI ICING ADVISORY SYSTEM NOV 99
AA
20.2 CONTROLS
ICE DETECTOR PANEL
1 ICE DET INDICATION LIGHT

R ICING illuminates steady amber when ice accretion is detected provided both horns
R anti icing and airframe de icing are selected ON.
ICING flashes amber when ice accretion is detected and horns anti icing and/or
R airframe de icing are not selected ON.
FAULT illuminates amber when a system failure is detected (detector fault, loss
of power supply).
2 ICE DET PTT
The push to test pb is used to check the ice detector correct operation.
Press and hold test button for 3 seconds.
- ICING amber light flashes on central panel (with associated warning) if system
works correctly.
- ICE DET FAULT illuminates, (with associated central warnings) if an ice detector
failure is detected.
3 ICING AOA pb
- ICING AOA It illuminates green as soon as one horns anti icing Pb is selected ON,
reminding the crew of stall alarm threshold being lower in icing conditions.
- ICING AOA It can only be extinguished manually by depressing it, provided both
horns anti icing are selected OFF. In this case, stall alarm threshold recovers the
values defined for flight in normal conditions.
Mod : 5008 ATR 42 Model : 400/500

P2 001
ENGINE AND WING PROTECTION NOV 01
AA
TIME SEQUENCE DIAGRAM

NORMAL MODE (AUTOMATIC SELECTION PILOTED BY MFC)
BEGINNING OF THE FOLLOWING SEQUENCE AT :

- 60 SEC (FAST MODE)
-180 SEC (SLOW MODE)
OVRD MODE (SEPARATED TIMER)
R BEGINNING OF THE FOLLOWING SEQUENCE AT 60 SEC (FAST MODE)
Note : When de icing OVRD mode is selected, boots inflate according to a separate timer
and MFC is totally by passed.
ATR 42 Model : 400/500

P3 001
ENGINE AND WING PROTECTION DEC 04
AA
30.2 CONTROLS
ENGINE/WING DE ICING PANEL
1 AIRFRAME AIR BLEED pb

Controls both de ice and isolation valves.
Pb pressed in Normal operation.
Both DE ICE and ISOLATION VALVES are open.
OFF (pb released) OFF light comes on white.
Both DE ICE and isolation valves are closed.
However engine de-icing may be used (engine de-icing selected ON
will open de-ice valve).
But airframe de-icing is never available.
FAULT The light illuminates amber and the CCAS is activated when :
- Air pressure downstream of the de-ice valves stays below 14 PSI for
more than 10 seconds.
R
- Air temperature upstream of the de-ice valves exceeds 230°C.
The alert is inhibited when pb is released.
2 AIRFRAME pb
Controls the outputs A and B of both wings and stabilizers distribution valves.
ON (pb pressed in) Signal is sent to the MFC in order to initiate a
de-icing cycle depending on MODE SEL pb.
ON light illuminates blue.
Pb released In normal operation. Associated boots stay deflated.
R FAULT The light illuminates amber and the CCAS is activated when inflation
R sequencing of airframe boots A and B is not correct :
- Associated distribution valve output has been controlled open but
no downstream pressure has been detected, or
- Associated distribution valve output has been controlled closed
but a downstream pressure is detected.
ATR 42 Model : 400/500
P5 001
AA
6 MODE SEL AUTO pb
Pb release Normal operation (automatic operating mode). The DE-ICING MODE

SEL pb (4) is inoperative.
R The cycle selection is provided by ADC1, MFC1B, MFC1B, ADC2 and
MFC2B.
R FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B)
R and/or ADC failure occurs. The DE-ICING MODE SEL pb (4) is
inoperative.
In this case the FAST mode is automatically activated.
MAN (pb pressed in) The DE-ICING MODE SEL pb (4) is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
ATR 42 Model : 400/500

P8 001
AA
SYSTEM MONITORING
- LOW pressure in the de icing common air manifold (p < 14 PSI and t > 6s)
• See AIRFRAME AIR BLEED FAULT procedure in chapter 2.05.09
- Distribution valve output controlled open but no downstream pressure detected or
controlled closed but downstream pressure detected.
• See AIRFRAME or ENG, DE ICING FAULT procedure in chapter 2.05.09
- Power loss on a horn anti-icing unit
• See HORNS ANTI ICING FAULT procedure in chapter 2.05.09
R - MFC 1B or 2B and/or ADC failure. Discrepancy between outputs
• See MODE SEL AUTO FAULT procedure in chapter 2.05.09
• Boots do not operate following MFC failure or both boots A and B of the same
engine are supplied 200 sec after eng cycle beginning or Boots A(B) of both engines
are supplied while boots B(A) are not supplied 20 sec after eng. cycle beginning.
• See DE ICING MODE SEL FAULT procedure in chapter 2.05.09
ATR 42 Model : 400/500

P3 001
PROPELLER ANTI ICING NOV 01
AA
3
MODE SEL AUTO pb (Same pb as ENGINE AND WING PROTECTION)
Pb released Normal operation (automatic operating mode). The ANTI-ICING

MODE SEL pb (2) is inoperative.
R The cycle selection is provided by ADC1, MFC1B, MFC1B, ADC2 and
MFC2B.
R FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B)
R and/or ADC failure occurs. The ANTI-ICING MODE SEL pb (2) is
inoperative.
In this case the HIGH POWER mode is automatically activated.
MAN (pb pressed in) The ANTI-ICING MODE SEL pb (2) is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
ATR 42 Model : 400/500

P4 001
PROPELLER ANTI ICING NOV 01
AA
40.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING
ELECTRICAL SUPPLY
(C/B) (C/B)
Propeller 1 - Nil - AC wild BUS 1
anti-icing PWR (on lateral panel PROP1
ANTI ICING PWR SPLY)
Propeller 2 - Nil - AC wild BUS 2
anti-icing PWR (on lateral panel PROP2
ANTI ICING PWR SPLY)
Prop anti-icing DC EMER BUS

CTL and Ind (on lateral panel PROP
CTL and IND)
Note : Propeller anti icing is inhibited when Np is below 63 %.
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
- One or more blade heating unit (s) inoperative.
SSee PROP ANTI-ICING FAULT procedure in chapter 2.05.09.
R - MFC 1B or 2B and/or ADC failure, discrepancy between outputs.
SSee MODE SEL AUTO FAULT procedure in chapter 2.05.09.
ATR 42 Model : 400/500

P1 001
RAIN PROTECTION NOV 97
AA
70.1 DESCRIPTION
Rain removal from front windshields is provided by two wipers : each wiper is driven
by a two speed electric motor. They are controlled by two WIPER selectors on the
overhead panel : one for the Captain, and one for the F/O. Maximum speed to operate
the wipers is 160 kt.
70.2 CONTROLS
WIPER rotary selector

Controls the windshield wiper on the associated side.
FAST wiper operates at 130 cycles/mn.
SLOW wiper operates at 80 cycles/mn.
OFF wiper operation stops at the end-of-travel (Park) position.
70.3 ELECTRICAL SUPPLY

(C/B)
R Captain wiper DC ESS BUS
(on lateral panel CAPT)
F/O wiper DC BUS 2
(on lateral panel F/O
ATR 42 Model : 400/500

LANDING GEAR 1.14.00
P1 OK
1.14.00 ..................... CONTENTS

1.14.10 ..................... GENERAL
1.14.20 ..................... LANDING GEAR
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
1.14.30 ..................... NOSE WHEEL STEERING
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P4 ................ SCHEMATIC
1.14.40 ..................... BRAKES AND ANTISKID
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P5 ................ SCHEMATIC
ATR 42-500
DEC 06
R brakes, each operated

NAVIGATION SYSTEM 1.15.00
P1 OK
1.15.00 ..................... CONTENTS

1.15.10 ..................... VOR / ILS / MKR / DME SYSTEM
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
1.15.20 ..................... ADF SYSTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
1.15.30 ..................... RADIO ALTIMETER
30.P1 ................ DESCRIPTION
1.15.40 ..................... GROUND PROXIMITY WARNING SYSTEM
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P4 ................ SCHEMATIC
1.15.50 ..................... WEATHER RADAR
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
1.15.60 ..................... GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)
60.P1 ................ DESCRIPTION
60.P2 ................ CONTROLS
60.P4 ................ SCHEMATIC
ATR 42-500
P3 001
ADF SYSTEM NOV 99
AA
6 STO button
Allows to enter frequencies into the four memory positions.
- Preset the frequency to be stored.
- Push the STO button : upper window displays an available memory channel.
- For 5 seconds, the MEM switch may be used to change the channel number.
- Push the STO button a second time : displayed frequency is stored in the
displayed channel.
- After 5 seconds, the control returns to normal operation.
7 ACT button
In normal operation, frequency select knobs(2) change the preset frequency
display. After a 2 second push on the ACT button the bottom, window displays
dashes, the knobs directly act on the active frequency. A second push on the button
enables return to normal operation.
8 TEST button
Is used to initiate the radio self test diagnostic routine.
9 Annonciators
MEM (Memory) : illuminates when a preset frequency is being displayed in the
lower window.
RMT (Remote) : illuminates when the ADF control box is being remotely
controlled by an other system (FMS, NCS, etc...).
10 Light sensor
Automatically adjusts the display brightness.

(C/B)
ADF 1 DC STBY BUS
(on overhead panel ADF 1)
R ADF 2 (if installed) DC BUS 2
(on overhead panel ADF 2)
ATR 42 Model : 400/500

P1 110
GPWS DEC 04
AA
40.1 DESCRIPTION
(See schematic p 9/10)
The Enhanced Ground Proximity Warning System (EGPWS) provides visual and aural
alerts in case of dangerous flight path conditions which would result in inadvertent ground
contact if maintained.
The EGPWS performs the following alert modes :
- Basic GPWS modes
. Mode 1 :- excessive descent rate
. Mode 2 - excessive terrain closure rate
. Mode 3 - altitude loss after take-off
. Mode 4 - unsafe terrain clearance
. Mode 5 - below glideslope
. Mode 6 - altitude callouts
- Enhanced modes :
. Terrain Clearance Floor (TCF)
. Terrain Awareness & Display (TAD)
The system includes :
- one EGPWS computer
- two GPWS/GS" lights illuminated when alert is activated
- one FAULT/OFF" light and a selector dedicated to basic GPWS part
- one TERR" pushbutton dedicated to enhanced mode
- two DSP SEL" pushbuttons for display selection on EFIS
To operate, the system requires data supply from ADC1, ILS2, Radio Altimeter, AHRS1,
R GNSS or EGPWS internal GPS card, WX Radar, flaps position transmitter and gear lever
position transmitter. The system provides SGU1 & 2 with terrain data to perform display on
EFIS.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P2 110
GPWS DEC 04
AA
ALERT MODES
MODE 1 - EXCESSIVE DESCENT RATE
If the aircraft penetrates the outer envelope, the SINK RATE" voice alert is generated
and the red GPWS" warning lights illuminate.
If the aircraft penetrates the inner envelope, the PULL UP" voice alert is generated and
the red GPWS" warning lights illuminate.
This mode does not depend on the aircraft configuration.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P2A 110
GPWS DEC 04
AA
MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE
S FLAPS NOT IN LANDING CONFIGURATION
When the aircraft penetrates the envelope, the TERRAIN - TERRAIN" voice alert is
generated and the red GPWS" warning lights illuminate.
If the aircraft continues to penetrate the envelope, the PULL UP" voice alert is now
generated with the red GPWS" lights always illuminated.
When the warning conditions no longer exist, the TERRAIN - TERRAIN" aural
message is heard until the aircraft pressure altitude has increased by 300 feet of
altitude or 45 seconds has elapsed.
Note that the upper altitude limit is reduced to 1250 feet if Geometric Altitude is valid.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P3 110
GPWS DEC 04
AA
S FLAPS IN LANDING CONFIGURATION

When the aircraft penetrates the envelope, the TERRAIN -TERRAIN" voice alert is
MODE 3 - ALTITUDE LOSS AFTER TAKE-OFF

When the aircraft penetrates the envelope, the DON'T SINK" voice alert is generated
and the red GPWS" warning lights illuminate.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 4 110
GPWS DEC 04
AA
MODE 4 - UNSAFE TERRAIN CLEARANCE
S GEAR UP
This mode is active during cruise and approach with gear not in landing
configuration.
When the aircraft penetrates the envelope at a speed higher than 190 kts with gear
down and locked, the TOO LOW TERRAIN" voice alert is generated and the red
GPWS" warning lights illuminate.
Note that the TOO LOW TERRAIN" warning area upper limit is reduced to 500 feet if
Geometric Altitude is valid.
If penetration is performed at a speed lower than 190 kts with gear not down, the
TOO LOW GEAR" voice alert is generated and the red GPWS" warning lights
illuminate.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 4A 110
GPWS DEC 04
AA
S FLAPS UP
This mode is active during cruise and approach with gear down and flaps not in
landing configuration.
When the aircraft penetrates the envelope at a speed higher than 159 kts, the TOO
LOW TERRAIN" voice alert is generated and the red GPWS" warning lights
illuminate.
Note that the TOO LOW TERRAIN" warning area upper limit is reduced to 500 feet if
Geometric Altitude is valid.
if penetration is performed at a speed lower than 159 kts, the TOO LOW FLAPS"
voice alert is generated and the red GPWS" warning lights illuminate.
The GPWS selector enables a landing with flaps not in landing configuration without
incuring a warning.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 5 110
GPWS DEC 04
AA
S TAKE OFF
This mode is active during take off with either gear and flaps not in landing
configuration.
When the aircraft penetrates the envelope, the TOO LOW TERRAIN" voice alert is
MODE 5 - BELOW GLIDESLOPE

This mode is active during front course ILS approaches.
When the aircraft is more than 1.3 dots below the beam and penetrates the outer
envelope , the GLIDE SLOPE" voice alert is generated softly.
If the inner envelope is penetrated, the same voice alert repeats faster with an higher
volume.
In both cases the amber G/S" caution lights illuminate.
These alerts can be inhibited below 2000 feet AGL if ILS is tuned by depressing one of
the GPWS/GS" switches. The mode automatically rearms by ascent above 2000 feet
AGL or landing or selection of a non-ILS frequency.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 6 150
GPWS DEC 04
AA
MODE 6 - ALTITUDE CALLOUTS
- A FIVE HUNDRED" foot callout is available during non-precision approach or if the

aircraft is outside ± 2 dots glideslope deviation.
- A MINIMUM - MINIMUM" audio callout is generated when the aircraft passes with
gear down through the selected decision height.
- A BANK ANGLE - BANK ANGLE" aural warning is available to cover excessive roll
angle
Mod. : 5467 ATR 42 Model : 400/500

P 6A 110
GPWS DEC 04
AA
TERRAIN CLEARANCE FLOOR

The Terrain Clearance Floor (TCF) mode creates an increasing terrain clearance
envelope around the airport runway directly related to the distance from the runway.
The alert is based on current aircraft location, nearest runway center point position and
radio altitude.
TCF is activated during takeoff, cruise and final approach and complement existing
Mode 4 by providing an alert based on insufficient terrain clearance even when in
landing configuration.
A Runway Field Clearance Floor (RFCF) alert is also provided for runways that are
located on top of a hill. This alert is similar to the TCF alert but is based on height above
runway.
The aural message Too Low Terrain" will occur once at the initial TCF envelope
penetration and one time thereafter for each 20% degradation in radio altitude.
At the same time GPWS" red alert lamp are illuminated and remain on until the alert
envelope is exited.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 6B 150
GPWS DEC 04
AA
TERRAIN AND OBSTACLE AWARENESS

This function uses aircraft geographic position provided by an aircraft GPS or an
optional internal GPS card, aircraft altitude and a worldwide terrain database to predict
potential conflicts between the aircraft flight path and the terrain, and to provide aural
alert and graphic displays of the conflicting terrain.
S Terrain / Obstacle Alerting
Caution and Warning envelopes below and ahead of the aircraft path are computed
as a function of airspeed and flight path angle.
It the aircraft penetrates the Caution envelope boundary, an aural message
TERRAIN AHEAD. TERRAIN AHEAD" or OBSTACLE AHEAD, OBSTACLE
AHEAD" (for obstacle detection) is generated with the red GPWS" lights illuminated
on each instrument panel. Simultaneously, terrain areas, which conflict with the
Caution criteria, are shown in solid yellow on the Terrain Display.
If the aircraft penetrates the Warning envelope boundary, an aural message
TERRAIN AHEAD, PULL UP" or OBSTACLE AHEAD, PULL UP" (for obstacle
detection) is generated with the red GPWS" lights illuminated on each instrument
panel. Simultaneously, terrain areas, which conflict with the Caution criteria, are
shown in solid red on the Terrain Display.
S Terrain /Obstacle Display
The terrain data can be displayed on the Electronic Flight Instrument System (EFIS).
When the Terrain Display is present, it replaces the Weather Radar display and can
be available to the flight crew at any time.
A discrete pop-up signal provided by EGPWS is used to automatically display on
EFIS the detected threatening terrain or obstacle with an auto-range of
10Nm,whatever is the previous information displayed.
The local terrain forward of the aircraft is depicted as variable density dot patterns in
green, yellow or red. The density and color being a function of how close the terrain is
relative to aircraft altitude. Terrain Alerts are depicted by painting the threatening
terrain or obstacle as solid yellow or red.
Mod. : 5467 ATR 42 Model : 400/500

P 6C 110
GPWS DEC 04
AA
An optional Peaks display adds additional density patterns and level threshold to the
standard mode display. At altitudes safely above all terrain for the display range chosen,
the terrain is displayed independently of aircraft altitude.
The Peaks display includes a solid green level to indicate the highest non-threatening
terrain. The red and yellow dot patterns, and solid red and yellow colors are unchanged
with regard to the standard display.
The terrain identified as water (0 feet MSL) is displayed as cyan dots.
Two elevation numbers (in hundreds of feet above MSL) with the highest terrain on top and
the lowest terrain under it are displayed with the corresponding colors to indicate the
highest and lowest terrain currently being displayed. A single elevation number (high
altitude) is displayed when the screen is all black or blue as a result of flying over water or
relative flat terrain where there is no appreciable difference in terrain elevations.
Peaks terrain background display
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 7 110
GPWS DEC 04
AA
40.2 CONTROLS
GPWS - G/S FB
The pbs on CAPT and F/O panels are identical and connected in parallel. GPWS and G/S
indications are integrated into the pbs.
GPWS illuminates red as long as any mode 1 - 2 - 3 - 4 - TCF - TAD alert is activated.
The illumination is accompanied by the voice alert for the particular mode.
G/S illuminates amber as long as a mode 5 alert is activated.
The illumination is accompanied by the voice alert for this particular mode.
Pressed . On ground will perform the system test
- both GPWS and TERR FAULT lights illuminate on left panel
- GPWS FAULT light on CAP turns on
- G/S amber lights on both pilot panel turn on
- GLIDESLOPE aural alert is broadcast
- G/S amber lights turn off
- GPWS red lights on both pilot panels turn on
- PULL UP aural alert is broadcast
- GPWS red lights turn off
- GPWS red lights on both pilot panels turn on
- TERR blue lights on DSP SEL pbs on both pilot panels turn on
- Terrain Display test pattern is displayed on each EFIS
- TERRAIN AHEAD PULL UP aural alert is broadcoast
- GPWS red lights turn off
- After 12 sec, Terrain Display test pattern disappears on each EFIS
- both GPWS and TERR FAULT lights on left panel turn off
- GPWS FAULT light on CAP turns off
. below 2000 feet, will inhibit the mode 5 alert (aural and visual)
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 7A 110
GPWS DEC 04
AA
GPWS SELECTOR
The selector is guarded and wirelocked on NORM position.
NORM All basic GPWS modes alerts are operative.

FLAP OVRD Mode 4 alert caused by flap extension, at less than landing
configuration is inhibited to avoid nuisance warnings in case of landing
with reduced flap setting.
OFF All basic GPWS modes alerts are inhibited.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 7B 110
GPWS DEC 04
AA
GPWS Light
FAULT illuminates amber when some or all GPWS basic modes are lost.
OFF illuminates white when GPWS selector on OFF position.
TERR Guarded pb
Pressed all Enhanced (TAD & TCF) modes are operative.

FAULT illuminates amber when some or all Enhanced modes are lost.
OFF illiminated white when TERR pb is released to inhibit Enhanced modes.
DSP SEL pb
RDR illuminates blue when Weather Radar display is selected on EFIS.

TERR illuminates blue when Terrain display is selected on EFIS.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500
P 8 110
GPWS DEC 04
AA
40.3 ELECTRICAL SUPPLY/SYSTEM MONITORING
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY (C/B)
EGPWS computer
GPWS-G/S alert
GPWS light DC BUS 1
TERR pb (on overhead panel EGPWS COMPTR & WARN)
DSP SEL pb
GPWS FAULT indication on CAP DC BUS 2 (on overhead panel)
SYSTEM MONITORING
The conditions are monitored by visual alerts :
- EGPWS computer internal failure or power supply loss.
S GPWS FAULT amber light illuminates on CAP
S both GPWS and TERR FAULT amber lights illuminate on left panel.
- ADC1 loss
S GPWS FAULT amber light amber light illuminates on CAP
S both GPWS and TERR FAULT amber lights illuminate on left panel.
- Radio altimeter loss
S GPWS FAULT amber light illuminates on CAP and on the 2VU left panel
- GNSS or AHRS1 loss
S GPWS FAULT amber light illuminates on CAP
S TERR FAULT amber light illuminates on the 2VU left panel
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 9/10 110
GPWS DEC 04
AA
40.4 SCHEMATIC
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P1 010
WEATHER RADAR NOV 99
AA
50.1 DESCRIPTION
Weather radar system is designed for weather impediments detection, up to 300 NM in a

45 degree sector on each side of aircraft path.
Weather impediments are displayed on the EHSI(S) in ARC mode, in 4 colors according to
the intensity of rain detected.
Weather radar can also be used in MAP mode to display ground obstacles.
System is controlled with the weather radar control panel. Modes selected on this panel
are displayed on the EHSI.
Mod : 5016 ATR 42 Model : 400/500

P2 010
AA
50.2 CONTROLS
WEATHER RADAR CONTROL PANEL

TOFA-01-15-50-002-010AA
1 Mode selector
Enables the selection of the operating mode.

OFF position : The radar system is turned off (WX displayed amber on the EFIS).
SBY position : (STBY displayed green on the EFIS) Places the radar in a ready
state with the antenna scan stopped and the transmitter inhibited.
WX position : (WX displayed green on the EFIS) Selects the weather detection
mode, displaying five different levels.
Level 0 : Black No detectable cloud
Level 1 : Green Moderate storm
Level 2 : Yellow Less severe storm
Level 3 : Red Strong storm
Level 4 : Magenta Intense storm
On the ground, the system is automatically forced in SBY position
for safety. If needed, it is possible to restore the active WX mode by
pushing the STAB button four times in three seconds.
GMAP position : (GMAP displayed green on the EFIS) Selects the ground mapping
mode using four different levels.
Level 0 : Black No return
Level 1 : Cyan Least reflective return
Level 2 : Yellow Moderate return
Level 3 : Magenta Strong return
FP position : (FPLN displayed green on the EFIS). Clears the screen of radar
data and put it in the flight plan mode. The target alert mode (TGT)
can be used in FP mode.
TST position : (TEST displayed on the EFIS) displays a test pattern to verify the
system.
Mod : 5016 ATR 42 Model : 400/500

P3 010
AA
2
TILT control
Is used to adjust the antenna pitch from 15 o down to 15o up.
3
RANGE push buttons
Select the different operating ranges from 5 to 300 NM. In the FP mode, additional
ranges of 500 and 1000 miles are available.
4
GAIN rotary control and push/pull switch
When the switch is pushed, the system enters the preset, calibrated gain mode, in
this mode, the rotary control does nothing.
When the switch is pulled, the system enters the variable gain mode, adjustable by
the rotary control (VAR is displayed amber on the EFIS).
5 RCT push button

Activates or deactivates the REACT mode which compensates for attenuation of the
radar signal as it passes through rain fall.
The cyan field indicates areas where further compensation is not possible. Any target
detected in these areas will be displayed in magenta and should be considered
dangerous.
6
STAB push button
Turns the pitch and roll stability ON and OFF.
7
TGT push button
Activates and deactivates the radar target alert mode. When activated, TGT is
displayed green on the EFIS and the system monitors beyond the selected range and
7.5o on each side of the aircraft heading.
If a characteristic return is detected in the monitored area, the TGT legend on the
EFIS changes from green to amber. TGT alert can only be selected in the WX and FP
modes.
8
SECT push button
Is used to select either the normal 12 looks/mn 120 o scan or the faster update
24 looks/mn 60o sector scan.
Mod : 5016 ATR 42 Model : 400/500

P4 010
AA
EHSI DISPLAY
wx
TOFA–01–15–50–004–010AA
1
Radar Mode Annunciator
Appears as soon as the weather radar is switched on.

D WAIT (green) : corresponds to the radar unit warning up time (is illuminated
during 90 seconds)
D STBY (green) : radar is in STBY mode.
D TEST (green) : illuminates green when a test is initiated
D WX : - illuminates green when radar is operative
- illuminates amber to indicate that radar is not working when
Ąit is either :
. selected ON on EFIS Control Panel (ECP) but OFF on
Radar Control box.
. or selected ON on both ECP and Radar Control box but
antenna is not scanning.
D G MAP (green) : enables to display the ground obstacles
D RCT (green) : Rain Echo Attenuation Compensation Technique mode is engaged.
D TX (magenta) : illuminates when radar operates with the screen dimmed.
2 Distance indication (white)
Appears as soon as ARC mode is selected on EHSI.
3
Weather indication
Is displayed in four colors.
Mod : 5016 ATR 42 Model : 400/500

P5 010
AA
LEFT INTENTIONALLY BLANK
Mod : 5016 ATR 42 Model : 400/500

P6 010
WEATHER RADAR DEC 03
AA

(C/B) (C/B)
Weather radar DC BUS 1 26 VAC STBY BUS
(on overhead panel 28 VDC) (on overhead panel 26 VDC)
Mod : 5016 ATR 42 Model : 400/500

GLOBAL NAVIGATION SATELLITE SYSTEM P1 120
GNSS NOV 01
AA
60.1 DESCRIPTION
(See schematic p11/12)
Using information provided by a constellation of 24 satellites (the HT 1000 is
able to track up to 12 satellites at a time), GNSS is an automatic tridimensional
(latitude, longitude, altitude) location and navigation means. It also uses data
recorded in a data base.
The data base is stored in the NPU and is updated every 28 days on the ground
using a specific data loader. The effective date periods are displayed on the
MCDU IDENT page.
The navigation is normally performed using the GPS sensor (GPS mode). In the
case where the GPS position becomes unavailable, the HT 1000 reverts to
DME-DME mode, if the radio coverage allows it. If not, the dead reckoning mode (DR)
is used like a back-up utilizing true airspeed, heading and the last
computed wind data.
FUNCTIONS
HT 1000 is capable of performing all the functions associated with the great circle
navigation.
It mainly allows to perform:
- "Direct To" navigation
- Flight plan navigation
- Navigation to nearest airport (or nearest VOR, NDB...)
- Vertical navigation (non coupled to auto pilot)
- Non precision approach
To know all the functions available, refer to the table of contents of the HT 1000
pilot's guide.
Mod 5176 + (4839 or 4656) ATR 42 Model 400/500

GNSS NOV 00
AA
60.2 CONTROLS
HT 1000 CONTROLS
The MCDU is the pilot interface for operation and data entry of the HT 1000 and
also displays routes and advisory data on a color 5.5" liquid crystal display. The
display has 14 lines of data with 24 characters per line. The MCDU keyboards
provides for data input and display selection and control.
R Mod : 4654 or 4885 or 5020 or 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EFIS CONTROL PANEL
1
Map pb
Repetitive action on this pb selects alternately MAP display and ARC display on
EHSI.
In MAP selection, waypoints of the flight plan are displayed in white except the
active waypoint which is magenta.
2 V/L pb
Action on this pushbutton causes selection of the VOR/LOC mode.
3 RNV pb
Action on this pushbutton causes selection of the GNSS mode.
4
Refer to 1.10.30.

GNSS NOV 00
AA
EHSI - MAP DISPLAY
V
< 15
1 NAV source annunciation

Identifies the source which supplies the EHSI.
This information is blue when only one crew member uses GNSS. It
becomes amber when both Pilot and F/O use GNSS as navigation source.
2 Distance counter
Indicates the distance computed by GNSS to the next waypoint.
3
Waypoints
G next waypoint (magenta)
G other waypoint (white)
f indicates an airport
indicates a VOR
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
4
Ground speed indicator
Indicates the ground speed calculated by the GNSS.
5 Track deviation
Indicates in NM and tenths of NM the track deviation to the left (L)
or to the right (R) of the intended track.
6
Wind indicator
An arrow and a figure indicates the direction and the velocity (in kt) of the
wind.
7 VOR/RNV symbols
G RNV
VOR
Only VOR/DME or RNV waypoints will be presented on the MAP display.
VOR/RNV 1 is displayed in blue.
VOR/RNV 2 is displayed in green.
8 WPT/DGR alerting
WPT illuminates amber when approaching a waypoint
DGR illuminates amber when the UNABLE RNP" message is displayed on
the MCDU.
9 TO/FROM indicator (magenta)
10 Drift angle indicator (magenta)
11 Radar's range selector may be used to select the distance scale.
12
DME 1/2
Indicates the distance given by DME 1/2.
13
OFS (cyan)
Indicates that a parallel offset has been activated.
14 RADAR status
15 Vertical deviation
Scale and index
Mod 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EHSI - ARC DISPLAY

This information is blue when only one crew member uses GPS. It becomes amber
when both Capt and F/O use GPS as navigation source.
2 Distance counter
Indicates the distance computed by GPS to the next waypoint.
3 Ground speed indicator
Indicates the ground speed calculated by the GPS.
4 Desired track indication
5
Lateral deviation to the track
6
WPT/DGR alerting
the MCDU.
7
TO/FROM annunciator
8
RADAR status
9
APP/OFS
APP illuminates cyan when in approach phase.
OFS illuminates cyan when an offset has been activated.
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EHSI - FULL MODE

This information is blue when only one crew member uses GPS. It becomes amber
when both Capt and F/O use GPS as navigation source.
2 Distance counter
Indicates the distance computed by GPS to the next waypoint.
3 Ground speed indicator
Indicates the ground speed calculated by the GPS.
4 Desired track indication
5 Lateral deviation to the track
6
WPT/DGR alerting
the MCDU.
7 TO/FROM annunciator
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase.
OFS illuminates cyan when an offset has been activated.
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EADI
Alerting messages and displays related to the HT 1000 operation.
(1) RNV MSG is triggered by one of the following messages displayed on the MCDU:
- UNABLE RNP: message annunciated when ANP exceeds RNP or integrity is greater
than twice the selected RNP (Once the value for approach). The conditions for
displaying this message are flight phase dependent as follows:
PHASE OF FLIGHT DEFAULT RNP (NM) Unable RNP Time to Alarm (s)
OCEANIC 12 80
EN ROUTE 2 80
TERMINAL 1 60
APPROACH * 0.3 10
* Not applicable
- DEAD RECKONING: message annunciated when NAV source becomes dead reckoning
(GPS and DME modes are lost).
- VERIFY RNP ENTRY: message annunciated when the pilot entered RNP is greater than
default current RNP.
- VERIFY RNP-POS REF: message annunciated when flight phase changes and current
pilot entered RNP is greater than the default RNP for new flight mode.
- UNABLE APPROACH: message annunciated when within 2 NM from the FAF, and RAIM
prediction at FAF/MAP fails, or navigation source is not GPS.
- VERTICAL TRACK CHANGE ALERT
This message and annunciator is displayed prior reaching a vertical track change.
- END OF DESCENT
This message appears whenever the aircraft reaches the last altitude constraint on the
descent path.
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
R In addition there are some advisory messages such as:

R - RAIM LIMIT EXCEEDS XX NM: message annunciated when the GPS RAIM protection
R Limit exceeds TSO-C129 requirement for current flight phase.
R - CHECK DEST RAIM-POS REF: message annunciated within 30 NM of destination airport
R if active route contains approach and approach RAIM predicted to be non available for some
R period of time within 15 minutes of destination ETA.-
R - RNV MSG will extinguish when the associated MCDU message is cancelled.

GNSS DC STBY BUS
(on overhead panel GPS)
Mod : 5176 ATR 42 Model 400/500

GLOBAL NAVIGATION SATELLITE SYSTEM P 10 090
GNSS NOV 00
AA

GLOBAL NAVIGATION SATELLITE SYSTEM P 11/12 110
GNSS NOV 01
AA
60.4 SCHEMATIC
Mod : (4654or 4885 or 5020 or 5176) + (4839 or 4656) ATR 42 Model 400/500
POWER PLANT 1.16.00
P1 OK
1.16.00 ..................... CONTENTS

1.16.10 ..................... GENERAL
1.16.20 ..................... SYSTEM DESCRIPTION
20.P1 ................ ENGINE
20.P2 ................ FUEL SYSTEM
20.P3 ................ LUBRICATION SYSTEM
20.P4 ................ IGNITION SYSTEM
20.P5 ................ PROPELLER
20.P6 ................ SCHEMATICS
1.16.30 ..................... SYSTEMS OPERATING
30.P1 ................ GENERAL
30.P2 ................ ENGINE GOVERNING
30.P3 ................ PROPELLER SPEED GOVERNING
1.16.40 ..................... CONTROLS
40.P1 ................ ATPCS
40.P2 ................ POWER LEVERS (PL)
40.P3 ................ IDLE GATE
40.P4 ................ CONDITION LEVERS (CL)
40.P5 .................INDICATORS & CONTROL PANELS
1.16.50 ..................... LATERAL MAINTENANCE PANEL
1.16.60 ..................... ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
ATR 42-500
POWER PLANT 1.16.10
P1 001
GENERAL NOV 02
AA
R The engine is a PW 127E certified for a 2400 SHP max take off rating. However, in normal
operation, take off rating will be 2160 SHP with an automatic power increase to 2400 SHP
(Reserve Take Off rating RTO) in case of other engine failure.
Power setting is characterized by constant power lever and condition lever positions. The
power adapted to the flight phase is selected by the pilot through a power management
selector.
The engine comprises two spool gas generators driving a six blade propeller via a free
turbine/concentric shaft/reduction gear box assembly. Propeller regulation is
electronically controlled.
R The propeller is a HS 568 F.
- Diameter : 3.93 m (12.9 ft)
- Rotation : clockwise (looking forward)
- 100% NP : 1200 RPM
- Weight : 180 kg.
The engine accessories are mounted on two accessory gear boxes, one driven by the HP
spool, and one by the propeller reduction gear box.
ATR 42 Model : 500

POWER PLANT 1.16.20
P3 001
SYSTEMS DESCRIPTION NOV 98
AA
R 20.2 FUEL SYSTEM

The fuel supplied from the A/C fuel tank flows through :
- A fuel heater which includes :
. a screen 1 with a by-pass capability.
. a fuel heater element 2 . The source of heat is engine oil, and the fuel
temperature is thermostatically controlled. A fuel heater outlet temperature
indication is provided.
- A HP pump 3 with a filter, a clogging indicator is provided on pilot's panel.
- The Hydro Mechanical Unit (HMU) which has two functions :
. to meter the fuel flow delivery to the engine by a metering valve assembly 4 ,
the excess being returned to HP pump inlet,
. to provide the HP motive flow required by the fuel tank jet pump through an
engine valve 5 .
- A fuel flowmeter 6 .
- A Fuel Cooled Oil Cooler (FCOC) 7 , that provides cooling of the lubricating
system by using fuel system as cooling source.
- A flow divider 8 to the fuel nozzles.
ATR 42 Model : 500

POWER PLANT 1.16.20
P4 001
SYSTEMS DESCRIPTION NOV 99
AA
20.3 LUBRICATION SYSTEM (See schematic p 11/12)
Synthetic oil specification MIL-L-23699.

A single oil system serves the turbo machinery, the reduction gear box and the
propeller pitch change system.
- Oil tank
Oil is contained in a 14.4 L tank 1 . A filter cap is provided on the tank. Quantity
indication is checked by sight glass (or by a dipstick) on the side of the tank.
- Pressure system
A gear pump 2 driven by the accessory gear box supplies oil through an air cooler
3 mounted in the nacelle and a filter 4 both fitted with by-passes in case of
clogging.
RGB oil is also cooled in a fuel heater, 5 as well as in the FCOC 6 . An oil
temperature sensor is provided.
Oil pressure is controlled by a regulating valve 7 . A low temp. valve 8 is
provided to eliminate damaging pressures surges on cold starts. A pressure
transducer 9 and a low pressure switch 10 are installed.
- Scavenge system
Scavenging is blown down or gravity drained except for N° 6 and 7 bearing cavity and
the reduction gear box, on which gear pumps are used.
20.4 IGNITION SYSTEM

Each engine is equipped with a high energy ignition system. It consists of two engine
mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark
R igniters, one for each ignition exciter. Ignition cycle includes two phases. During 25 sec,
R the intensity is 5 to 6 sparks/sec and then, the intensity becomes 1 spark/sec.
The engine ignition system provides ignition for :
- On ground starting using exciter A, exciter B, or exciters A + B (according to ENG
START rotary selector position).
Note : Using exciter A or exciter B may allow to detect an hidden failure.
- In flight starting using exciters A + B regardless of start selection.
In addition, for each engine, in case of NH drop below 60 %, exciters A + B are
automatically activated. This action is inhibited if :
- NH drops below 30 %, or
- EEC is deselected, or
- CL is set on feather or fuel S/O position, or
- On the failed engine in case of ATPCS sequence.
Note : When EEC is deselected, exciters A + B can manually be activated, using the
MAN IGN guarded push-button.
ATR 42 Model : 500

POWER PLANT 1.16.30
P2 001
SYSTEMS OPERATING NOV 98
AA
30.2 ENGINE GOVERNING

MAIN UNITS (HMU-EEC-PVM-PWR MGT)
HYDROMECHANICAL UNIT (HMU)
- Performs fuel metering in steady state operation and protects the system in case of
transients.
- Commands a rotor speed in accordance with 2 laws (NH = f (PLA)) :
. 1 st law (called top) used when EEC is ON to protect NH overspeeds.
. 2 nd law (called base) used when EEC is OFF.
- Includes a stepper motor which adjusts the flow controlled by the hydromechanical
channel, in accordance with commands transmitted by the EEC.
- Ensures engine shutdown (HP fuel S/O).
- Delivers a motive flow to the fuel tank jet pump.
ENGINE ELECTRONIC CONTROL (EEC)
- Regulates a given power, by controlling the stepper motor, to obtain a predicted
torque as a function of :
D the power lever position
D the PWR MGT selector position
D flight conditions
D the position status of the bleed air valves
Note : Operating line with EEC ON may be placed above or below the HMU BASE
R LAW depending on weather conditions.
ATR 42 Model : 400/500

POWER PLANT 1.16.30
P3 100
AA
- Ensures minimum propeller speed control, on ground and at low power (see
propeller governing).
- Delivers, in case of engine failure at take-off, automatic uptrimmed take-off power
to the valid engine (ATPCS) by responding to the signal generated by the
Auto-Feather Unit (AFU) of the failed engine.
- Controls the modulated opening of the Handling Bleed valve (HBV) so as to ensure
correct LP compressor operation.
PROPELLER VALVE MODULE (PVM)
- At high power, controls the propeller maximum speed Np, according to the PWR
MGT selection.
- Controls propeller pitch at low power and when using reverse.
- Ensures low pitch through a solenoid (when PLA are below FI position).
PWR MGT SELECTOR
LINE A : One engine out operation
LINE B : Normal TO or CLB
LINE C : CRZ
Note : Sensible sector designed to allow fix throttle engine control
Mod. : 4601 ATR 42 Model : 500

POWER PLANT 1.16.30
P4 001
AA
ENGINE POWER CONTROL LAWS
R 1 TOP LAW (EEC ON)

This is a TQ (PLA) control law, ensuring a constant power.
It is backed-up by an NH (PLA) law which becomes active :
- At low power (authority of engine torque control is gradually reduced to be
cancelled out at FI),
- In case of engine torque control failure,
- In Hotel mode.
According to the rating selected on the PWR MGT rotary selector, with the PL at a
set point, the EEC commands a determined engine power and therefore a torque value
(for a given propeller speed).
Thus, the torque which is the engine control parameter, is controlled (with PLA
constant) in all ambient conditions.
ATR 42 Model : 400/500

POWER PLANT 1.16.40
P2 001
CONTROLS MAY 98
AA
TRIGGERING CONDITIONS
One torque below 21 %
SEQUENCE AFTER TRIGGER
Time Trigger 2.15 s t

ATPCS
R ARMED uptrim is triggered and autofeather is activated
R ON GROUND bleed valve is shut off on on the affected engine
the remaining engine
- feather solenoid activated
- feathering electric pump
energized
- inhibition of autofeather on
the remaining engine
- ARM light extinguishes
ARMED autofeather is activated on the

IN FLIGHT affected engine
Note : Nothing happens on the affected engine for 2.15 seconds, but uptrim is
energized on the remaining engine. This feature enables to perform an
acceleration stop without having autofeather in order to benefit from some
reversing action on the failed engine.
In this case, the throttle reduction occuring within 2.15 seconds period
automatically disarms the mode.
Once the mode has been triggered, its cancellation can only result from either :
- PWR MGT other than TO, or
- ATPCS Pb set to OFF, or
- both PL retarded.
CAUTION : If the engine is restarted, IT WILL BE NECESSARY TO SELECT PWR MGT
to MCT position after relight in order to be able to UNFEATHER the
propeller.
ATR 42 Model : 400/500

DEC 05
R FI
POWER PLANT 1.16.40
P7 001
CONTROLS NOV 97
AA
Two sensing torque probes are located on the reduction gear box. One of them sends
a signal to the AFU which supplies the analogic torque ind. (pointer). The other one
sends a signal to the EEC which supplies the electronic torque ind. (digital counter).
1 Digital counter
Actual torque is displayed.
If 000" is displayed, torque sensor is failed.
if "ĆĆĆ" is displayed, EEC cannot control the HBV which is then closed.
R If LAB" is displayed, a wrong EEC is installed.
2 Pointer
Actual torque is displayed.
Green sector : 0-100 %
Normal T.O. mark : 90 %
Red mark : 100 %
Red dashed radial : 121.8 %
Red dot : 137 %
3 FDAU target
Displays the maximum torque value computed by the FDAU depending on the PWR
MGT selection (except on the T.O. position where reserve T.O. torque is displayed).
Notes : 1) In case of FDAU target failure associated with a pointer misfunctioning,
an AFU failure may be suspected (see page 1).
2) 15 sec are necessary to obtain a valid FDAU target indication on non
affected side after a rotary selector change.
4 Manual target
Controlled by the knob 5, displays a manually selected torque target.
5 Knob
Enables setting of target bug 4.
6 Test pb
Allows to test the ind. During test, both counter and pointer will display 115 %.
Note : A blue dot is provided on the ind. scale to identify 115 %.
ATR 42 Model : 500

POWER PLANT 1.16.40
P9 001
CONTROLS NOV 98
AA
ITT IND
1 Digital counter
Actual ITT (T6) is displayed.
R 2 Pointer
Actual ITT is displayed
Green sector : 300-765°C
Red point + H : 715°C (Hotel mode)
Amber sector : 765-800°C
Red mark : 765°C (Temperature limit during normal take-off to be checked
in chapter 2.01)
White/red mark : 800°C (Temperature limit in uptrim conditions)
Red point : 840°C (Temperature limit for 20 sec)
Red point + S : 950°C (Temperature limit for 5 sec for start)
3 Alert It
Illuminates amber and the CCAS is activated when ITT > 800°C or 715°C in hotel
mode.
4 Test pb
Allows to test the ind. During test, both counter and pointer will displayed 1150°C.
Note : A blue dot is provided on the ind. scale to identify 1150°C.
ATR 42 Model : 500

POWER PLANT 1.16.40
P 10 001
CONTROLS NOV 97
NH/NL IND
1 Digital counter
Actual NH is displayed.
2 Pointer
Actual NH is displayed.
Green sector : 62-102.7 %
Red mark : 102.7 %
3 Pointer
Actual NL is displayed.
Green sector : 62-104.2 %
Red mark : 104.2 %
4 Test pb
Allows to test the ind. During test, both counter and pointer will display 115 %.
Note : A blue dot is provided on the ind. scale to identify 115 %.
OIL IND
1 OIL PRESS indication

Actual oil pressure is displayed.
Green sector : 55-65 PSI
Amber sector : 40-55 PSI
Red mark : 40 PSI

Dashed white/red radial at 55 PSI
2 OIL LOW PRESS lt
Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure
switch activates the CCAS at 40 PSI.
3 OIL TEMP indication
Actual oil temperature is displayed.
Green sector : 45-125_C
Amber sector : 125-140_C and below 0_C
Red mark : 140_C
ATR42 Model : 500

(F.C.O.M.)
ND
2 PART: OPERATING PROCEDURES
LIMITATIONS 2.01.00
P1 OK
F.C.O.M. CONTENTS NOV 03
2.01.00 ..................... CONTENTS

2.01.01 ..................... GENERAL
2.01.02 ..................... WEIGHT AND LOADING
2.01.03 ..................... AIRSPEED AND OPERATIONAL PARAMETERS
2.01.04 ..................... POWER PLANT
2.01.05 ..................... SYSTEMS
2.01.06 ..................... TCAS
2.01.07 ..................... GPS
2.01.08 ..................... CABIN LIGHTING
2.01.09 ..................... EGPWS (if installed)
2.01.10 ..................... COMPANY LIMITATIONS
ATR 42-500
LIMITATIONS 2.01.01
P1 OK
F.C.O.M. GENERAL APR 05
INTRODUCTION
Aircraft and system limitations in this section include the limitations of the AIRPLANE FLIGHT
MANUAL.
IMPORTANT
- ALL THE LIMITATIONS OF THE DGAC APPROVED AIRPLANE FLIGHT MANUAL ARE
REPRODUCED HERE IN CAPITAL LETTERS IN BOXES
- THE ADDITIONAL LIMITATIONS ARE INDICATED AS A GUIDE IN ORDER TO HAVE AN
OPTIMIZED UTILIZATION OF THE AIRCRAFT
- ALL REFERENCES TO AIRSPEED OR MACH RELATE TO INDICATED AIRSPEED OR
INDICATED MACH UNLESS OTHERWISE NOTED
- ALL REFERENCES TO ALTITUDE RELATE TO PRESSURE ALTITUDE UNLESS
OTHERWISE NOTED
KIND OF OPERATIONS
The airplane is certified in the Transport Category, JAR 25 and ICAO annex 16 for day and night
operations, in the following conditions when the appropriate equipment and instruments required
by the airworthiness and operating regulations are approved, installed and in an operable
condition:
- VFR and IFR

- Flight in icing conditions
- Power back (single or twin engine)
- B-RNAV
- Low Visibility Take-Off
- Category II Approach
CREW COMPOSITION
Minimum Flight Crew
2 PILOTS
At least one pilot shall be authorised to act as a commander.
Minimum Cabin Crew

1 cabin attendant
ATR 42 - 500
LIMITATIONS 2.01.01
P2 OK
F.C.O.M. GENERAL FEB 01
MAXIMUM OPERATING ALTITUDE
25 000 FT
MANEUVERING LIMIT LOAD FACTORS
FLAPS RETRACTED = + 2,5 TO - 1 G

FLAPS EXTEDED = + 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
60
PASSENGER SEATING CONFIGURATION
Commercial seats in the passenger cabin 46

Service seats in the passenger cabin 2
Service seats in the flight deck 3
Maximum number of persons on board * 51
* The children up to two years age are not included since they do not require their own seat.
The number of children up to two years is limited to 4 due to limited number of special emergency
equipment.
ATR 42 - 500
LIMITATIONS 2.01.02
P1 050
WEIGHT AND LOADING NOV 99
AA
DESIGN WEIGHT LIMITATIONS
MAXIMUM WEIGHT KG LB
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 16700 36817
CENTER OF GRAVITY ENVELOPE

The limits of the center of gravity are given in percentage of the mean aerodynamic
chord (MAC), landing gear extended.
The MAC is 2.285 meters long (89.961 in.).
Station 0 located 2.362 meters (92.992 in.) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 11.425 meters (449.803 in.).
CARGO COMPARTMENT LOADING LIMITATIONS

See W.B.M. : 1.10.04 p 1
R Mod : 5150 ATR 42 Model : 500

LIMITATIONS 2.01.03
P1 100
AIRSPEED AND OPERATIONAL PARAMETERS NOV 02
AA
AIRSPEEDS
* MAXIMUM OPERATING SPEED

THIS LIMIT MUST NOT BE INTENTIONALLY EXCEEDED IN ANY FLIGHT REGIME.
VMO = 250 kt IAS
MMO = 0.55
* MAXIMUM DESIGN MANEUVERING SPEED
FULL APPLICATION OF ROLL AND YAW CONTROLS AS WELL AS MANEUVERS
INVOLVING ANGLES OF ATTACK NEAR THE STALL SHOULD BE CONFINED TO
SPEEDS BELOW VA.
VA = 160 kt IAS
CAUTION : Rapidly alternating large rudder applica-
R tions in combination with large sideslip
angles may result in structural failure at
any speed.
* MAXIMUM FLAPS EXTENDED OPERATING SPEEDS

VFE = VFO FLAPS 15 180 kt
FLAPS 25 160 kt
FLAPS 35 150 kt
* MAXIMUM LANDING GEAR EXTENDED OR OPERATING SPEEDS
VLE = 180 kt
VLo RET = 160 kt
VLo LOW = 170 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt
* MAXIMUM WIPERS OPERATING SPEED
VWO = 160 kt
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).
MOD 4462 ATR 42 Model : 500

LIMITATIONS 2.01.03
P3 001
AIRSPEED AND OPERATIONAL PARAMETERS NOV 98
AA
V1 limited by VMCG (FLAPS 15)

R CAUTION : INCREASE BY 1.5 KT FOR TAKE-OFF BLEED ON
R
R
R 104
R
R
R
R
R
R 100
R
R
R
R
R
R 96
R
R
R
R
R 92
R
R
R
R
R
R 88
R
R
R
R
R
R 84
R
R
R
R
R
R 80
–40 –30 –20 0 10 20 30 40 50
R
R OUTSIDE AIR TEMPERATURE (DG.C)
R
Eng. : PW127E ATR 42 Model : 500

LIMITATIONS 2.01.03
P5 001
AIRSPEED AND OPERATIONAL PARAMETERS MAY 98
AA
OPERATIONAL PARAMETERS
ENVIRONMENTAL ENVELOPE
TAKE-OFF AND LANDING

R TAIL WIND LIMIT : 15 KT
The maximum demonstrated cross wind on dry runway is 30 KT.

MAXIMUM MEAN RUNWAY SLOPE : ± 2 %
ATR 42 Model : 400/500

LIMITATIONS 2.01.04
P1 001
POWER PLANT NOV 01
AA
ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
OPERATING TIME TQ ITT NH NL NP OIL PRESS OIL TEMP
CONDITION LIMIT (%) (°C) (%) (%) (%) (PSI) (°C) (2)
RESERVE 10 mn 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125
TAKE OFF (6)
NORMAL 5 mn 90 (1) (5) 101.9 101.4 101 55 to 65 0 to 125

TAKE OFF
MAXIMUM NONE 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS (6)
GROUND 66 40 mini - 40 to 125

IDLE mini (4)
HOTEL (7) 715 55 to 65 125

MODE
TRANSIENT 20 s 137.5 840 104.3 106.5 106 (3) 40 to 100
5s 120
20 mn 140
STARTING 5s 950 - 54 mini
1) Value linked to 100 % NP.

2) Oil temperature must be maintained above 45° C to ensure protection for the
engine air inlet against ice accumulation.
3) Permissible for completion of flight provided TQ does not exceed 85 % during
climb and 84 % during cruise.
4) Up to 75 % NH only.
5) ITT limits depend on outside air temperature. Refer to 2.01.04 p 3.
R 6) Time beyond 5 mn is linked to actual single engine operations only.
7) A qualified person is required to use engine 2 in HOTEL mode.
Note : Flight with an engine running and the propeller feathered is not permitted.

LIMITATIONS 2.01.04
P2 001
POWER PLANT MAY 98
AA
R
R
R
R
R

DEC 06
R -- Acceptable fuels (refer to PWC documentation to determine equivalent approved fuels).

R -- Use of JP4 and JET B are prohibited.
R
DEC 05
R
LIMITATIONS 2.01.05
P1 001
SYSTEMS DEC 04
AA
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 NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn
SINGLE DC GEN OPERATION
In flight : if OAT exceeds ISA + 25, flight level must be limited to FL 200
HYDRAULIC SYSTEM
SPECIFICATION : HYJET IV OR SKYDROL LD 4
LANDING GEAR
R TOWING WITH TOWBARLESS SYSTEM IS PROHIBITED
DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
TAKE OFF WITH MORE THAN ONE FAILED MFC MODULE IS PROHIBITED.
ATR 42 Model : 500

LIMITATIONS 2.01.05
P2 001
SYSTEMS NOV 00
AA
OXYGEN
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature, in flight
R Minimum bottle pressure required to cover a cabin depressurization at mid-time of the
R flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
R flight continuation at an altitude below 13,000 ft.
R A 25 % pax oxygen consumption is assumed.
R 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
ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P1 050
TCAS DEC 06
AA
TCAS
LIMITATIONS
The limitations in Part 2.01 are applicable with the addition of the following:
1-- TCAS operation is approved for use in VFR meteorological conditions (VMC) and
IFR meteorological conditions (IMC).
2-- The pilot must not initiate evasive maneuvers using information from the traffic
R display only or from a traffic advisory (TCAS TA) only.
These displays and advisories are intended only for assistance in visually locating
the traffic and lack the resolution necessary for use in evasive maneuvering.
3-- Compliance with TCAS resolution advisory is required unless the pilot considers it
unsafe to do so.
However, maneuvers which are in the opposite direction of the resolution advisory
(TCAS RA) are extremely hazardous and are prohibited unless it is visually
determined they are the only means to assure safe separation.
CAUTION : Once a non crossing RA has been issued the vertical speed should be
accurately adjusted to comply with the RA, in order to avoid negating
the effectiveness of a co-- ordinated maneuvre by the intruder.
WARNING : Non compliance with a crossing RA by one airplane may result in

reduced vertical separation. Therefore, safe horizontal separation
must also be assured by visual means.
4-- Evasive maneuvring should be made with the autopilot disengaged, and limited to
the minimum required to comply with the RA. The pilot must promptly return to the
previous ATC clearance when the TCAS “CLEAR OF CONFLICT” voice message is
announced.
5-- Prior to perform RA’s climb or increase climb, the crew should select the appropriate
engine power setting on the power MGT rotary selector and, if necessary, manually
adjust CLs.
6-- When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-- around phase, a normal procedure of go-- around should
be followed including the appropriate power increase and configuration changes.
Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P2 050
TCAS NOV 02
AA
TCAS (cont'd)
7- Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RAs would be
appropriate, however it is not possible to do so. In these cases, TCAS may command
maneuvers which may significantly reduce stall margins or result in stall warning.
Conditions where this may occur include operations with a bank angle (wings level is
assumed), weight, altitude and temperature combinations outside those noted
below, leaving aircraft in landing configuration during climb RA on approach, engine
out operations, and abnormal configurations such as landing gear not retracted or
stick pusher/shaker failure.
The table below entitled Flight Envelope in which climb resolution advisory can be
accomplished without stick pusher/shaker activation" outlines the parameters used
in the development of the performance inhibits. This table does not consider worst
turboprop flight conditions especially operations using minimum operating
airspeeds as are sometimes required (e.g. obstacle clearance, ATC constraints). In
all cases, stall warning must be given precedence over climb RA commands.
NOTE : TCAS is viewed as a supplement to the pilot who, with the aid of the
ATC system, has the primary responsibility for avoiding mid-air
collisions.
WARNING : Priority must be granted to increasing airspeed when reaching stall

warning even when this requires deviation from an RA command
issued by the TCAS.

LIMITATIONS 2.01.06
P3 050
TCAS NOV 02
AA
TCAS (cont'd)
FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN
BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION
WEIGHT AIRSPEED
FLIGHT
ALTITUDE POWER FLAPS GEAR
REGIME INITIAL MIN.
TEMP.
Take off FAR25/JAR Take off 15 Up V2 + 20 1.13 VSR
25
Climb limit
Approach FAR25/JAR Spin up to go around 15 UP 1.51 1.13 VSR
25 power during VSR
Climb limit maneuver from
power for level flight
Landing FAR25/JAR Spin up to go around Transition DN VAPP +10 1.13 VSR
Transitioning 25 power during maneuver from to
R to go around Climb limit from power required for 35 to 15 Up
at RA 3° Glide Slope
Enroute Critical Wt/ Power for level flight Up Up Long Higher of
Alt increase to Max Range 1.13 VSR if
giving 1.3G Continuous Cruise defined
to or buffet
buffet onset onset
Temperature range up to ISA + 27°
- Enroute 0 25000 ft
Altitude range - Take off 0 6000 ft
- Approach and landing 0 7000 ft
Wings Level Assumed

LIMITATIONS 2.01.06
P4 050
TCAS NOV 02
AA
TCAS (cont'd)
8- Inhibition schemes
8.1- Non icing conditions

FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED INHIBITED
FLAPS 25 Landing AUTHORIZED INHIBITED
8.1- Icing conditions

FLAPS 0 AUTHORIZED AUTHORIZED
NOTE 1 : Pilots are authorized to deviate from their current ATC clearance to
the extent necessary to comply with a TCAS resolution advisory.
NOTE 2 : Maneuvers based solely on information displayed on the traffic
display are not authorized.

LIMITATIONS 2.01.06
P5 080
TCAS NOV 02
AA
TCAS (cont'd)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
The TCAS must be turned TA ONLY in the following cases:
-Engine out operations
-Stick pusher/shaker failure
-Flight with landing gear down
The TCAS must be turned STBY in the following cases:
-ATC request
-LOSS OF RADIO ALTIMETER INFORMATION
-Errors or differences between independant air data sources
PERFORMANCES
The performances in Part 3 are applicable.
R Mod : (3832 or 5103 or 5146) + 5205 ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 500
GPS DEC 03
AA
GPS
1 - GENERAL
The Honeywell/Trimble GNSS 1000 :
- complies with TSO C 129 and TSO C115B,
- is installed in compliance with FAA AC 20-129, AC 20-130A, AC 20-138 and DGAC CRI
S-9902,
- has been demonstrated to meet the requirements of JAA TGL no2,REV1 and FAA AC
20-138 and FAA Notice N8110-60.
- has been demonstrated to meet the P-RNAV requirements of JAA TGL no10.
2 - LIMITATIONS
Compliance with the above regulations does not constitute an operational
approval/authorization to conduct operations. Aircraft operators must apply to their
Authority for such an approval/authorization.
- The HT1000 pilot's guide must be available on board.
- The system must operate with HT 1000-060 software version or any later approved
version.
- The approval of the system is based on the assumption that the navigation database
has been validated for intended use.
- This equipment is approved for use as :
- primary navigation means for oceanic and remote operations when only one long
range navigation system is required.
- supplemental navigation means, en route, in terminal area and for non precision
approach operations until the missed approach point with respect of the MDA.
NOTE : Stand alone GPS approach is not approved. Conventional means must be
permanently cross-checked during the approach.
- advisory VNAV means
NOTE : VDEV function must be permanently monitored.
3 - PROCEDURES
- In the event of DGR alarm illumination the flight crew must cross-check the aircraft
position using conventional means or must revert to an alternative means of
navigation.
- In addition, where the coupled DME option is not installed or if the coupled DME is not
operative, the following procedures apply for B-RNAV operations :
(a) during the pre-flight planning phase, the availability of GPS integrity (RAIM) must
be confirmed for the intended flight (route and time). Dispatch must not be made in the
event of predicted continuous loss of RAIM of more than 5 minutes for any part of the
intended flight.
(b) Traditional navigation equipment must be selected to available aids so as to allow
immediate cross-checking or reversion in the event of loss of GPS navigation
capability.
Mod. : 5403 ATR 42 Model : 400/500

LIMITATIONS 2.01.08
P1 100
CABIN LIGHTING NOV 99
AA
CABIN LIGHTING
The general cabin illumination system must be used during not less than 15 minutes
before each flight.
Mod : 5067 or 5171 ATR 42 Model : 400/500

LIMITATIONS 2.01.09
P1 110
CONTENTS NOV 02
AA
EGPWS
1 - Navigation is not to be predicated on the use of the terrain display.
Note :The Terrain Display is intended to serve as a situational awareness tool only. It does
not have the integrity, accuracy or fidelity on which to solely base decisions for terrain
or obstacle avoidance.
2 - To avoid giving nuisance alerts, the predictive TAWS functions must be inhibited when
landing at an airport that is not included in the airport database.
Mod : 5313 ATR 42 Model : 400/500

LIMITATIONS 2.01.10
P1 OK
F.C.O.M. COMPANY LIMITATIONS DEC 05
The aircraft is classified in category B in accordance with ICAO Doc 8168, Volume I.
SINGLE ENGINE ACCELERATION ALTITUDE
- after take-off ...................................................... not less than 800 ft AGL

- after go around .................................................. not less than 800 ft AGL
See Aerodrome Manual to check whether higher value is required.
ACCELERATION ALTITUDE
- after take-off ...................................................... not less than 1 500 ft AGL

- after go around .................................................. not less than 800 ft AGL
See Aerodrome Manual to check whether higher value is required.
TYPE OPERATING MINIMA

Maximum wind component
RVR/VIS tail cross head
AT43 15 kt 45 kt no limit
Take-Off 400 m AT45 15 kt 30 kt no limit
AT43 10 kt 20 kt 25 kt
Low Visibility Take-Off (LVTO) 125 m AT45 13 kt 25 kt 30 kt
AT72 10 kt 15 kt 30 kt
Maximum wind component

DH RVR tail cross head
Landing CAT I 200 ft 550 m AT45 15kt 30 kt no limit
AT43 10 kt 20 kt 25 kt
Landing CAT II 100 ft 300 m AT45 13 kt 25 kt 30 kt
AT72 10 kt 15 kt 30 kt
The landing RVR minimum applies to the first RVR reporting point.
Reported RVRs are controlling if relevant to that part of the RWY (the mid and stop-end point) used
during the high speed phase of the landing to a speed of approx. 60 kt.
The minimum RVR value for mid-point is 125 m and for stop-end is 75 m.
To determine the wind component see diagram on page 4.
ATR 42-500
LIMITATIONS 2.01.10
P2 OK
F.C.O.M. COMPANY LIMITATIONS MAY 04
RUNWAY CONDITIONS LIMITS
a) Braking conditions
Maximum cross wind component

Friction coefficient Braking action take-off landing
0.40 and above good "5" In accordance with Type Operating Minima
0.36 – 0.39 medium/good "4" 30 kt 30 kt
0.30 – 0.35 medium "3" 20 kt 20 kt
0.26 – 0.29 medium/poor "2" 10 kt 10 kt
0.25 - 0,20 poor "1" prohibited 5 kt *)
0,19 and below poor "1" prohibited prohibited
*) Landing is prohibited unless the friction coefficient is available and runway width is 40 m or more.
If friction coefficient is 0,29 and bellow or BA is 2 or less, take-off and landing must be performed by
the CM1.
If friction coefficient is available, interpolation may be used to determine the maximum cross wind
component (see diagram on page 4).
If friction coefficient/braking action is given for each third of runway, midpoint and stopend values
apply for take-off, touchdown and midpoint values apply for landing.
If friction coefficient/braking action is not available or is described as UNRELIABLE use the following
table to determine cross wind limitation:
Maximum cross wind component

Runway contamination take-off landing
dry/damp runway In accordance with Type Operating Minima
wet runway/dry snow/other contamination 30 kt 30 kt
water/wet snow/slush 20 kt 20 kt
ice prohibited 5 kt *)
*) Minimum runway width is 40 m.
b) Runway width
If runway width is less than 40 m maximum cross wind component is decreased by 10 kt.
ATR 42-500
LIMITATIONS 2.01.10
P3 OK
F.C.O.M. COMPANY LIMITATIONS MAY 04
LVO - TYPE AND COMMAND EXPERIENCE
a) Before commencing Category II operations, the following additional requirements are applicable
to commanders, who are new to the aeroplane type or being upgraded for a commander position
on the type:
1) 40 sectors on the ATR, including Line Flying/Training in command under Supervision; and
2) 100 m must be added to the applicable Category II RVR minima unless he has previously
qualified for Category II or III operations within CSA, until a total of 200 hours, including Line
Flying/Training in command under Supervision, has been achieved on the ATR.
b) When the commander operates in the right-hand seat, the pilot operating in the left-hand seat
may perform Category II operations when he fulfils the following requirements:
1) he has completed the Initial or Conversion Course for Low Visibility Operations and he holds
an authorisation for conducting Low Visibility Operations (Low Visibility Take-Off, Category II
operations) on the ATR at CSA as a pilot-in-command (PIC).
2) he has completed 20 sectors on the ATR as CM1, including Line Flying/Training in command
under Supervision; and
3) 100 m must be added to the applicable Category II RVR minima unless he has previously
qualified for Category II or III operations within CSA, until a total of 100 hours, including Line
Flying/Training in command under Supervision, has been achieved on the ATR.
ATR 42-500
LIMITATIONS 2.01.10
P4 OK
F.C.O.M. COMPANY LIMITATIONS NOV 03
WIND COMPONENT DIAGRAM
ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.00
P1 OK
F.C.O.M. CONTENTS JAN 07
2.02.00 ............... CONTENTS
2.02.01 ............... OPERATING SPEEDS
2.02.02 ............... DATA CARD
2.02.03 ............... AIR
2.02.04 ............... AFCS
2.02.05 ............... ELECTRICAL SYSTEM
2.02.06 ............... FLIGHT CONTROLS
2.02.07 ............... FUEL SYSTEM
2.02.08 ............... ADVERSE WEATHER
2.02.09 ............... LANDING GEARS / BRAKES
2.02.10 ............... FLIGHT PATTERNS
2.02.11 ............... POWER PLANT
2.02.12 ............... FLIGHT CHARACTERISTICS
2.02.13 ............... RNAV
2.02.14 ............... FLIGHT INSTRUMENTS
2.02.15 ............... TCAS
2.02.16 ............... EGPWS
2.02.17 ............... INTENTIONALLY NOT USED
2.02.18 ............... A/C EMERGENCY EVACUATION
2.02.19 ............... HIGH LATITUDES OPERATIONS
2.02.20 ............... ENGINE FAILURES
2.02.21 ............... MPC
2.02.22 ............... BRIEFINGS
ATR 42-500
P2 OK
2.02.23 ............... LOW VISIBILITY OPERATIONS
2.02.24 ............... EMERGENCY DESCENT
ATR 42-500
P1 OK
F.C.O.M. OPERATING SPEEDS JAN 07
[AT45/72] 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 V 2 = 1,2 V s min , V REF = 1,3 V s min ).
New certification now uses as a reference the one g stall speed V SR [AT72 - V s 1g ] which is typically
6 % greater than V s min .
In order to provide the same practical maneuver margin, the factors applied to V SR [AT72 - V s 1g ]
have been changed to reflect the increased value of V SR [AT72 - V s 1g ] relative to V s min .
1,2 applied to V s min becomes 1,13 when applied to V SR [AT72 - V s 1g ].

The ATR 42-500 and ATR 72 having been certificated to the new rules, the reference stalling speed
called V SR [AT72 – V s ] is determined as a one G stall speed [AT72 - V s 1g ] and the new (reduced)
factors apply accordingly.
ATR 42-500
P2 OK
DEFINITIONS
VS [AT72] 1g stalling speed for a specified configuration. It is a function of the aeroplane

weight.
[AT43] Minimum stalling speed for a specified configuration. It is a function of the
aeroplane weight.
[AT45] V SR Minimum 1g stalling speed for a specified configuration. It is a function of the

aeroplane weight.
V MCG 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 aeroplane
VR Speed at which rotation is initiated to reach V 2 at 35 ft height.
V2 Take off safety speed reached before 35 ft height with one engine failed and
providing second climb gradient not less than the minimum (2,4 %).
V MCA Minimum control speed in flight at which the aeroplane 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.)
V MCL Minimum flight speed at which aeroplane 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.
V FE Maximum speed for each flap configuration
ATR 42-500
P3 OK
MINIMUM MANEUVER / OPERATING SPEEDS
Minimum maneuver / operating speeds are defined in order to provide sufficient margin against stall.
They will vary with:
- Normal or icing conditions,

- Weight,
- Configuration,
- Type of maneuver ( HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in FCOM 2.01.03 or by V 2
when applicable.
NORMAL CONDITIONS
AT43 AT72 AT45

FLAPS V mHB V mLB V mHB V mLB FLAPS V mHB V mLB
0 1,25 V S 1,23 V S and 1,18 V S 0 1,22
1,23 V SR
1,3 V S
not less than and not less V SR
15 V2 V MCL during V2 15 than V MCL V2
approach during
30 Not used Not used 25 approach
Not
45 PROHIBITED NOT APPLICABLE 35 used
Note: Refer to 2.02.08 for icing conditions.
UTILIZATION
- V mLB 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)
- V mHB 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.
CSA speed booklet is used as a supplement of this operating data booklet.
The description and the procedures how to use this speed booklet are published at the paragraphs
below.
ATR 42-500
P4 OK
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 AT43 AT45 AT72

0 160 kt 175 kt 180 kt
15 145 kt 145 kt 150 kt
25 X 135 kt X
30 130 kt X 135 kt
35 X 125 kt X
TAKE-OFF SPEEDS - OPTIMUM SPEED TABLES (RTOW CHARTS)
In cases where the MTOW is determined by Optimum Speed Tables, two events may occur:
1) Non limiting runway - the MTOW is the maximum structural take-off weight, then the speeds
given in the CSA Speed Booklet for take-off are used. Use the speeds associated with the
actual take-off weight.
2) Limiting runway - the MTOW is lower than maximum structural take-off weight, then use the
speeds given in the Optimum Speed Tables for take-off, even if the actual take-off weight is
lower, and fill in a CSA Take-off card.
FINAL APPROACH SPEED
V APP = V mHB + WIND FACTOR

or V MCL , whichever is higher
WIND FACTOR = The highest of

- 1/3 of the head wind velocity or 5 kt whichever is higher,
- 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...
ATR 42-500
P5 OK
GO AROUND SPEED V GA
V mHB landing configuration + 5 kt or 1,1 V MCA , whichever is higher.
LANDING SPEEDS
Use speeds given in the CSA Speed Booklet for landing. Use the speeds associated with the actual
landing weight.
MINIMUM SPEED FOR FLAPS RETRACTION
It is V mLB of the next flap setting.
Example:
- Minimum speed to retract flaps from 15 to 0 : V mLB 0 .
CSA SPEED BOOKLET
TAKE-OFF SPEEDS
TOW
FLAPS 15
TOW 21
FLAPS 15
ATR 42-500
P6 OK
Take-off - normal conditions
BUG MARKING MEANING DEFINITION

Yellow V1 Decision speed
VR R Rotation speed
Inner - Amber V2 Take-off safety speed V mLB15 AT72 1,175 V S
AT45 1,16 V SR
AT43 1,20 V S
White V mLB 0 Single engine climb speed
FINAL T/O V mLB0 AT72 1,18 V S
V mLB 0 Drift down speed
DRIFT DOWN AT45 1,22 V SR
- minimum LO BANK speed AT43 1,25 V S
with flaps 0°
- it enables to fly HI BANK
with flaps 15°
- it enables to retract the
flaps during acceleration
V mHB 0 Minimum HI BANK speed with V mHB0 AT72 1,23 V S
flaps 0° AT45 1,23 V SR
AT43 1,30 V S
Red and Green bugs should be set according to icing conditions table.
[AT43/72] Take-off - icing conditions

VR R Rotation speed
Inner - Amber V2 Take-off safety speed V mLB15 AT72 1,21 V S
AT43 1,32 V S
White V mLB 15 FINAL T/O Single engine climb speed V mLB15 AT72 1,38 V S
V mLB 15 DRIFT DOWN Drift down speed AT43 1,45 V S
- minimum LO BANK speed
with flaps 15°
Red V mLB 0 Minimum LO BANK speed V mLB0 AT72 1,43 V S
with flaps 0° AT43 1,45 V S
Green V mHB 0 Minimum HI BANK speed with V mHB0 AT72 1,48 V S
flaps 0° AT43 1,50 V S
ATR 42-500
P7 OK
[AT45] Take-off - icing conditions

VR R Rotation speed
Inner - Amber V2 Take-off safety speed V mLB15 AT45 1,21 V SR
White V mLB 15 FINAL T/O Single engine climb speed V mLB15 AT45 1,27 V SR
- minimum LO BANK speed
with flaps 15° after take-off
V mLB 15 DRIFT DOWN Drift down speed V mLB15 AT45 1,35 V SR
- minimum en route LO
BANK speed with flaps 15°
Red V mLB 0 Minimum LO BANK speed V mLB0 AT45 1,45 V SR
with flaps 0°
Green V mHB 0 Minimum HI BANK speed with V mHB0 AT45 1,50 V SR
flaps 0°
LANDING SPEEDS
LW LANDING SPEEDS
LW 21 LANDING SPEEDS
ATR 42-500
P8 OK
Note: XX means landing flaps configuration 30° AT72/43

35° AT45
Landing - normal conditions

Green V mHB XX Minimum speed used for V mHBXX AT72 1,23 V S
approach AT45 1,23 V SR
AT43 1,30 V S
and not less than V MCL
Inner - Amber V APP Approach speed (including V mHBXX + wind effect
5 kt minimum wind effect) Wind effect = 1/3 of the
head wind or the gust in
full, whichever is higher
(minimum is 5 kt and
maximum is 15 kt)
Yellow V GA Go around speed V mHBXX + 5 kt or 1,1 V MCA
whichever is higher
White V mLB 0 S.ENG.CLIMB Single engine climb speed V mLB0 AT72 1,18 V S
V mLB 0 DRIFT DOWN Drift down speed AT45 1,22 V SR
- minimum LO BANK AT43 1,25 V S
speed with flaps 0°
- it enables to fly HI BANK
with flaps 15°
V mHB 0 Minimum HI BANK speed V mHB0 AT72 1,23 V S
with flaps 0° AT45 1,23 V SR
AT43 1,30 V S
Red bug should be set according to icing conditions table.
ATR 42-500
P9 OK
[AT43/72] Landing - icing conditions

Green V mHB 30 Minimum speed used for V mHB30 AT72 1,30 V S
approach AT43 1,50 V S
Inner - Amber V APP Approach speed (including V mHB30 + wind effect
head wind or the gust in full,
whichever is higher
maximum is 15 kt)
Yellow V GA Go around speed V mHB30 + 5 kt or 1,1 V MCA
whichever is higher
White V mLB 15 S.ENG.CLIMB Single engine climb speed V mLB15 AT72 1,38 V S
V mLB 15 DRIFT DOWN Drift down speed AT43 1,45 V S
- minimum LO BANK
Red V mLB 0 Minimum LO BANK speed V mLB0 AT72 1,43 V S
V mHB 0 Minimum HI BANK speed V mHB0 AT72 1,48 V S
ATR 42-500
P 10 OK
[AT45] Landing - icing conditions

Green V mHB 35 Minimum speed used for V mHB35 AT45 1,35 V SR
approach
Inner - Amber V APP Approach speed (including V mHB35 + wind effect
head wind or the gust in full,
whichever is higher
maximum is 15 kt)
Yellow V GA Go around speed V mHB35 + 5 kt or 1,1 V MCA
whichever is higher
White V mLB 15 Single engine climb speed V mLB15 AT45 1,27 V SR
S.ENG.CLIMB - minimum LO BANK
after go around
V mLB 15 DRIFT DOWN Drift down speed V mLB15 AT45 1,35 V SR
- minimum en route LO
BANK speed with flaps
15°
Red V mLB 0 Minimum LO BANK speed V mLB0 AT45 1,45 V SR
with flaps 0°
V mHB 0 Minimum HI BANK speed V mHB0 AT45 1,50 V SR
with flaps 0°
ATR 42-500
P1 OK
F.C.O.M. DATA CARD NOV 03
Fill in V 1 , V R , and V 2 speeds as per speeds given in the Optimum Speed Tables and then fill in the
R
remaining speeds as per the CSA Speed Booklet associated with the actual take-off weight.
ATR 42-500
P4 OK
F.C.O.M. AFCS JAN 07
Note: - Function of AP/YD is monitored on three axis.

When a monitor failure is detected, the AP/ZD disengages and failure message is
displayed on ADU. (AFCS invalid or AP invalid). When these CAUTION messages are
cleared by the pilot (within 45 seconds), the AP computer attempts a « monitor recovery »
in order to reset itself to a valid configuration. When the AP computer power up test is
completed, the AP/YD can once again be engaged. If the failure condition upon
engagement is still preset, the AFCS will again disengage. However, after the caution
messages are cleared, the recovery function will not prompt another automatic AP
computer power up. AP computer power up has to be performed, if needed, by cycling the
associated C/B.
Automatic AP computer power up is inhibited if:
- AP, YD or AFCS control panel is lost.
- Pitch trim fail alert is lost.
- Any approach mode is engaged.
- Go around mode is engaged.
- LOC or BC track mode is engaged.
TYPICAL AP/FD operation

y TASK sharing
- With AP engaged, PF will select references and modes
- With FD only (AP not engaged) PF will call for references and modes to be set by PNF.
ALTITUDE setting is done by PNF without PF command. Once PNF accepts an altitude
assignment form ATC, inserts it to the altitude selector /ADU and confirms verbally to PF.
PF then shall crosscheck that proper altitude is set and verbally confirm: "CHECK".
y BEFORE TAKE OFF
- Both FD switches ON.
- First cleared altitude set on ADU.
- HDG bug checked on RWY HDG.
- HDG mode ENGAGED.
- BANK selector LO.
- IAS mode engaged with V 2 + 5 set on ADU.
y TAKE OFF
- As power is increased, the vertical guidance FD bar will move up and lateral guidance FD bar
remains centered as runway heading is maintained.
- Rotation is initiated to the recommended value (Θ ≅ 9°) as indicated by FD vertical guidance
bar.
- As soon as gear is retracted and above 100 ft, AP may be engaged : it synchronizes on FD
command and maintains HDG and IAS.
- Turn may be initiated as required using HDG sel. knob.
- When acceleration altitude is reached, set climb speed on ADU by moving the pitch wheel on
AFCS control panel, and set CLB power according to standard « climb sequence ». BANK
selector may be switched back to HI as needed.
ATR 42-500
P5 OK
• CLIMB
Use lAS with climb speed with associated target values set by pitch wheel.
Note: If the aircraft is unable to reach an assigned FL the crew shall request a lower FL.
Use of other vertical mode (VS or Stand by pitch) due to passenger comfort improvement in
turbulence or upon ATC request to increase climb gradient could have a negative impact to
flight safety.
CAUTION: Use of other AFCS mode then IAS is not approved during climb IN ICING
CONDITIONS OR WHENEVER ICING AOA LIGHT IS ILLUMINATED.
Note: If airspeed is not monitored during climb and VS mode is engaged with a rate exceeding the
aircraft performance the airspeed will continuously decrease: AP will disengage
automatically when stall alert is activated.
CAUTION: When VS mode is used, monitor airspeed carefully.
• LEVEL OFF
- Level off is automatic when reaching the selected altitude.
- Power must be adjusted to the new condition.
- PF shall guard the control wheel and power levers with hands at least within last 500 ft.
- Reaching altitude [last 1 000 ft to level off, or more if high vertical speed is used], PF shall
reduce vertical speed to 1 500 ft/min or less.
• RESUME CLIMB OR DESCENT
- First, the new cleared altitude must be set on ADU.
- For descent, engage lAS or VS mode.
- For climb, engage preferably lAS mode.
- In both cases, adjust power as necessary.
• NAVIGATION
HDG and NAV mode for VOR approach are used as required (Refer to FCOM 1.04).
Notes: 1) Accuracy of VOR mode is significantly improved when there is a DME associated
to the VOR.
Accuracy decreases if VOR is engaged in HOLD mode.
2) The new CRS selection required over a VOR station should only be made when the
ADU / EADI indicates VOR*.
ATR 42-500
P6 OK
• ILS APPROACH MODE

Before approach: - Set approach course on CRS selector and tune ILS frequency.
- Use HDG mode to set intercept heading as appropriate.
- Arm both LOC and GS by pushing APP pb on AFCS panel.
Notes: 1) LOC beam capture must be started (LOC* green on both EADI and ADU) before GS
capture can take place.
2) LOC beam capture may lead to one initial overshoot when the capture conditions are
severe (Intercept Heading = RWY HDG ± 90°, high lAS, reduced distance to the ILS
transmitter), but, provided the distance is at least 5 NM at the standard instrument
capture speed of 180 kt, this initial overshoot will be followed by an asymptotic
capture without further oscillation, even with a 90° intercept angle.
3) During LOC capture, the bank angle limit is raised to 30°.
4) When LOC capture is started, HDG bug should be placed on RWY HDG.
5) Following an engine failure AP may be disconnected in order to trim manually
the aircraft, and then reconnected.
ATR 42-500
P7 001
AFCS MAY 98
AA
D NON PRECISION APPROACH
Use of auto-pilot is recommended with :

- NAV mode for VOR approach (see 2-01-05 p3),
- HDG mode for ADF approach,
- VS or IAS mode for descent.
D GO AROUND
When reaching decision height, or missed approach point after level off at MDA, if
required references are not established, a go-around must be initiated.
The following procedure is recommended :
PF PNF
(if no contact) - Announce minimum
- Announce GO AROUND
- Depress GA pbs on PLs
- Advance PLs to ramp
R - Call FLAPS one notch" and rotate to - Retract FLAPS one notch
R GO AROUND pitch attitude - Check NP= 100 %, adjust
R - Follow FD bars and cancel if necessary
R AP Disconnect Alarm
R - Accelerate to or maintain When positive rate of climb is
R VGA (2-02-01 p4) achieved :
- Announce Positive climb"
- Command gear up - Set gear up
When climb is stabilized :
- Command HDG/LO BANK/IAS - Engage HDG, BANK and IAS on
- Engage AUTO PILOT AFCS panel (IAS will synchronize
on
actual speed)
Note : GO AROUND mode gives (as a FD mode only):
- on pitch axis, a target attitude compatible with single engine performance.
- on roll axis, a steering command to maintain heading followed at GA
engagement.
As soon as climb is firmly established, use of HDG/IAS mode (which will then
be accepted by AP) is recommended.
ATR 42 Model : 400/500

P3 OK
F.C.O.M. ELECTRICAL SYSTEM JAN 07
[AT43,AT45] USE OF EXTERNAL DC ELECTRICAL SYSTEM

This unit must be able to provide a steady current of 300 A plus an additional starter current of
1 000 A while keeping above 12 V (16 kW instantaneous power).
If not refer page 1: USE OF A WEAK DC GPU
CIRCUIT BREAKER USE IN FLIGHT

CIRCUIT BREAKER TRIPPING
Due to the systems redundancy the safety of the aircraft is not affected by the loss of one system
caused by tripped C/B´s. Consequently there is no requirement to reset an open C/B.
In flight, the flight crew should not reengage a tripped C/B.
On the ground, if the pilot coordinates the action with maintenance, he may reengage a tripped
C/B provided the cause of the tripped C/B is identified.
DIGITAL COMPUTERS REINITIALIZATION

Digital computers abnormal behaviour may be stopped in some cases by interrupting the power
supply of its processing part for a short time (approx. 10 sec.).
Generally, this may be achieved with the normal cockpit controls (engagement levers, push
buttons) by selecting the related control OFF then ON.
However for some systems the cockpit normal controls do not cut off electrical power supply to
computers. The only way to reinitialize such a system is to pull and reset the corresponding circuit
breaker.
ATR 42-500
P1 OK
F.C.O.M. FLIGHT CONTROLS JAN 07
The ATR aircraft are equipped with classical mechanical primary flight controls on all three axis.
The following peculiarities must be highlighted.
[AT45] CAUTION: In the very unlikely case of an engine rotor burst, one or several primary control
cables could be severed. In this cases, if sufficient authority cannot be obtained
by use of the normal controls, the AP should be immediately engaged to control
the initial disturbance as well as the subsequent return and landing. Once the
AP is engaged it has to be kept in mind that the occurrence of stall warning
would disconnect it and that lateral trimmers are still available and have to be
used as much as required to coordinate the flight.
PITCH
Both elevators are connected through a pitch uncoupling device, in order to leave sufficient
controllability in case of mechanical jamming of one control surface.
Activation of this device:
- requires heavy forces (52 daN / 114 Ibs) to be applied to the control columns, which
minimizes the risk of untimely disconnection,
- indicated to the crew through the red warning PITCH DISCONNECT,
- allows the flight to be safely achieved (refer to procedures following failures),
- [AT43, AT72] once activated can only be reset by a maintenance action.
Note: 1) When PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed has to be
limited to 180 kt and bank angle to 30° until flaps extension to avoid overstressing the
stabilizer.
2) The TWO sticks must be held once the aircraft is landed
[AT45] BOTH ELEVATORS RECONNECTION ON GROUND

Conditions:
- aircraft on ground and electrically powered,
- both elevators disconnected,
- red PITCH DISCONNECT alarm illuminated steady on CAP.
Procedure:
- engage GUST LOCK and check both columns are locked,
- depress and hold ELEV CLUTCH guarded pb (see 1.09) until PITCH DISCONNEDT flashes red
on CAP (reconnection is audible without engine running),
- release ELEV CLUTCH pb. After a few second, PITCH DISCONNECT extinguishes on CAP,
- check both columns are effectively coupled.
ATR 42-500
P2 OK
[AT45] ROLL
AILERON SPRING TABS
Flight controls are connected to the ailerons through the spring tabs, therefore, maintaining the
flight controls to neutral on the ground would not prevent the ailerons from oscillating in case of
heavy tail wind (> 30 kt). Therefore, in heavy wind conditions it is recommended:
- to disengage the gust lock only when necessary before take off,
- after landing, to engage the gust lock before a turn that would expose the aircraft to a tail
wind component.
If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
[AT45] AILERON TRIM

Ailerons forces trimming is obtained by shifting the zero position of the left aileron spring tab: this
means that AILERON TRIM INDICATOR is only representative of the differential loading of the
spring tab and not of the aileron position.
YAW
The rudder incorporates several particular features.
• The releasable centering unit (threshold cam):

This threshold cam automatically synchronizes to actual rudder pedal position each time the
rudder trim switch is activated.
Therefore before take-off, rudder trim setting to zero must be made with rudder pedals in
neutral position.
• The rudder surface damper:

Structural protection of the rudder assembly against effect of wind gusts on ground is ensured
by a rudder surface damper, which is designed to prevent excessive speed of deviations of the
rudder surface.
When taxiing with strong winds on ground, very large rudder forces would be required to try to
control the rudder surface: this is not necessary and rudder may be left floating with the
apparent wind as the damper will effectively prevent any structural damage.
• The rudder trim:

Rudder forces trimming is obtained by shifting the zero position of the spring tab: this means
that RUDDER TRIM INDICATIONS are only representative of the differential loading of the
spring tab, AND NOT OF THE RUDDER POSITION.
Note: As speed increases, rudder trim deviations as large as 3 dots on the right may be noted
while rudder surface remains substantially at neutral.
ATR 42-500
P3 OK
• The yaw damper:

Yaw damper function is provided through the YAW CHANNEL of the AP and should always be
engaged in flight to improve passenger comfort.
In order to let the rudder axis free for pilot inputs (engine failure, ground control after landing
etc.) without the need to disconnect the YAW DAMPER, a force sensor has been implemented
and any pilot force of more than 30 daN / 66 lb lbs applied on rudder will cause the YD to
disengage.
• [AT45] The TLU:
This device limits pedals travel in order to prevent any damageable rudder travel when flying
high speed (above 195 kt).
Refer to chapter 1.09.40 for system description.
OPERATIONAL RECOMMANDATION OF RUDDER USE

In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following
recommendations must be observed.
The rudder is designed to control the aircraft, in the following circumstances
a) In normal operations, for directional control
• During the takeoff roll, when on ground, especially in crosswind condition.
• During landing flare with crosswind, for decrab maneuver.
• During the landing roll, when on ground.
• The rudder may be used as deemed necessary, for turn coordination to prevent excessive
sideslip.
b) To counteract thrust asymmetry
Full rudder authority can be used to compensate for the yawing moment of asymmetric thrust.
Note: At high speed (i.e. flaps up), thrust asymmetry (i.e. due to an engine failure) has
relatively small effect on directional control of the aircraft. The amount of rudder
required to counter an engine failure and centre the sideslip is small.
c) [AT43/72] In some other abnormal situations
The rudder may also be used in some abnormal situations such as:
• Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral.
• Aileron jam. The rudder may be used to smoothly control the roll.
• Landing gear unsafe indication (gear not down locked). When a main landing gear is not
down locked, the rudder may be used to establish sideslip in an attempt to down lock the
landing gear by aerodynamic side forces.
• Landing with landing gear not down locked. The rudder can be used for directional control
on ground.
In all these normal or abnormal circumstances, proper rudder manoeuvres will not affect the
aircraft’s structural integrity.
ATR 42-500
P4 OK
Rudder should not be used:

• To induce roll, except in the previous case (Aileron jam) or
• To counter roll, induced by any type of turbulence.
Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite rudder inputs
must not be applied. Such inputs can lead to loads higher than the limit, or possibly the ultimate
loads and can result in structural damage or failure.
WARNING: Rudder reversals must never be incorporated into airline policy, including so-called
"aircraft defensive manoeuvres" to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action (if selected) or RCU are sufficient to
adequately dampen dutch roll oscillations. The rudder should not be used to complement the yaw
damper action.
ATR 42-500
P1 001
ADVERSE WEATHER NOV 98
AA
This chapter is divided in three parts :

- Icing,
- Cold weather operations,
R - 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 take-off is at or
below 5°C or when TAT in flight is at or below 7°C and visible moisture in the air
in any form is present (such as clouds, fog with visibility of one mile or less, rain,
snow sleet and ice cristals).
" Ground icing conditions
Ground icing conditions exist when the OAT is at or below 5°C when operating on
ramps, taxiways and runways where surface snow, standing water or slush is
present.
" Regulatory requirements
Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes
up to 50 microns in diameter. No aircraft is certified for flight in conditions with
droplets larger than this diameter.
However, dedicated flight tests have linked unique ice accretion patterns to
conditions of droplet sizes up to 400 microns. Procedures have been defined in
case of inadvertent encounter of severe icing.
" Organization of this subchapter
It will address the following areas :
F Operations within the certified envelope.
F Information about severe icing beyond the certified envelope.
F Good operating practices.
ATR 42 Model : 400/500

P2 001
ADVERSE WEATHER DEC 95
AA
II - OPERATIONS WITHIN THE CERTIFIED ICING ENVELOPE

PREAMBULE
Icing conditions should never be assessed with complacy. Although the aircraft is
adequately protected for most of the encountered cases, any severe icing exposure
should be minimized by a correct evaluation and proper avoiding actions.
A) GENERAL
Operations in atmospheric icing conditions require SPECIAL ATTENTION since ice
accretion on airframe and propellers SIGNIFICANTLY modifies their aerodynamic
characteristics.
The primarily considerations are as follows :
a - Even small quantities of ice accretions, which may be difficult to detect visually,
may be sufficient to affect the aerodynamic efficiency of an airfoil. For this reason,
ALL ANTI ICING PROCEDURES and SPEED LIMITATIONS MUST BE
COMPLIED WITH as soon as and as long as ICING CONDITIONS are met and
even before ice accretion actually takes place.
b - Main effects of ice accretion on airfoils are :
S Maximum achievable LIFT is reduced.
S For a given angle of attackm LESS LIFT and MORE DRAG are generated.
In order to maintain a SAFE MARGIN AGAINST STALL, which will occur at a
higher speed when ice accretion spoils the airfoil :
- the stall warning threshold must be reset to a lower value of angle of attack,
- the stick pusher activation threshold is lowered accordingly.
These lowered thresholds are effective when switching horns anti icing ON and
illuminating the ICING AOA green caption.
R THE LOWER AOA OF STALL WARNING AND STICK PUSHER ACTIVATION

R THRESHOLD DEFINED FOR ICING REMAIN ACTIVE AS LONG AS THE
ICING AOA" CAPTION IS ILLUMINATED.
- Accordingly, the minimum maneuver/operating speeds defined for normal (no icing)
conditions (see FCOM 2.02.01) MUST BE INCREASED.
These new minimum speeds are called MINIMUM ICING SPEEDS". They are defined
further in paragraph B.
ATR 42 Model : 400/500

P3 OK
F.C.O.M. ADVERSE WEATHER JAN 07
c - Anti-ice and de-ice-systems are provided. The AIRFRAME de-icing will LIMIT the amount
of ice adhering to the airfoil but CANNOT eliminate ALL ICE ACCRETION because of the
unprotected elements on the leading edges and the continuous accretion between two
consecutive boot cycles. RESIDUAL ICE must be considered, not only during periods when
accretion develops, but ALSO AFTER ICING CONDITIONS HAVE BEEN LEFT (continued
climb above icing clouds as an example).
d - Ice accretion may also affect the forces required to maneuver the flight controls. On the
ATR:
- Rudder forces are not affected.

- Aileron forces are some what INCREASED when ice accretion develops, but remain
otherwise in the conventional sense.
- [AT45/72] Pitch forces are not affected.
- [AT43] Pitch forces are not affected in flaps 0°, 15° and 30°.
Flight with ice accretion (even small) and flaps 45° shows a tendency for pitch forces to
reduce (and eventually reverse) in case of significant push over. This tendency is made
worse by increasing IAS towards V FE . It is the reason why use of flaps 45° is prohibited
in normal operation and must be considered only as an emergency position (ditching /
forced landing).
ATR 42-500
P4 OK
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 (Flight in atmospheric icing condition),

ICE ACCRETION
or exists (ice accretion developing or residual ice).
[AT45/72] They are defined by the following table where V S [AT45 – V SR ] is the non affected 1g
stall speed as given in 2.01.03 [AT72 – V S1g ].
[AT43] They are defined by the following table where V S is the non affected stall speed as given
in 2.01.03.
AT43 AT72 AT45

FLAPS V mHB V mLB V mHB V mLB FLAPS V mHB V mLB
0 1,45 V S 1,48 V s 1,43 V s 0 1,50 V SR 1,45 V SR
1,32 V S 1,21 V s 1,21 V SR
see note see note 1) see note 1)
1)
1,45 V S 1,38 V s 1,27 V SR
see note see note 2) 15 1,41 V SR see note 2)
1,44 2)
15 1,44 V s
VS 1,45 V S 1,38 V s 1,35 V SR
see note see note 3) see note 3)
3)
1,39 V S 1,23 V s 1,29 V SR
see note see note 4) 25 1,36 V SR see note 4)
4)
30 1,30 V s 35 1,35 V SR
45 Prohibited Not applicable
Notes: 1) Take off – 2nd segment Speed

2) Final Take off Speed
3) En Route Speed
4) Go Around Speed
CAUTION: For obstacle clearance, the en-route configuration with engine failure is FLAPS 15° at
a minimum speed of V mLB 15 En Route Speed if ice accretion is observed.
- Relevant MINIMUM ICING SPEEDS are also given directly in the operating data booklet for all
weights and in the CSA speed booklet (2.02.01 P3).
ATR 42-500
P6 100
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS

During operations with AP ON during climb and descent, vertical speed mode should not
be used unless the airspeed is carefully monitored.
The suggested procedure is to use IAS mode with a speed selected which is equal to or
greater than the appropriate minimum speed (VmLB or VmHB in accordance with the
BANK selection on the autopilot).
CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM
message flashing on the ADU: if this message appears, apply the AILERON
MISTRIM procedure.
Note : Permanent heating (Probes / windshield) is Always selected ON.
ENTERING ICING CONDITIONS

D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . . . ON
R Note : horns anti icing selection triggers the illumination of the ICING AOA" green light,
and lowers the AOA stall warning threshold.
D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . confirm AUTO
R MINIMUM Maneuver/Operating ICING SPEED . . . . BUGGED and OBSERVED
D ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Note : These procedures are applicable TO ALL FLIGHT PHASES including take off.
Mod. : 4601 ATR 42 Model : 500

P7 050
AA
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND

R AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
R D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . Confirm ON
R D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO
D ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
D AIR FRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R MINIMUM Maneuver/Operating ICING SPEED . . . . BUGGED and OBSERVED
D BE ALERT TO SEVERE ICING DETECTION.

In case of severe icing, refer to 2.04.05.
Notes : 1.When ice accretion is visually observed, DE ICERS MUST BE selected and
maintained ON as long as icing conditions exist.
2.Ice detector may also help the crew to determine continuous periods of ice
accretion as the ICING lt remains illuminated as long as the ice detector senses
ICE ACCUMULATING.
The ice detector may not detect certain ice accretion form (see FCOM 1.13.20).
3.If a noticeable performance decrease and (or) significant vibrations occur due
to propeller residual icing then, in order to improve the deicing of the blades, it is
recommended :
F To check that the MODE SEL is AUTO, or that the MAN mode is selected in
accordance with SAT.
F To set CLs on 100 OVRD for continuous periods of not less than 5 minutes
in order to benefit from an increased centrifugal effect.
4.If ice accretion is seen by the detector with HORNS ANTI ICING and/or
AIRFRAME DE ICING still OFF, the ICING light will flash until corrective actions
are taken.
5.Engines de-icing must be selected ON prior to airframe de-icing to take benefit

of an immediate engines de-icing.
If not, engines de-icing will be effective 60 or 240 seconds later depending on
MOD SEL selection.
Mod : 5008 ATR 42 Model : 400/500

P8 001
AA
WHEN LEAVING ICING CONDITIONS

R DE ICING and ANTI ICING may be switched OFF.
Note : Leaving DE ICING in operation UNNECESSARILY is detrimental to boots life.
The DE ICING blue light on memo panel will blink if deicers are still ON more than
5 minutes after ice detector has stopped to signal ice accretion (ICING amber
light OFF).
R WHEN THE AIRCRAFT IS VISUALLY VERIFIED CLEAR OF ICE

R ICING AOA caption may be cancelled and normal speeds may be used.
R Note : Experience has shown that the last part to clear is the ice evidence probe. As long
R as this condition is not reached, the icing speeds must be observed and the ICING
R AOA caption must not be cancelled.
ATR 42 Model : 400/500

P9 001
ADVERSE WEATHER MAY 98
AA
F) TAKE OFF IN GROUND ICING CONDITIONS BUT

WITHOUT ATMOSPHERIC ICING CONDITIONS
A GENERAL
1 - Contaminant may adhere to wheels brakes when taxiing on contaminated

ramps, taxiways and runways.
2 - During take off, there is no contamination on wings or engines nacelles but

contaminant might affect the propellers.
B PROCEDURE
For take off in ground icing conditions but without atmospheric icing conditions,
the following procedure must be applied.
BEFORE TAKE OFF
PROPELLERS ANTI ICING ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER TAKE OFF
LANDING GEAR (if possible) . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
PROP ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
Notes : 1. Take off may be scheduled using normal minimum V2 = 1.13 VSR.
2. Horns anti icing must not be selected ON to avoid lowering the
AOA of stall warning threshold.
3. Landing gear cycling after take-off with a significant layer of
contaminant on the runway (slush, snow) is highly recommended to
R avoid brakes freezing especially if the procedure described page 19 as
"special case" (brakes heating before take-off) has not been followed
for any reason.
ATR 42 Model : 400/500

P 12 001
3) Mixed icing condition

Mixed icing condition may be encountered in the range of temperatures
- 10°C/0°C. It is basically an unstable condition, it is extremely temperature
dependent and it may change quite rapidly. This condition may surpass the ice
protection capabilities because the aggregate of impinging ice crystal/snow
and water droplet can adhere rapidly to the airplane surpassing the system
capabilities to shed ice, causing significant reduction in airplane performance
as in case of system failure.
C) CONSEQUENCES OF SEVERE ICE ACCRETION
The consequences of severe ice accretions are ice location dependent.
If the pollution extension occurs on the lower surface of the wing, it increases the
drag and the airplane speed decreases. It may lead to stall if no action is taken
to recover a correct speed.
If the pollution occurs first on the upper part of the wing, the drag is not affected
noticeably but controllability anomalies may be encountered.
Severe roll anomalies may be encountered with flaps 15" accretions flown with
flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration
itself that is detrimental, but the low angle of attack that may result from such a
setting, especially close to VFE. This low or negative AOA increases the wing
upper side exposure to large droplet impingement. This is why holding with any
flaps extended is prohibited in icing conditions (except for single engine
operations).
... / ...
ATR 42 Model : 400/500

P 13 001
ADVERSE WEATHER DEC 04
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following :
R Severe icing is characterized by ice covering all or a substantial part of the unheated
portion of either side window,
Note : This cue is visible after a very short exposure (about 30 seconds).
and / or
Unexpected decrease in speed or rate of climb,
and / or
The following secondary indications :
. Water splashing and streaming on the windshield.
. Unusually extensive ice accreted on the airframe in areas not normally observed
to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The following weather conditions may be conducive to severe in-flight icing :

. Visible rain at temperatures close to 0°C ambient air temperature (SAT).
. Droplets that splash or splatter on impact at temperatures close to 0°C ambient
air temperature (SAT).
- The occurence of rain when SAT is below freezing temperature should always trigger
the alertness of the crew.
EXIT THE SEVERE ICING ENVIRONMENT
There are no regulatory requirements to certify an aircraft beyond JAR/FAR 25

Appendix C. However, in case of inadvertent encounter with such conditions severe
icing procedure must be applied (refer to 2.04.05).
ATR 42 Model : 400/500

P 15 001
IV - GOOD OPERATING PRACTICES

Aircraft certification requirements describe the icing conditions likely to be encountered
in commercial aviation. However, as demonstrated by experience, icing remains one of
the major causes of incidents and accidents, and good airmanship prohibit any
complacency in this area.
The following basic rules should therefore be applied :
" Know as much about your operating environment as you can.
Carefully review weather packages for Pilot reports of icing conditions, tops reports,
temperatures aloft forecasts and forecasts of icing, freezing drizzle and freezing rain.
Monitor both Total Air Temperature and Static Air Temperature during climb and
while en route. Use the weather radar. Areas of precipitation which will paint on the
radar will be of sufficient droplet size to produce freezing rain when encountered in
freezing temperatures or on a cold soaked aircraft.
" Marginal freezing temperatures and icing conditions should create a heightened state
of awareness. Remember, severe ice can still be incurred at temperatures down to
approximately - 18° C, at high altitude.
R " Be alert to severe icing cues defined pages 12/13.
R " When severe icing is encountered, take appropriate steps to leave the conditions.
Since these unique conditions are usually small in area and associated with very
specific temperatures conditions, a change in altitude of just a couple thousand
feet may place you in a totally different environment.
" Make reports to ATC and Company.
There is no better operational tool available today than first hand reports of these
conditions. Remember that because these are localized areas and extremely temperature
dependent, another aircraft passing through the same area at a different airspeed
may experience different conditions. For example, a laboratory test showed for a
specific, yet normal condition, rime ice up to about 150 kt, mixed ice as speed was
increased to about 200 kt, glaze ice between 200 and 360 kt, and no accretion above
360 kt.
Note : Reporting of icing conditions as defined in the FAA's Airman's information
Manual (AIM) :
Trace : Ice becomes perceptible. Rate of accumulation is slightly greater
than the rate of sublimation. It is not hazardous even though
deicing/anti-icing equipment is not utilized unless encountered for an
extended period of time (over 1 hour).
Light : The rate of accumulation may create a problem if flight is prolonged
in this environment (over 1 hour). Occasional use of de-ice/anti-icing
equipment removes/prevents accumulation. It does not present a problem if
the deicing/anti-icing equipement is used.
Moderate : The rate of accumulation is such that even short encounters
become potentially hazardous and use of deicing/anti-icing equipment or
flight diversion is necessary.
Severe : The rate of accumulation is such that deicing/anti-icing equipment
fails to reduce or control the hazard. Immediate flight diversion is necessary.
ATR 42 Model : 400/500

P 17 001
AA
CAUTION : Wing, tailplane, vertical and horizontal stabilizers, all control surfaces and
flaps should be clear of snow, frost and ice before take off.
PARTICULAR CASE : limited frost accretion on lower wing surfaces due to cold fuel
remaining and high ambient humidity.
As stated in the operational requirements, no person may take off an aircraft when
frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft.
FROST : frost is a light, powdery, crystalline ice which forms on the exposed
surfaces of a parked aircraft when the temperature of the exposed
surfaces is below freezing (while the free air temperature may be above
freezing).
Frost degrades the airfoil aerodynamic characteristics. However, should the take
off be conducted with frost adhering to the lower surface of the wing, check the
following :
- The frost is located on the lower surface of the wing only.
- Frost thickness is limited to 2 mm.
- A visual check of the leading edge, upper surface of the wing, control surfaces
and propellers is performed to make certain that those surfaces are totally
cleared of ice.
- Performance decrement and procedures defined for take off in atmospheric
icing conditions are applied.
" DE ICING / ANTI ICING PROCEDURE
- External de icing/anti icing will be performed as close as possible from take-off time in
order not to exceed the hold over time.
Type 1 (low viscosity) or type 2/4 (high viscosity) fluids are used for these operations.
The type 2/4 fluids are used for their anti icing qualities. As airflow increases the fluid is
spread through the elevator gap and over the lower surface of the elevator.
Depending on the brand of the fluid and the OAT, this phenomenon may temporarily
change the trim characteristics of the elevator by partially obstructing the elevator gap.
This may lead to a considerable increase in control forces necessary to rotate. This
effect is most pronounced when center of gravity is forward.
R
- To ensure the best possible tailplane de icing/anti icing, all along the fluid spraying, the
pitchwheel must be firmly maintained on the forward stop together with the aileron gust
lock engaged.
- De icing/anti icing may be performed in Hotel mode provided BLEEDS are selected
OFF.
If a de icing gantry is used, both engines must be shut down. For manual propeller de
icing, the engines must be shut down and air intake blanked or precaution taken not to
have de icing fluid in the air intake. No propeller blade should be located at 6 o'clock
position during this procedure.
ATR 42 Model : 400/500

P 19 OK
► 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.
► 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 takeoff roll until oil temperature is at least 45°C (this is
necessary to guarantee inlet splitter de-icing capability).
ATR 42-500
P 20 OK
After the ground de icing/anti icing procedure, using type Il / 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 V 1 . 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).
Select "TYPE II / IV FLUID USED” in “Specials”during EFRAS computation before take off.
[AT43] Take-off with the tail wind is prohibited after type II / IV de icing fluids use due to above
mentioned phenomenon. Use the full runway length available for take-off after type
II / IV de icing fluids application. There are inserted the red pages for airport and
contamination in the OM part C - Aerodrome manual in the case when some limitations
exist after using type II / IV de icing fluids.
AFTER V 1 , BE TAKE OFF MINDED
► BEFORE LANDING
If take-off has been performed on a slush contaminated runway, this slush may seize the
brakes during cruise.
To prevent tire damage at touch down : in final approach, after the selection of GEAR DOWN,
select the ANTISKID to OFF, then pump the brakes at least 5 times and then reselect the
ANTISKID to ON.
► LANDING
Same restrictions on reverse than for accelerate stop.

Apply relevant performance restrictions.
► PARKING
When OAT is below -5°C / 23°F, particularly in wet conditions, avoid leaving the aircraft with
parking brake engaged and use chocks instead whenever possible.
ATR 42-500
P 21 OK
WET OR CONTAMINATED RUNWAYS
The presence on the runway of water, snow, slush or ice adversely affect the aircraft’s braking
performance by:
• Reducing the friction force between the tires and the runway surface
• Creating a layer of fluid between the tires and the runway, which reduces the contact area and
leads to a risk of hydroplaning. Main wheels and nose wheels can be affected by hydroplaning.
Thus hydroplaning affects nose wheel steering, as well as braking performance.
Hydroplaning (Aquaplaning) may occur at touchdown, preventing the wheels from spinning and
from sending the wheel-rotation signal to various aircraft systems.
Conducting a firm touchdown can reduce hydroplaning at touchdown.
DIRECTIONAL CONTROL
On a contaminated runway, directional control should be maintained using the rudder pedals.
Do not use the nose wheel steering tiller until the aircraft has slowed to taxi speed.
Use of nose wheel steering above taxi speed may cause the nose wheels to hydroplane and result
in the loss of nose wheel cornering force with consequent loss of directional control.
If differential braking is necessary, pedal braking should be applied on the required side and should
be released on the opposite side to regain directional control. (If braking is not completely released
on the opposite side, brake demand may continue to exceed the anti-skid regulated braking, thus,
no differential braking may be produced.)
When the destination-airport runways are wet or contaminated, the crew should :
• Anticipate asymmetric effects at landing that would prevent efficient braking or directional control
(e.g., crosswind)
• Avoid landing on contaminated runway without anti skid or with only one side reverse available
(e.g. single engine landing)
• Conduct a firm touchdown
• Do not delay lowering the nose wheel onto the runway. This increases weight-on-wheels and
activates aircraft systems associated with the nose-landing-gear squat switches.
ATR 42-500
P 22 OK
OPERATIONS IN WIND CONDITIONS
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

Cross wind component chart 2 01 10 p3
Final approach speed and wind factor 2 02 01 p4
Parking aircraft orientation 2 02 03 p2
Taxiing with strong wind 2 02 06 p2
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
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
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.
CROSSWIND LANDIGS
Approach techniques
A final approach in crosswind conditions may be conducted :
• With wings level (i.e. applying a drift correction to track the runway centreline), this type of
approach usually is referred to as a crabbed approach; or,
• With a steady sideslip (i.e. with fuselage aligned with runway centreline, using a combination of
into-wind aileron and opposite rudder "cross – controls" to correct the drift).
Adjust the autopilot-disconnect altitude for prevailing conditions to provide time to establish manual
control and trimming of the aircraft before the align / decrab and flare.
ATR 42-500
P 23 OK
Flare techniques
When approaching the flare point with wings level and with a crab angle, as required for drift
correction, following technique preferably should be used :
• Align the aircraft with the runway centreline, while preventing drift, by applying into-wind aileron
and opposite rudder.
Effect of touchdown on alignment

When touching down with some crab angle on :
• a dry runway, the aircraft tends to realign itself with the direction of travel down the runway
• a contaminated runway, the aircraft tends to continue travelling with a crab angle along the
runway centreline
Effect of reverse power

When selecting reverse power with some crab angle, the reverse thrust results in two force
components :
• A stopping force aligned with aircraft’s direction of travel (runway centreline), and,
• A side force, perpendicular to the runway centreline, which further increase the aircraft’s
tendency to skid sideways.
The effect of reverse thrust decreases with decreasing airspeed.
Rudder authority also decreases with decreasing airspeed and is reduced further by airflow
disturbances created by the reverse power. Reduced rudder authority can cause directional control
problems.
Effect of braking
In a strong crosswind, cross-control is maintained after touchdown to prevent the into-wind wing
from lifting and to counteract the weather-vane effect (i.e. the aircraft’s tendency to turn into the
wind). The pilot should continue to "fly the aircraft" during the landing roll.
However, into-wind wing, thus resulting in an increased load on the into-wind landing gear.
Because braking force increases as higher loads are applied on the wheels and tires, the braking
force increases on the into-wind landing gear, creating an additional tendency to turn into the wind.
When runway contamination is not evenly distributed, the anti skid system may release only the
brakes on one side.
Maintaining directional control

The higher the wheel-braking force, the lover the tire-cornering force. Therefore, if the aircraft
tends to skid sideways, releasing the brakes will increase the tire-cornering force and help maintain
directional control.
Reduce reverse power to reach GI will cancel the side-force component caused by the reverse
thrust, will increase rudder authority and will further assist in returning to runway centreline.
ATR 42-500
P 24 OK
After the runway centreline and directional control have been regained :
• Pedal braking can be applied in symmetrical or asymmetrical manner, as required; and,
• Reverse power can be reselected.
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 negotiated
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 wind shear is reported, calculate V R , V 2 at the maximum take off
R
weight available for the day.

Note : For this purpose use EFRAS speeds V R ,V 2 (also V 1 when RWY is limiting). Select
R
“WINDSHEAR T/O SPEED SETTING” in “Specials”. For remaining speeds use speed
booklet according to actual T/O weight. EFRAS allows icing speeds up to +10°C OAT.
[AT43] Use T/O tables to determine max TOW available
• When clear of obstacles accelerate as much as possible and clean up the aircraft.
• Climb at the normal climb speed.
Procedure during an approach: If a windshear is encountered,

• Initiate a normal go around procedure with 10° pitch
• When positively climbing at a safe altitude, retract the gear and complete the normal go around
procedure.
CAUTION: The positive rate of climb must be verified on at least two instruments.
COMMENTS: 1. Leaving the gear down until the climb is established will allow to absorb some
energy on impact, should the microburst exceed the aircraft capability to climb.
2. Ten degrees pitch attitude is the best compromise to ensure a climbing path
together with an acceptable maximum AOA.
ATR 42-500
P1 OK
F.C.O.M. LANDING GEAR / BRAKES JAN 07
This chapter deals with the following points:
- RUNWAY STATUS
- NORMAL TAXI
- REVERSE THRUST TAXI
- TAXI WITH FAILURES
- EMERGENCY BRAKING
RUNWAY STATUS
The following table gives for take - off and landing the equivalent runway status corresponding to
the braking action or the friction coefficient.
This runway status may be used for the computation of the performances.
EQUIVALENT RUNWAY STATUS

FRICTION
BRAKING ACTION TAKE - OFF LANDING
COEFFICIENT
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
6 - Compact snow
7 - Ice
8 - Runway with high risk of hydroplaning
ATR 42-500
P2 OK
NORMAL TAXI
CAUTION: If blue hydraulic circuit is pressurized, nose wheel steering has to be switched off for
towing by a ground vehicle.
The aircraft 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.
POWER BACK
The crew must be sure that power back is permitted at the appropriate airport. Due to the risk of
engine foreign object ingestion, this procedure may be used only on a clear apron. The airplane
must be accompanied by an authorized person, to observe the area behind the airplane and instruct
the commander who has to follow these instructions. The brakes must not be applied during the
power back procedure. Use the forward thrust to stop the airplane.
TAXI WITH FAILURES

TAXI WITH NOSE WHEEL STEERING OFF (or without blue HYD pressure)
• Obviously SINGLE ENGINE TAXI is no more possible.
• Taxiing remains very easy with both engines operating ECC [AT43 - ECU] ON:
directional control is achieved primarily with differential power on engines, possibly augmented by
use of differential braking.
• Avoid sharp turns: turn radius without nose wheel steering should be limited to about half turn
radius with nose wheel steering.
ATR 42-500
P3 OK
[AT72] TAXI WITH EEC OFF

On ground EEC off, engine response is somewhere 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 PLs 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.
[AT45] TAXI WITH EEC OFF

One EEC OFF
For taxi and prolonged ground operation near idle feather the affected engine to avoid prolonged
use within prohibited NP range
Keep operative EEC selected ON for taxi.
Both EEC OFF

On ground engines response is somewhere 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: Avoid pushing both PLs above GI to avoid transient loss of ACW and then MAIN HYD
PUMPs.
Note: NOSE WHEEL steering remains available in all cases together with STBY braking, through
DC AUX pump.
[AT43] TAXI WITH ECU OFF

On ground, ECU OFF, and particularly BLEEDS ON engine response (and idling values of NP)
are very noticeably degraded (see 2.02.11) to such an extend that ACW power is not available at
power levels compatible with taxi and consequently both main HYD pumps are lost in those
conditions.
Taxiing remains possible with nose wheel steering and braking is limited to the use of EMERG
BRAKE (both the nose wheel steering and EMERG BRAKE remain powered by the DC BLUE HYD
PUMP).
ATR 42-500
P4 OK
EMERGENCY BRAKING
Emergency braking has been made operationally easier by design of the parking brake lever
which incorporates an "EMERG BRAKE" notch: when the parking brake lever is set in this notch,
the regulator delivers a limited pressure which:
• allows the use of EMER BRAKING for about take - off at max V 1 or at touch down for landings
after GREEN pressure has been completely lost.
• provides repeatable, smooth deceleration whilst minimizing the risk of blown up tires.
CAUTION: Use of EMER BRAKE beyond the EMER BRAKE notch above 60 kt must be avoided
to prevent wheels lock up and damages to wheels and tires. Below 60 kt, a small
further travel (≈ 1 cm) is available without risks of damage when maximum stopping
performance is required.
A deflated tire is not easily noticeable from the cockpit: no take - off should be started after
EMER BRAKE has been used at speeds in excess of a maximum taxiing speed of 20 kt without
prior visual inspection of the main landing gear tires.
ATR 42-500
P1 OK
F.C.O.M. FLIGHT PATTERNS JAN 07
[AT43/45]
ATR42-500
P2 OK
[AT43/45]
ATR42-500
P3 OK
[AT43/45]
ATR42-500
P4 OK
AT 45
[AT43] GEAR DOWN
[AT45]
[AT45] FLAPS 25
[AT45/72]
[AT45/72]
ATR42-500
P5 001
FLIGHT PATTERNS MAY 98
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P6 001
FLIGHT PATTERNS MAY 98
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P8 001
FLIGHT PATTERNS NOV 97
AA
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P1 001
POWER PLANT MAY 98
AA
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800°C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N° 1 on ground (engine 2 running) :
R ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
R during engine start on ground in cold conditions. However, on some engines, the oil
R pressure build-up can last more than 30 seconds causing ENG OIL LO PR warning
R activation during 2 or 3 seconds. This phenomenon is considered as acceptable by PWC.
R Note : This alert is inhibited when affected CL is in FUEL SO position.
ATR 42 Model : 400/500

P2 001
POWER PLANT NOV 02
AA
TAKE OFF : USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at take
off.
The closing signal is given by MFC's when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only whne the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computing using altitude and temperature information independent
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need be, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the PL's out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATIONS
R The variation tolerances of engine parameters are shown in Figure. These tolerances
R must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
R FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
R In case of engine parameters fluctuation it can be helpful to select the corresponding EEC
OFF before shutting the engine OFF.
R If this action cures the problem, the flight can be continued accordingly.
CONTINUOUS IGNITION
If one or both EEC (s) has (have) been deselected, the use of MAN IGN is required when
the aircraft enters precpitation or severe turbulence areas, when ice accretion develops or
when using contaminated runways for take off landing
ATR 42 Model : 400/500

P1 001
FLIGHT CHARACTERISTICS NOV 98
AA
TAKE OFF AND LANDING RUNS

- Proper crew coordination is required in order to hold the control column at all times
and prevent excessive elevator or aileron deflections due to wind and/or reversed air
flow from propellers.
The control column is initially held :
F in pitch : fully nose down, then slowly relaxed as speed increases.
F 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 (X 40 Kts) and aircraft exhibits a natural tendency to go straight.
- Action on NWS should be smooth and progressive, particularly as ground speed

increases.
- Rudder must not be cycled during take-off, particularly the first portion where NWS
is used : combination of unnecessary rudder cycling (with an increasingly efficient
rudder) and NWS control would then lead to uncomfortable oscillations.
R - Rolling take-off technique.

R In order not to increase the take-off distances, power must be set quickly during the
R last phase of the line up turn.
- For landing or aborted take off, control column holding must be transfered to the
co-pilot when the captain takes the NWS.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind : the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
ATR 42 Model : 400/500

P3 OK
F.C.O.M. FLIGHT CHARACTERISTICS JAN 07
STALLS
STALL WITHOUT ICE ACCRETION
In all configurations, when approaching the stall, the aircraft does not exhibit any noticeable
change in characteristics of flight; control effectiveness and stability remains good and there is no
significant buffet down to CL max; this is the reason why both the stall alert (audio “cricket” and
shaker) and stall identification (stick pusher) are “artificial” devices based on angle of attack
measurement.
Recovery of stall approaches shall be started as soon as stall alert is perceived. Recovery shall
be accomplished by:
- A gentle push on the wheel as necessary to regain control.
- Selection of flaps 15.
- Increase in power up to MCT if needed
If the stall penetration attempt is maintained after stall alert has been activated, the STICK
PUSHER may be activated; this is clearly unmistakable as the control column is suddenly and
abruptly pushed forward, which in itself initiates recovery.
Note: The “pushing action” is equivalent to 40daN/88 lbs applied in 0,1 second and it lasts as long
as angel of attack exceeds the critical value.
CAUTION: Stall training excercises without stick pusher are prohibited.
STALL WITH ICE ACCRETION
Even with airframe de-icers used according to procedure (i.e. as soon as and as long as ice
accretion develops on airframe), the leading edges cannot be completely cleared of ice accretion
because of existence of “unprotected” elements on the leading edges and continued accretion
between two consecutive boots cycles.
This residual ice on leading edges change noticeably the characteristics of flight BELOW the
minimum operating speeds defined for ice accretion, as follows:
- Control effectiveness remains good, but forces to maneuver in roll and to a lesser degree
in pitch, may increase somewhat.
- Above the reduced angle of attack:
⋅ An aerodynamic buffeting may be felt which will increase with the amount of ice
accumulated and angle of attack increase.
⋅ Stability may be slightly affected in roll, but stick pusher should prevent angle of attack
increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for stall alarm
threshold definition).
Recovery of stall in such conditions must be started as soon as stall warning is activated
or buffeting and/or beginning of lateral instability and/or sudden roll off is perceived.
Recovery shall be accomplished by:
- A gentle push on the wheel as necessary to regain control.
- Selection of flaps 15.
- Increase in power up to MCT if needed
ATR 42-500
P4 OK
APPROACH
- The deceleration capabilities of the aircraft provide a good operational advantage which should
be used extensively; decelerated approached reduce noise, minimize time and fuel burn and
allow better integration in big airports. This is why they have been described as the « standard
approaches» in section 2.02.10 (flight patterns).
- Initial approach speed will vary with ATC constraints and turbulence, but may be up to 240 Kts.
- Initial approach speed may be maintained on a typical 3° glide slope down to the following
height above runway:
[AT45]
NP DECELERATION HEIGHT
82% (IAS x 10) ft
[AT72/AT43]
NP DECELERATION HEIGHT
86% (IAS x 10) ft
77% (IAS x 10 + 500) ft
Configuration changes should be made at V LE V FE when decelerating. This procedure allows

to reach V APP speed at 500 ft above runway. [AT43] When APP speed is reached CL should be
set at MAX RPM in order to be redy for a possible missed approach procedure.
Note: If deceleration rat on approach appears insufficient, it is always possible to increase it by
setting NPs on 100 OVRD, but at the expense of an increased interior noise.
ATR 42-500
P5 OK
LANDING
In order to minimize landing distance variations the following procedure is recommended:
y Maintain standard final approach slope (3°) and final V APP until 20 ft is called on radioaltimeter.
y At «20 ft» call by PNF, reduce to Fl 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.
• As soon as main landing gear is on ground
- Control nose wheel impact
- Retard both PLs to GI
- Check low pitch lights illuminates
CAUTION: If thrust asymmetry occurs or if both LO PITCH lights are 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.
Applying any reverser would result in an increased positive thrust and therefore in a
difficulty to control lateral asymmetry.
- Reverse as necessary.
CAUTION: If an unexpected dissymmetry occurs when reverses are selected, reset PLs to ground
idle.
- Use foot brakes as required

- As speed reduces, and not later than about 40 kt (estimated) CM1 takes NWS control, CM2
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 Gl
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. In case of a significant bound, a go around should be considered.
ATR 42-500
P1 OK
F.C.O.M. RNAV JAN 07
GENERALLY 13.1
Note: For the GPS or GNSS system description see FCOM part 1, Chapter 1.15.
RNAV is a navigation method that allows the aircraft to be controlled on any requested flight
trajectory, either in areas that have ground based navigational aids or based on the capabilities
of independent navigation sources, or a combination of both of these methods. Generally, RNAV
works automatically providing the aircraft a position information and allows the pilot to input
and monitor a route trajectory using the following navigation aids or any combination:
- VOR / DME
- DME / DME
- INS or IRS
- GPS
RNAV capability on CSA ATR aircraft is provided by GPS system.
BASIC RNAV ACCURACY (EN ROUTE AREA)

The navigation performance of aeroplane approved for Basic RNAV operations within
European airspace requires a lateral navigation and along track position fixing accuracy equal
to or better than 2,5 NM for 1 standard deviation and the realisation of a 95% containment value
of ± 5 NM. This value includes signal source error, airborne receiver error, display system error
and technical error.
This navigation performance assumes that the necessary coverage provided by satellite
or ground based navigation aids is available for the intended route to be flown.
PRECISION RNAV ACCURACY (TERMINAL AREA)

The navigational capability of the aircraft approved for Precision RNAV operations in European
airspace requires sustained navigation accuracy along the route of flight, equal to or better than
± 1 NM for 95% of flight time.
The track keeping accuracy is dependent on the navigation system error (a combination of path
definition error, position estimation error and display error) and Flight Technical Error (FTE).
RNAV PROCEDURES 13.2
SYSTEM OPERATION
y On ground
CM2/CM1 Prepares system for flight, checks database validity, inserts route according to valid
FPL (incl. expected SID and STAR), checks magnetic tracks with charts and OFP,
prepares performance data (V-NAV).
CM1/CM2 Verifies data
inserted by
ATR 72-202
P2 OK
y In flight
Below FL 100
PF Orders all required changes and visually checks them before executing.
PNF Performs changes on PF command.
Above FL 100
PF Monitors navigation data and performs only “DIRECT TO” from active flight plan
and “V-NAV” update (when AP is engaged). Calls for any other changes.
PNF Performs all other system operation (modifies route, inserts / replaces STAR …)
on PF command.
PRE-FLIGHT PREPARATION
During the process of pre-flight planning and preparation, crew must pay augmented vigilance
to the conditions that may affect operations within RNAV airspace. These conditions contain these
following crew actions which must be performed in addition to the standard pre-flight preparation:
a) check that the aircraft complies with regulations for operation in RNAV airspace:
check for the bold faced R in the ICAO FPL for B-RNAV
check for the bold faced P in the ICAO FPL for P-RNAV
b) check the aircraft’s minimum equipment according to the MEL for its capability to operate
in RNAV airspace
c) take into consideration operational limitations as they pertain to RNAV operations, and further
operational limitations as published in AIP documentation and NOTAMs, furthermore,
the limitations published with AFM / FCOM documentation.
Note: ATRs cannot be operated in airspace, where dual P-RNAV system is required.
During the pre-flight planning phase, availability of the navigation infrastructure, required
for the intended operation, including any non-RNAV contingencies, must be confirmed for
the period of intended operation.
Availability of onboard navigation equipment necessary for the route to be flown must
be confirmed.
Availability of RAIM must be confirmed with the latest information from the US Coastguard
giving details satellite non-availability.
Type of Airspace Mandatory GPS signal coverage

The assumed loss of continuous coverage must not be longer than 5
B-RNAV
minutes for any part of planned flight
P-RNAV The continuous coverage is mandatory for any part of planned flight
ATR 72-202
P3 OK
COCKPIT PREPARATION
For P-RNAV operations the onboard navigation database must be appropriate for the region
of intended operation and must include the navigation aids, waypoints, and coded terminal
airspace procedures for the departure, arrival and alternate airfields. If any doubt as to the validity
of the procedure in database exists, the procedure shall not be used. Active flight plan shall
be checked with charts. The creation of new waypoints by manual entry into the RNAV system
by the flight crew is not permitted as it would invalidate the affected P-RNAV procedure. Route
modifications may take the form of radar headings or “direct to” clearances.
The minimum equipment capable for operations in RNAV space is published in the table
below. In case of failure of any system published below, the crew must proceed in accordance with
following subchapters.
EQUIPMENT REQUIREMENTS
HT 1000 1
VOR receiver 1
DME receiver 1
Note: ▪ For entering RNAV airspace, the MEL requirements depend on the type of RNAV
airspace. One RNAV system is required, as a minimum, for operation in European RNAV
airspace where coverage by ground radio navigation means (VOR/DME, NDB) is assured.
This requirement is based on the assumption that in the event of RNAV system failure,
conventional navigation is possible with the utilization of ground radio navigation means
(VOR/DME, NDB) including radar vectoring availability.
▪ The required navigation performance in RNAV airspace is assured by HT 1000
system.
DURING FLIGHT
Prior to entering any RNAV space, the crew must be sure that loaded route is correct
and complies with all clearances. The crew must be also sure, that no RNAV equipment failures
that would degrade its navigation performance occurred.
Departure
Prior to commencing take off, the flight crew must verify that the RNAV system is available
and operating correctly.
At take off the PNF shall check that actual take off position is relevant to take off position
displayed at EHSI. If not, as soon as workload permits announce to ATC controller: “UNABLE
RNAV DUE TO EQUIPMENT” and proceed according to contingency procedures.
P-RNAV equipment shall be engaged after reaching V MHB0 .
During the procedure and where feasible, flight progress should be monitored for by crosschecks,
with conventional navigation aids using the EHSI in conjunction with the MCDU.
ATR 72-202
P4 OK
Track keeping monitoring of P-RNAV procedure below MSA also requires particular attention in
degraded conditions such as engine failure, as both the vertical and the lateral obstacle clearance
are more critical
En-route
In cruise monitor flight progress, required NAV accuracy and RNAV system.
Arrival
Active flight plan shall be checked by comparing the charts (STAR) with the PLAN displayed
on EHSI and the MCDU. This check includes confirmation of the:
- DEST/RWY
- WPTs sequence,
- reasonableness of track angles and distances,
- any altitude or speed constraints,
- correct identification, where applicable, of waypoints as fly-by or fly-over waypoints
- exclusion / confirmation of the specific navaids usage for position updating, in case
of its unavailability as per NOTAMs.
Procedures in cases of unintentional loss of navigational capability for flight
along RNAV route
a) Crew actions following decreased or lost RNP navigational capability during flight:
If the crew is not able to enter the airspace marked as RNAV, or to continue flight
in accordance with an ATC clearance due to a RNAV failure or degradation that lowers below
appropriate RNP value (5NM or 1NM), the crew must immediately notify ATC regarding
the extent of the situation, and request a change of flight plan routing.
Upon request for a change of ATC clearance, the ATC reaction will be based
on the extent of the RNAV failure, and the current traffic load. In most cases, it will be possible
to continue the flight in accordance with ATC clearance. In cases where it is possible
to comply with ATC, the crew must cross check the aircraft’s position by VOR/DME and NDB
nav-aids.
If it is not possible to continue the flight in accordance with the latest ATC clearance, ATC
will issue a clearance to change over to ground based nav-aids, i.e. VOR/DME, NDB. ATC can
also provide radar vectoring.
If the RAIM function is lost, flight in RNAV airspace may continue, but an aircraft position
check must be performed by VOR/DME and NDB nav-aids at intervals of no longer
than 15 minutes.
b) Procedures following decreased or lost RNP navigational capability outside the home base:
In cases of a failure or decreased navigational capability below appropriate RNP , prior
to departure from an airport where there is no possibilities to repair the RNAV system,
it is possible to make a flight to the nearest airport where the repair is available. In such
cases, it is required to file a new ICAO flight plan, “STS/RNAV INOP” must be stated in column
18, and “R” or “S” must not be used in column 10. An ATC unit can give clearance with
changed departure time, cruising level, or flight plan route. Details may be further clarified,
or changed in flight.
ATR 72-202
P5 OK
Upon initial contact with ATC, the pilot must use the phrase “UNABLE RNAV DUE
EQUIPMENT” after the aircraft’s call-sign.
ATR 72-202
P6 OK
HT1000 13.3
GENERAL GUIDELINES
The whole operating procedures are described in the Honeywell/Trimble HT1000 GNSS Pilot's
guide, dated June 1997 (or later applicable revision). However, the following paragraphs give
simple clues to optimize HT1000 operation.
The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed
or the satellite coverage is insufficient, the navigation automatically reverts to the DME/DME mode.
Note: This DME/DME mode is only available, if aircraft is equipped with two DME receivers.
POWER UP
The HT 1000 is directly powered by the DC BUS 2
DISPLAYS
GNSS mode is selected by pressing the RNV pushbutton on the EFIS control panel.
GNSS may be presented either in OBS mode or MAP mode. The selection is done by repetitive
action or the MAP pushbutton of the EFIS control panel.
OBS mode presents conventional lateral guidance on the active leg. In this mode the desired
track selection is made by the HT1000 (course selectors on glareshield panel are not operative).
In MAP mode only the next six waypoints and/or icons will be presented. The active waypoint
is displayed in magenta and the next five in while.
NAVIGATION MONITORING
- maintain HDG bug on actual aircraft heading
- monitor the sequencing of the waypoints on the MCDU (ACT RTE 1/2 LEGS page) and make
sure that there is no discontinuity.
CAUTION: When flying over a WPT followed by a discontinuity, the AP will revert to the basic
lateral mode, maintaining the wings levelled. The message "CPL DATA INVALID" will
then illuminate on the AFCS.
CAUTION: When in LNAV mode, switching of AP/FD between CM1 and CM2 will disengage
the LNAV mode even if both sides are in GNSS mode. LNAV mode can
be reengaged.
NAVIGATION WITH OFFSET

When a parallel offset has been activated OFS will be permanently displayed in cyan above
the aircraft symbol when in MAP mode or in the left upper part of the EHSI when in ROSE/ARC
mode. The leg presented on the MAP display is not the offset leg but the XTK value presented
below the aircraft symbol related to the offset. Therefore it is normal, in such a situation, to see
the aircraft symbol aside the active leg with a XTK value showing 00.0 L/R.
ATR 72-202
P7 OK
RETURN TO STANDARD DISPLAY

- check HDG bug on aircraft present heading
- select HDG mode on AFCS
- select V/L source on EFIS control panel
- select bearings | and as required
II FLIGHT PROFILE
PREFLIGHT
- before the first flight: check validity of databases, aircraft model and engines from IDENT page
- check the validity of position, UTC time and operation of navigation sensors from POS REF
pages 1/2 and 2/2
- make sure the RTE 1 or RTE 2 pages have been completely erased. Selecting or re-selecting
the origin airport will automatically erase the associated route.
- enter the flight plan to RTE pages with SID and take off RWY from DEP/ARR page (PF). Two
different routes can be prepared before each flight:
- RTE 1 may be used for the route from origin to destination and will be activated before take off,
- RTE 2 may be used for the route from destination to alternate and with then be activated only
in case of diversion.
- check the route from LEGS page, then activate the route (PF)
- enter performance related data to VNAV/PERF INIT page (PF)
- verify the active flight plan distances and tracks entered from LEGS page
- verify performance data entered from PERF INIT page.
BEFORE TAXI
- set both EHSIs to the MAP mode with RNAV source and 10 NM range selected
- set both bearing selectors to VOR on EFIS control panel
- select ACT RTE LEGS page from MCDU for take off
WHEN ATC CLEARANCE IS RECEIVED

- check from ACT RTE LEGS page that the active route is identical with the clearance
BEFORE TAKE OFF

- adjust range if necessary (at least the active waypoint must be visible)
- check that the cross-track deviation is 0.0L/R on the EHSI
ATR 72-202
P8 OK
AFTER TAKE OFF

- make HDG corrections to follow prescribed track on the EHSI
Note: The following procedures must be applied in addition to the procedures issued
in the original pages.
CLIMB SEQUENCE COMPLETED

- when established on prescribed SID track select NAV mode on AFCS
Note: 1) IAS must be equal to or higher than V mHB 0 before NAV mode selection.
2) The use of AP is recommended from this point.
CRUISE
- monitor the flight progress with PROG page
- modify the route according to new ATC clearances received using LEGS and DEP/ARR pages
(including STAR, approach and landing RWY)
ARRIVAL
- verify that correct terminal procedure has been loaded
- check the active route by comparing the charts, STAR or other applicable documents with
the MAP display and the MCDU, if any doubt exists, procedure shall not be flown
- cross-check actual position with conventional navigation aids, if any differences occurs,
a conventional procedure must then be flown
- observe any published altitude and speed constraints
APPROACH
- selection of PROG 1/2 page from MCDU is recommended during initial approach
- selection of PROG 2/2 page from MCDU is recommended during final approach
ILS Approach: - PF returns to standard display 10 NM before interception
- PNF returns to standard display when LOC*
VOR/DME Approach: - PF returns to standard display 10 NM before FAF
- PNF keeps MAP display
NDB Approach: - both pilots keep MAP display
- approach is flown with HDG mode using RMI and cross-checking
with HT1000 information (X-track, distance)
AFTER THE FLIGHT

- if necessary clear all user selections and data by rotating the databases
ATR 72-202
P8 OK
AFTER TAKE OFF

- make HDG corrections to follow prescribed track on the EHSI
Note: The following procedures must be applied in addition to the procedures issued
in the original pages.
CLIMB SEQUENCE COMPLETED

- when established on prescribed SID track select NAV mode on AFCS
CRUISE
- monitor the flight progress with PROG page
- modify the route according to new ATC clearances received using LEGS and DEP/ARR pages
(including STAR, approach and landing RWY)
ARRIVAL
- verify that correct terminal procedure has been loaded
- check the active route by comparing the charts, STAR or other applicable documents with
the MAP display and the MCDU, if any doubt exists, procedure shall not be flown
- cross-check actual position with conventional navigation aids, if any differences occurs,
a conventional procedure must then be flown
- observe any published altitude and speed constraints
APPROACH
- selection of PROG 1/2 page from MCDU is recommended during initial approach
- selection of PROG 2/2 page from MCDU is recommended during final approach
ILS Approach: - PF returns to standard display 10 NM before interception
- PNF returns to standard display when LOC*
VOR/DME Approach: - PF returns to standard display 10 NM before FAF
- PNF keeps MAP display
NDB Approach: - both pilots keep MAP display
- approach is flown with HDG mode using RMI and cross-checking
with HT1000 information (X-track, distance)
AFTER THE FLIGHT

- if necessary clear all user selections and data by rotating the databases
ATR 72-202
P9 OK
MESSAGES FROM THE HT 1000 SYSTEM SIGNIFYING DECREASE OR LOSS OF

NAVIGATION PERFORMANCE RNP :
GPS ANTENNE FAIL BITE has detected a GPS antenna failure. Monitor HT 1000 position using
external sensors as available.
GPS RECEIVER FAIL BITE has detected a GPS receiver failure. Monitor HT 1000 position using
external sensors as available.
VERIFY RNP-POS REF The system has transitioned to a flight phase (en route, terminal, etc.)
for which the Required Navigation Performance (RNP) is more stringent than the pilot input. On
POS REF page, verify that the entered RNP value still applies for the current phase of flight.
VERIFY RNP ENTRY The manual input of RNP (just performed) is less stringent then the normal
RNP for the current flight phase. Verify that the proper RNP entry was made.
UNABLE RNP The current HT 1000 navigation accuracy or integrity does not meet the current TNP
requirements. Monitor HT 1000 position using external sensors as available.
ATR 72-202
P 10 OK
13.4 KLN 90B +

The whole operating procedures are described in the Bendix/King KLN 90B pilot´s guide,
dated September 1993 (or later applicable revision).
However, the following paragraphs give simple clues to optimize GPS operation.
KLN 90B+ is controlled by PNF during all phases of the flight below FL 100.
I TO START
1) Switch GPS to ON - Autotest is performed.
2) Check the data on the left side of the Self Test page and verify that the data displayed
on the EHSI in RNAV mode are the same.
3) Check the date, time, altitude indication and altimeter setting (adjust if necessary).
4) Verify database expire date.
5) Verify that the present position shown on the NAV 2 page is correct.
6) Select or create and select a flight plan and insert it into the FPL 0 page. The selected flight plan
becomes active.
7) Verify that the active flight plan is the same as the filed flight plan. Modify the active flight plan
if necessary.
8) Insert SID into the active flight plan according to the intended or received ATC departure
clearance.
9) Check each inserted SID waypoint and the desired tracks between the waypoints against
the published SID procedure in your navigation documentation.
10)Create and / or insert additional waypoints into the active flight plan, as necessary.
11)Create desired track in OBS mode if applicable and change back to the LEG mode to enable
automatic waypoint sequencing.
REMEMBER: Some SID/STAR procedures contain information that is not included in the
database. For example, some procedures require the aircraft to fly to a certain
altitude, along a heading until intercepting a course and many other procedures that
the KLN 90B can not automatically accomplish. Therefore, the official navigation
documentation is still the primary source of information. GPS and both EHSI in
MAP mode with RNAV source can be used, provided crew has appropriately
adjusted data in GPS.
ATR 72-202
P 11 OK
II TO CREATE A USER WAYPOINT

1) Select SUPL chapters on the RH screen by tuning the RH outer knob
2) Press RH CRSR.
3) Enter waypoint name - 5 digits max. Use the following principles to user waypoint designation:
• waypoint used to define approach at given airport (e.g. Prague airport, RWY 24)
PR24I Intermediate fix
PR24F Final Approach Fix (in case of parallel runways replace F by R / L for final
approach fix of right / left runway)
PR24M Missed approach point
PR24T RWY threshold
• waypoint defined by radial and distance from any other waypoint / navaids
JAN13 radial 358° and distance 13 NM from JAN VOR / DME
13JAN radial 358° and distance 113 NM from JAN VOR / DME
4) Turn RH outer knob to bring cursor on USER POS. Press ENT.
5) Two modes are available to define user waypoint:
• LAT / LONG (first selected)
• REF / RAD / DIST - Turn RH outer knob to select REF waypoint (for example airport
name). Press ENTER. Then radial (for example 183°). Press ENTER. Then distance
(for example 10NM). Press ENTER.
III TO CREATE A FLIGHT PLAN

1) Select FPL chapter on the LH screen by turning LH outer knob.
2) Turn LH inner knob to find a FPL empty page: "LOAD FPL 0 ? 1"
Note: Max memory 25 flight plans - Each may contain up to 30 waypoints.
3) Press LH CRSR. First waypoint label is shown in reverse video.
4) Enter waypoint name by using LH knobs. Press ENT.
Note: In case of multiple waypoints having the same name than the one selected, the system
will propose you the various options (example VOR FRA, VOR TUN...)
The selected waypoint data will be shown on the RH screen. Press ENT to confirm.
5) Repeat item 4 for all waypoints to be entered. When the whole flight plan has been entered,
press LH CRSR.
6) Turn RH knobs to select D/T 3 page check flight plan distance and tracks.
IV FLIGHT PROFILE
Non RNAV SID
• AT TAKE OFF
- Both EHSI are in FULL mode with V/L source selected.
RNAV SID
There are two ways how to perform the flight along the RNAV SID (a) or b) as described bellow).
The suitability of each of them depends on the particular design of the departure track, however
it is the final decision of the crew which one will be used for navigation.
ATR 72-202
P 12 OK
a) POINT TO POINT NAVIGATION

• BEFORE TAXI
- Both EHSIs are in MAP mode with RNAV source and 10 NM range selected.
- Set both bearing selectors to VOR.
y DURING LINE UP
- Adjust range if necessary (at least the active waypoint must be visible).
- Check that the active waypoint is the first SID waypoint.
- If RWY threshold designator (RWY XY) is not included in the active flight plan and if the first
waypoint is straight ahead, press D→, press ENT to create actual first SID leg.
- Check that the cross-track deviation is 0.0L/R on the EHSI.
• AFTER TAKE-OFF
- Make HDG corrections to follow prescribed track on the EHSI.
• CLIMB SEQUENCE COMPLETED

- When established on prescribed SID track select NAV mode on AFCS.
b) NAVIGATION TO THE PRESELECTED DESIRED TRACK

• BEFORE TAXI
- Both EHSIs are in FULL mode with RNAV source selected.
- Set both bearing selectors to VOR or ADF as applicable.
• BEFORE LINE UP
- Check that the active waypoint and the desired track are as published.
• AFTER TAKE-OFF
- Make HDG corrections to navigate to reach preselected desired track as prescribed.
• CLIMB SEQUENCE COMPLETED
- To intercept desired track make HDG corrections or select NAV mode on AFCS.
- When established on desired track select MAP mode on EFIS control panel and NAV mode
on AFCS if already not selected.
ATR 72-202
P 13 OK
AFTER TAKE OFF CHECK LIST COMPLETED, STABILIZED EN ROUTE TO THE FIRST
WAYPOINT
- Select RNAV source on EFlS control pane
- Select MAP mode display on EFIS control panel
- Select both bearings | and--on VOR
- Check aircraft position related to flight plan on EHSI. Adjust range. If necessary, come back
on track or select direct TO
- Select NAV mode on AFCS (LNAV)
DIRECT TO
- Press LH CRSR.
- Move the cursor to the desired waypoint with LH outer knob.
- Press DÆ. Press ENT.
CRUISE
- Lateral: maintain HDG bug on actual aircraft heading.
- Vertical: prepare descent by pressing ALT select on the RH screen target desired altitude,
desired target position (for example 4000 ft, 2 NM before TOE = - 2) and desired descent angle
(- 3°). It will arm VNAV mode which will warn you when approaching TOD and will allow you
to follow up your descent by comparing present altitude to target altitude.
APPROACH
• How to return to standard display:
- Check HDG bug on aircraft present heading
- Select HDG mode on AFCS
- Select FULL mode display on EFIS control panel
- Select V/L source on EFIS control panel
- Select both bearings | and --as required
• ILS approach:
- 10 Nm before interception PF returns to standard display.
- PNF returns to standard display when LOC *
• VOR/DME approach:
- 10 NM before FAF, PF returns to standard display.
- PNF keeps MAP display.
• ADF approach:
- Both pilots keep MAP display.
- Approach is flown with HDG mode using RMI and crosschecking with GPS information
(X track, distance).
ATR 72-202
P 14 OK
V IN CASE OF EMERGENCY
1) Press MSG.
2) Press ENT.
The nearest airport will be displayed.
VI SPECIAL HIGHLIGHTS
General
- In map mode at least the active waypoint must be visible at all times except during significant
weather avoiding manoeuvres when smaller ranges may be required.
- If in any doubt about GPS tracking or aircraft position, select HDG mode and verify position
by conventional means or by ATC radar.
Set up conditions
- Verify if the data base is current.
WARNING: The accuracy of the data base information is assured only if the data base
is current. Operators using an out of date base do so entirely at their own
risk.
- Verify the baro setting.
Note: Since the altitude from the ADC is pressure altitude, an altimeter correction is required
to ensure maximum accuracy. Therefore, it is important to keep the altimeter baro
setting updated on the self test page when power is first applied to the KLN 90.
- Set "turn anticipation" mode (enable/disable) as required.
- Check that the proper criteria are used for nearest airport selection.
EN ROUTE OBS MODE

- The EN ROUTE OBS mode can only be displayed in FULL or ARC modes.
If the EN ROUTE OBS mode is selected on KLN 90 control box, the MAP display is not
available.
- The desired track selection is made only from the KLN 90 control box (course selectors
on glareshield panel are not operative)
LNAV MODE
- LNAV mode has no armed / capture phases: interception begins as soon as the mode
is selected.
COURSE DEVIATION INDICATOR

- When the LNAV mode is used the course deviation indicator (EHSI) sensitivity is ± 5 NM, full
scale.
WAYPOINT ALERTING
- When approaching a waypoint, the waypoint alerting occurring on the KLN 90 is duplicated by
an amber WPT label illuminating on RH side of EHSI.
ATR 72-202
P 15 OK
RNV MSG ILLUMINATION ON EADI

- See chapter 1.15.60
MESSAGES FROM THE KLN 90B+ SYSTEM SIGNIFYING DECREASE OR LOSS

OF AVIGATION PERFORMANCE RNP 5:
BAD SATELLITE GEOMETRY SEE EPE ON STA 2 PAGE This message will occur after receiving
a notice that RAIM is not available. This means that the geometry of the satellites is such that
the possible error in position is greater than allowed for IFR use. Cross check the position
of the aircraft with other means of navigation every 15 minutes to verify that the position is still
accurate.
RAIM POSITION ERROR, CROSS CHECK POSITION This message means that the unit has
detected a problem with one of the satellites and the position can not be assured to within IFR
limits for the particular mode of flight. Cross check the position of the aircraft with other means
of navigation every 15 minutes to verify that the position is still accurate.
RAIM NOT AVAILABLE, CROSS CHECK POSITION This message appears when there are not
enough received GPS satellite signals to compute integrity (RAIM). Cross check the position
of the aircraft with other means of navigation every 15 minutes to verify that the position is still
accurate.
SATELLITE COVERAGE INADEQUATE FOR NAV This message appears when the received
GPS signals are not adequate for navigation. Occasions when this message will be displayed
include when there are an insufficient number of satellites (including altitude input) or when
the satellite geometry is inadequate for accurately determining position within 3,8 NM
FLAG This message on the CDI indicator on page NAV 1 means that KLN 90B+ is not available
for navigation.
Note: An error in the position determination by the KLN 90B+ system depends on the following
factors: the number of received satellites, the GPS signal intensity, and the layout
of satellite momentarily using for navigation. Information on position error is displayed
on the STA 2 page.
ATR 72-202
FLIGHT INSTRUMENTS P1 001
AHRS DEC 06
AA
AHRS
AHRS alignment sequence takes place as soon as the battery is switched ON, and it takes
nominally 3 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED.
To know the remaining time for AHRS alignment, depress AHRS FAST ERECT
pushbutton.
The heading which can be read on the associated EHSI indicate the time remaining (in
seconds) for AHRS alignment (example : heading 090 = 1 minute and 30 seconds). Then
release AHRS FAST ERECT pushbutton.
AHRS normally survive to electrical transients asociated with engine start.
R
ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/B
OFF-- ON.
Note : the beginning of the 3 minutes alignment period may be observed as it is associated
with a brief display of horizon tilted 30_ to the right without flag.
CAUTION : resetting AHRS C/B in flight is not recommended as in flight reailgnment
requires 3 minutes of very stable flight (which may be impossible to get in
turbulence) and possibility of pulling the wrong C/B could lead to complete
AHRS failure unrecoverable for the rest of the flight.
Note : some of the AHRS failures observed in flight may be “self recoverable” when they
are associated to a temporary failure of the SPERRY DIGITAL BUS.
R CAUTION : Pilots must be aware of possible induced attitudes and heading errors in case
R of continuous turns, specially in high latitudes countries; therefore racetrack
R holding patterns are to be flown rather than circles.
ATR 42 Model : 400/500

FLIGHT INSTRUMENTS P2 001
WEATHER RADAR DEC 06
AA
WEATHER RADAR
The weather radar radiates power when operating in any mode other than STBY. Use of
weather radar on ground in a mode other than STBY requires special care :
- make certain that no personnel is working in front of aircraft within a sector of 3 meters
radius and 130_ left or right of the aircraft axis.
- direct aircraft nose so that no large size metal object (hangar, aircraft ...) is located
within a 30 meters radius.
- avoid operating radar during refueling operation of radiating aircraft or any other
aircraft within a 30 meters radius.
ATR 42 Model : 400/500

P1 OK
F.C.O.M. TCAS JAN 07
CAUTION: The TCAS equipment is viewed as a supplement to the pilot who, with the aid of the Air
Traffic Control, has the primary responsibility for avoiding mid-air collisions.
GENERAL
TCAS alerts the crew to possible conflicting traffic. TCAS interrogates operating ATC
transponders in other aircraft, tracks the other aircraft by analyzing the transponder replies, and
predicts the flight paths and positions. The system provides aural and visual advisories, flight path
guidance and traffic displays of the other aircraft to the flight crew. TCAS system provides no
indication of aircraft without operative transponders.
Air to Air communications for co-ordinating maneuvers between TCAS equipped aircraft is
provided by mode S ATC transponder.
Resolution advisories can only be generate for intruders equipped with operative mode S or
mode C transponders (providing valid intruders altitude information).
Traffic advisories can only be generated for intruders equipped with operative mode S, C or A
transponders.
TCAS RAs may in some cases conflict with flight path requirements due to terrain, such as an
obstacle limited climb segment or an approach to rising terrain. Since many approved instrument
procedures and IFR clearances are predicated on avoiding high terrain or obstacles, it is particularly
important that pilots maintain situational awareness and continue to use good operating practices and
judgement when following the TCAS RAs. Maintain frequent outside visual scan and "see and avoid"
vigilance.
It is important that pilots follow all RAs even when there is:
y an opposite avoiding instruction by the controller. If the RA is not followed, it can adversely affect
safety when the other aircraft responds to a coordinated RA.
y conflict close to the top of the operating envelope. If a "Climb" RA is generated, it may be
possible to climb at least a little but do not descent opposite to the RA.
y traffic information from the controller. The slower update rate of the radar display, even with
RDPS multiradar data, means that the vertical situation seen by the controller may be inaccurate,
particularly when aircraft are rapidly climbing or descending.
y visual acquisition. The wrong aircraft could be identified and the situation may be wrongly
assessed.
ATR 42-500
P2 OK
OPERATIONS
PREFLIGHT TEST
- TURN rotary selector of the relevant ATC Control box to the STBY position.
- TURN rotary selector of TCAS Control box to the STBY position.
- PRESS TEST button on the TCAS Control box and check proper aural message and visual display.
The self-test routine takes approximately 10 seconds to complete. After successful completion of
the test, the system returns to the set operating modes and aurally annunciates "TCAS SYSTEM
TEST OK" on the aircraft cockpit audio system. For a failure in the TCAS system, "TCAS" or
"TCAS FAIL" shows on the appropriate TCAS display(s) and the audio system aurally annunciates
"TCAS SYSTEM TEST FAIL".
SELF TEST DISPLAY
PRIOR TAKE OFF

When entering the runway, select AUTO mode on TCAS Control box.
The TA ONLY mode shall, however, be used when the take-off is executed towards known
nearby traffic which is in sight and during parallel runway operations.
In this case the AUTO mode shall be selected as soon as feasible after the take-off. The 6 NM
range is recommended for take-off and climb-out while in terminal area.
CLIMB, CRUISE AND DESCENT

The AUTO mode shall normally be used. In case of engine failure, the TA ONLY mode should be
utilized.
If required by ATC to stop altitude reporting, the transponder rotary selector shall be turned to ON
also disabling the TCAS.
The 12 NM range should be normally used during cruise.
ATR 42-500
P3 OK
APPROACH AND LANDING

In terminal area, the 6 NM range is recommended.
AFTER LANDING
The TCAS shall be selected to STBY when vacating RWY.
ATC CLEARANCE
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply
with a TCAS Resolution Advisory (RA).
RECEIVING A TRAFFIC ADVISORY (TA)

Remember that a TA may become an RA within 15 seconds.
CM
PF........ Order "PREPARE FOR CLIMB".

PNF ..... - Select LDG LTS and WING LTS ON
- Set / check SEAT BELTS ON
- Select proper rating on Power management rotary selector (MCT when climbing, cruising or
descending in clean configuration, TO in other cases e.g. take off, approach and landing
phases)
- [AT43/72] Advance CLs to MAX RPM
- [AT45] Check NP 100%
- Recall minimum safety altitude.
When receiving a TA the crew must try to establish visual contact with the intruder and other
aircraft which may be in the vicinity in order to clear the airspace in the event that an RA should
subsequently occur.
When flying manually the first responsibility of the PF is the safe control of the flight while the
PNF shall perform the look out.
When flying on the autopilot the PF can perform the look out, too. He shall, however, not refrain
from monitoring his instruments.
WARNING: Be aware that a TA symbol without altitude tag indicates non-altitude reporting traffic.
The non-altitude reporting traffic can be at any altitude. Even when becoming a real threat, the
TCAS will not issue any RA for this traffic. The same applies to any TA when operating in TA ONLY
mode. Do not initiate evasive maneuvers using information form the traffic display only or on a TA
without visually sighting the traffic.
ATR 42-500
P4 OK
RECEIVING A RESOLUTION ADVISORY (RA)

CM
DESCENT
PF............- Confirm "WE DESCENT".
- Disconnect autopilot.
- Descent at a rate in the green (fly to) arc on TCAS VSI.
- Ask for eventual configuration changes.
PNF .........- Advice ATC.
- Monitor: - IAS compared to VLE, VFE and VMO pointer.
- Aircraft altitude compared to minimum safety altitude.
CLIMB
PF............Confirm "WE CLIMB".
PF............- Disconnect autopilot.
- Apply roughly the bugged power.
- Climb at a rate in the green (fly to) arc on TCAS VSI.
- Ask for eventual configuration changes.
PNF .........- Adjust power to TQ objectives if necessary.
- Advice ATC.
- Monitor IAS compared to V S .
Note: When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-around phase, a normal procedure of go-around should be
followed including the appropriate power increase and configuration changes.
While responding to a TCAS Resolution Advisory the pilot shall use his best judgement and act
according to the general principles below.
Follow the TCAS guidance manoeuvring the aircraft promptly and smoothly. Maneuvers which
are in the opposite direction of the RA (resulting the V/S needle moving into the red arc or further into
the red arc if the needle was already there when the RA was initially displayed) are extremely
hazardous, especially RAs involving altitude crossing and are prohibited unless it is visually
determined to be the only means to assure safe separation.
When operating visually, if the pilot makes a decision to disregard an RA and maintain visual
separation from the intruder, he should be aware that the intruder may maneuver toward his aircraft
while responding to its own RA.
Prior to electing to disregard an RA, the pilot should ensure that visual separation from the
intruder can be maintained for at least the next 60 seconds.
To comply with a corrective RA, the autopilot must be disconnected. In case of a climb RA,
application of full thrust (G/A or MCT as appropriate) may be required. Disconnecting autopilot is
recommended also in case of a preventive RA in order to be prepared for a possible change in flight
profile / path.
ATR 42-500
P5 OK
Follow the TCAS guidance manoeuvring the aircraft promptly and smoothly. FLY THE
AIRCRAFT! Make pitch change according to EADI and than monitor VSI. Limit the alterations of the
flight path to the minimum extent necessary to comply with the RA.
Avoid overcontrolling as the required deviation from the current flight path is normally less than
500 ft. During cruise conditions a pitch attitude change of approximately two degree is generally
adequate to resume the vertical speed required.
Any corrective RA maneuver requires initial response within five seconds and with G-force similar
to than felt when responding to an ATC clearance to climb or descent "immediately" (0,25 G).
Immediately respond to any increase or reversal RA as initial response is expected within 2,5
seconds of the issuance of the advisory. An increase or reversal maneuver requires G-force up to
0,35G.
When operating outside of normal TCAS performance envelope, the aircraft may not have the
performance to execute a climb RA. In this case, the pilot should be aware that the RA will still be
issued and that response should still be initiated. If the pilot is unable to attain a 1 500 ft/min climb as
initially required by the TCAS, he should establish a climb with the highest vertical speed practical.
The TCAS will then continue to monitor the vertical separation and may issue a change of the original
RA command.
If receiving a climb RA in landing configuration, a go around should be performed. Ignore FD
pitch commands during GA phase. Perform climb sequence after receiving a "CLEAR OF
CONFLICT" advisory.
CLEAR OF CONFLICT
CM
PF........ Return immediately and promptly to last assigned ATC clearance.

PNF ..... - Reset power according to phase of flight
- Select SEAT BELTS sw as required
- Select LDG LTS and WING LTS OFF
- On PF order engage AP
- Notify ATC when returning to the current clearance.
POST-FLIGHT REPORT
ACAS can have a significant effect on ATC. Therefore, there is a continuing need to monitor the
performance of ACAS in the developing Air Traffic Management environment.
Following an RA event, or other significant ACAS event, pilots and controllers should complete an
ACAS RA report. Aircraft operators and ATC authorities should forward the completed reports through
established channels.
Any other reporting form must be submitted in accordance with OM-A, chapter 11.6 - Forms.
ATR 42-500
P1 OK
F.C.O.M. EGPWS JAN 07
GENERAL
A Pull Up procedure shall be initiated in any case if cause of warning cannot be identified
immediately.
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.
EGPWS must never be set to OFF except when a specific QRH chapter requires to do so. Under no
circumstances it is permissible to silence a EGPWS alert by setting the system to OFF.
EGPWS ALERT "SINK RATE"

Rate of descent shall be reduced until EGPWS alert stops.
EGPWS ALERT "TERRAIN TERRAIN" OR "TERRAIN AHEAD, TERRAIN AHEAD"

CAUTION: Do not change gear or flap configuration until EGPWS warning exists.
Both crew members must verify position and terrain clearance.

If the alert was expected at this position and its possible occurrence has been explicitly
briefed before:
Alert may be disregarded also in IMC or at night.
PF Correct flight path

In daylight and VMC, with adequate ground reference:
Required terrain clearance must be maintained. If any doubt exists, Pull Up procedure as
described below must be performed immediately.
PF Correct flight path

In any other case:
Pull Up procedure as described below must be performed immediately.
ATR 42-500
P2 OK
ACTIVATION OF "PULL UP" OR "WHOOP WHOOP PULL UP" WARNING

CAUTION: Do not change gear configuration until EGPWS warning exists. If flaps are in landing
configuration set flaps 15 [AT45 - 25]. Do not change flaps configuration in other case
until EGPWS warning exists.
Perform following Pull Up procedure immediately.
PF SIMULTANEOUSLY: - Call out "PULL UP"
- Disconnect autopilot
- Advance PLs to the wall
- Rotate to initial pitch 10° nose up and disregard FD bars
- Order "MAX RPM" [AT45 – "HUNDRED OVRD"].
Flaps in landing configuration
Order "FLAPS FIFTEEN" [AT45 - "FLAPS TWENTY FIVE"]
If EGPWS warning continues
Pitch attitude shall be smoothly increased up to 20° nose up.
- Monitor radio altimeter for sustained or increasing terrain
separation
PNF Set CLs to MAX RPM [AT45 – 100 OVRD], check the TQ and call out "POWER SET".
Flaps in landing configuration
Select FLAP lever to 15 [AT45 - 25] and report "FLAPS FIFTEEN SET"
[AT45 - "FLAPS TWENTY FIVE SET"] when indicated.
Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric
altitude for a minimum safe altitude).
Call out any trend toward terrain contact.
When the warning conditions no longer exist, adjust normal climb in accordance with Climb
sequence after GA and level off.
Check minimum safe altitude.
ATC shall be informed as soon as possible.
EGPWS ALERT "DON’T SINK"

PF rotates the nose up to maintain V 2 and applies RTO POWER. If descent cannot be broken both
PLs shall be advanced to the wall. The nose shall be rotated up until intermittent stick shaker is
actuated and positive climb is attained.
ATR 42-500
P3 OK
EGPWS ALERT “TOO LOW TERRAIN”
Gear up
If there is a previously known and specified position where EGPWS alert is expected on
approach path to a runway, the alert may be disregarded also in IMC or at night.
Both crew members must verify position and terrain clearance, but if the slightest doubt exists,
the GA procedure must be performed immediately.
Gear down, flaps not in landing configuraiton
In IMC or at night
GA must be performed
In day visual conditions with adequate ground reference
Flaps shall be extended to correct the configuration. If below 500 ft AAL GA must be
performed.
EGPWS ALERT "TOO LOW GEAR"

In IMC or at night
GA must be performed
Landing gear shall be extended to correct the configuration. If below 500 ft AAL GA must be
performed.
EGPWS ALERT "TOO LOW FLAP"

GA must be performed, taking flaps position into account.
ATR 42-500
P4 OK
EGPWS ALERT “GLIDE SLOPE”

In IMC or at night
Recapture shall be attempted and GS shall be followed. If unsuccessful or below 500 ft AAL a GA
must be performed.

"GLIDE SLOPE" EGPWS alert may be silenced by depressing once EGPWS / GS push button
and visual descent may be performed.
Note: For normal stabilized approach the threshold is crossed at 50 ft height.
EGPWS ALERT "MINIMUMS, MINIMUMS"

With adequate visual reference approach may be continued to land. Otherwise GA must be
performed.
Note: DH refers to RA only for CAT II approaches. For CAT I and non precision approaches
DA / MDA refers exclusively to BARO ALT and it is not permitted to use the “Minimums” call
feature of the EGPWS for their determination.
ATR 42-500
P1 OK
F.C.O.M. A/C EMERGENCY EVACUATION JAN 07
GENERAL
Evacuation procedures published in this chapter are prepared for situations stated below.
In case that the actual conditions for emergency evacuation are different from the conditions of the
emergency evacuation procedures stated below, the Commander shall decide about the actual
method of evacuation so that it could be executed with all possible expedition. The importance of the
highest possible safety for the passengers must be taken into consideration.
During test, training, technical or ferry flights, the cabin attendants do not have to be on board
necessarily. In this case the Commander shall perform the pre-flight briefing concerning emergency
evacuation and delegate responsibility accordingly.
If there are ground engineers or any other extra crew on board, the Commander will manage any
possible emergency evacuation.
INITIAL CONDITIONS TO APPLY THE PROCEDURES
a) The Commander and the F/O are at their work stations
b) Cabin attendants occupying their seats.
c) The aircraft stopped with landing gear extended
d) There is no fire on board
e) All emergency exits are operative
ATR 42-500
P2 OK
CONDITIONS WHICH MAY SIGNIFICANTLY INFLUENCE SAFE USE OF EMERGENCY EXITS

BASEC PRINCPLES OF EMERGENCY
CONDITIONS
EVACUATION
Engine fire If possible, do not execute emergency evacuation
towards the burning engine
Landing gear destruction Evacuation through the lowest usable emergency
(unusual position of the aircraft) exits over ground surface.
Ditching Evacuate through the highest usable emergency exits
over water line
Before the crew decides to use the emergency exits, the following conditions must be taken into
account:
1) Emergency exits/ways could be blocked.
2) Engine still running.
3) Possibility of fire in the vicinity of the aircraft.
EVACUATION PROCEDURES
UNPREPARED AND PREPARED EMERGENCY SITUATION
Commander: Initiates, and commands the evacuation. He will leave the aircraft as the last one,
after passing through the passenger cabin, depending on the situation he will
vacate through one of the aft exits.
F/O: Exits accordingly through the one of the front emergency exits, or if necessary
through the emergency escape hatch, he will instruct passengers at the front
emergency exits to vacate the aircraft and maintain a safe distance from the
aircraft.
Procedures for 2 CA
CCA (2L): - Instructs a proper passenger (preselected PAX) to detain the other passengers
in the aisle during emergency exits opening, then to exit the aircraft first, and
give assistance to other passengers outside the aircraft.
- Opens the passenger and service doors, commands the passenger evacuation
from the aft section of the passenger cabin.
- After completion of the evacuation passengers from rows 9-16 [AT43/45 –
rows 7-11] performs check of allocated rows, the toilet and will evacuate
through one of the rear exits.
- 2L will take along the first aid kit, flash light, and the megaphone.
1L: - Instructs two proper passenger (preselected PAX) to detain the other passengers in
the aisle during emergency exits opening, then to exit the aircraft first, and give
assistance to other passengers outside the aircraft.
ATR 42-500
P3 OK
- 1L will open both front emergency exits, and will command the evacuation in the front
part of the aircraft.
- After completion of the evacuation passengers rows 1-9 [AT43/45 - rows 1-6] performs
check of allocated rows, cockpit area and will then evacuate the aircraft from one of
the front emergency exits.
- 1L will take along the first aid kit and a flash light.
Note: The preselected passengers are not turned into account during unprepared emergency
situation.
Procedures for 3 CA
CCA (2L): - Instructs a proper passenger (preselected PAX) to detain the other passengers in the
aisle during emergency exits opening, then to exit the aircraft first, and give assistance
to other passengers outside the aircraft.
- Opens the passenger and service doors, commands the passenger evacuation from
the aft section of the passenger cabin.
- After completion of the evacuation passengers from rows 9-16 [AT43/45 - rows 7-11]
performs check of allocated rows, the toilet and will evacuate through one of the rear
exits.
1L: - Instructs two proper passenger (preselected PAX) to detain the other passengers in the
aisle during emergency exits opening, then to exit the aircraft first, and give assistance
- 1L will open both front emergency exits, and will command the evacuation in the front
part of the aircraft.
- After completion of the evacuation passengers rows 1-9 [AT43/45 - rows 1-6] performs
check of allocated rows, cockpit area and will then evacuate the aircraft from one of
the front emergency exits.
- 1L will take along the first aid kit and a flash light.
2R: - Substitutes function of preselected PAX, so until the emergency exits are opened, will
detain the other passengers in the aisle, then he/she will be the first to evacuate, and
will give assistance to other passengers outside the aircraft.
Note: 1) In case that the third cabin attendant occupies the jump seat in the cockpit, the
evacuation is performed as if there were two cabin attendants on board.
2) The preselected passengers are not turned into account during unprepared
emergency situation.
ATR 42-500
P4 OK
Procedures for 1 CA
CCA (2L): - Instructs a proper passenger (preselected PAX) to detain the other passengers in the
aisle during front emergency exits opening, then to command evacuation in the front
part of the aircraft
- Instructs PAX seating at the front emergency exits to open these exits on the
command "PASSENGER EVACUATION" then to evacuate first, and give assistance
- Opens the passenger and service doors, commands the passenger evacuation from
the aft section of the passenger cabin.
- After completion of the evacuation performs check of toilet, passenger cabin, cockpit
area and will evacuate through one of the front emergency exits.
Note: The preselected passengers are not turned into account during unprepared emergency
situation.
ATR 42-500
P1 001
HIGH LATITUDE OPERATIONS DEC 06
AA
CONDITIONS
Anomalous heading errors may occur on aircraft equipped with the Honeywell AH-- 600
AHRS during high latitude operations, where the earth’s magnetic lines of force have
inclinations of greater than 75 degrees.
PROCEDURES
- Take special care to keep the slip indicator centered in order to minimize heading
errors.
- Crosscheck AHRS heading information with that of standby compass and/or
GPS/GNSS.
- Continous turn of more than 360_ must be avoided; for holding, it is recommended to
fly racetrack patterns with straight flight legs of at least one minute between the U
turns.
ATR 42 Model : 400/500

P1 OK
F.C.O.M. ENGINE FAILURES JAN 07
CM
ENGINE FAILURE AT V 1 +
CONDITION
Rapid decrease of engine parameters, primarily ITT and NH, no PL response, DC GEN
FAULT, ENG OIL LO PRESS warning after 30 seconds.
PROCEDURES
AT V 1
PNF .........Call out "V ONE".
ENGINE FLAME OUT

PF............CONTROL THE AIRCRAFT!
AT V R
PNF .........Call out "ROTATE".
PF............Rotate to approximately 7° pitch and maintain speed at least V 2 but not above V 2 +10 kt.
As soon as aircraft becomes airborne, aileron input to stabilize heading with about 2° of
bank toward the operating engine is highly recommended in order to decrease rudder
deflection thence improve climb performance.
Note: During initial climb out before stabilizing the aircraft attitude, the vertical FD bar
may not be suitable for speed control. The basic instrument to control the speed is
the ASI.
POSITIVE RATE OF CLIMB

PNF .........When positive climb is observed on VSI/BARO ALTM and RA call out "POSITIVE CLIMB".
PF............Check positive climb and order "GEAR UP". Follow the FD bars, maintain speed V 2 + 5 kt
and climb to determined single engine acceleration altitude.
PNF .........Select L/G lever UP.

Identify failed engine and call it out e.g. "RIGHT ENGINE FAILURE".
Check UP TRIM and AUTOFEATHER.
[AT72, AT43] Set ENG START rotary selector to CONT RELIGHT.
ATR 42-500
P2 OK
CM
ATPCS works properly (during engine flame out)

PNF ................Report "UPTRIM, AUTOFEATHER".
ATPCS doesn’t work properly (during engine flame out)

PNF ................Report "NO UPTRIM, NO AUTOFEATHER".
PF...................Order e.g. "LEFT POWER LEVER RTO".
PNF ................Adjust PL of running engine to the ramp [AT43 – to match FDAU bug].
PF...................Order “MEMORY ITEMS” ( as further described “AT 400 FT RA”)
Note: Single engine performance computation assumes that ATPCS is working
properly
PNF ................Check lights on L/G position indicator extinguished and report "GEAR IS UP".
Note: If the aircraft is unable to reach the height 400 ft check the following:
- GEAR maybe the gear is still down
- POWER check proper power setting as described above
- SPEED maybe speed exceeds V 2 +5 kt
AT 400 FT RA
PNF .........Call out "FOUR HUNDRED"
PF............Order "MEMORY ITEMS"
PNF .........Put the hand on PL of failed engine and call out e.g. "RIGHT POWER LEVER FLIGHT
IDLE".
PF............Visually check the proper PL and call out "CHECK".
PNF .........Retard the PL of failed engine to FI.
Put the hand on CL of failed engine and call out e.g. "RIGHT CONDITION LEVER
FEATHER THEN FUEL SHUT OFF".
PF............Visually check the proper CL and call out "CHECK".
PNF .........Retard the CL of failed engine to FTR then FUEL S/O.
ATR 42-500
P3 OK
REACHING DETERMINATED SINGLE ENGINE ACCELERATION ALTITUDE –

MIN 800 FT AGL
PNF .........Call out "ACCELERATION ALTITUDE".
PF............Order "ALTITUDE"
PNF .........Select ALT mode on AFCS control panel.
PF............Follow the FD bars.
WHEN REACHING SPEED MARKED BY WHITE BUG

PNF .........Call out "WHITE BUG".
PF............Order "IAS, MCT, FLAPS ZERO [in icing conditions - FLAPS REMAIN FIFTEEN]".
PNF .........Select IAS mode on AFCS control panel. Check speed value displayed on ADU. If
deviation from white bug speed exists, set correct speed by PTW.
PF............Follow the FD bars and continue climb.
PNF .........Set PWR MGT to MCT.

Retard the PL of running engine to the notch [AT43 - adjust PL to match FDAU bug].
[In normal conditions] Select FLAPS lever to 0. Observe moving on the flaps position
indicator and when it indicates 0 report "FLAPS ZERO SET".
Note: When both flight path and speed are stabilized, AP engagement is recommended.
PF............Order "ENGINE FLAME OUT AT TAKE OFF CHECK LIST".
PNF .........Perform the check list and report "ENGINE FLAME OUT AT TAKE OFF CHECK LIST
COMPLETED" when the check list is completed.
PF............Order "AFTER TAKE OFF CHECK LIST".
PNF .........Perform the check list - PWR MGT remain at MCT, in icing condition FLAPS remain at 15°,
affected BLEED illuminates FAULT and report "AFTER TAKE OFF CHECK LIST
PF............Order "SINGLE ENGINE OPERATION CHECK LIST".
PNF .........Perform the check list, report "SINGLE ENGINE OPERATION CHECK LIST
COMPLETED" when the check list is completed and clear the CAP.
ATR 42-500
P4 OK
CM
ENGINE FIRE (OR SEVERE DAMAGE) AT V 1 +

AT V 1
ENGINE FIRE or SEVERE DAMAGE

AT V R
PNF .........Call out "ROTATE".
PF............Rotate to approximately 9° [AT43/45 - 12°] pitch and maintain speed at least V 2 but not
above V 2 +10 kt.

PF............Check positive climb and order "GEAR UP". Follow the FD bars, maintain speed V 2 + 5 kt
and climb to determined single engine acceleration altitude.

Engage the YD on AFCS control panel.
Identify affected engine and call it out e.g. "RIGHT ENGINE FIRE".
Check lights on L/G position indicator extinguished and report "GEAR IS UP".
AT 400 FT RA
PNF .........Call out "FOUR HUNDRED".
PF............Order e.g. "LEFT POWER LEVER RTO".
PNF .........Adjust PL of non affected engine to the ramp [AT43 – to match FDAU bug].
PF............Order "MEMORY ITEMS".
PNF .........Put the hand on PL of affected engine and call out e.g. "RIGHT POWER LEVER FLIGHT
IDLE".
ATR 42-500
P5 OK
CM
PNF .........Retard the PL of affected engine to FI.

Note: Retarding of PL should be performed slowly to get the time of PF for proper reaction
of engine power asymmetry.
PF............Aileron input to stabilize heading with about 2° of bank toward the operating engine is
highly recommended in order to decrease rudder deflection thence improve climb
performance.
PNF .........Put the hand on CL of affected engine and call out e.g. "RIGHT CONDITION LEVER
FEATHER THEN FUEL SHUT OFF".
PF............Visually check the proper CL and call out "CHECK".
PNF .........Retard the CL of affected engine to FTR then FUEL S/O.

Put the hand on the FIRE HANDLE of engine on fire and call out e.g. "RIGHT FIRE
HANDLE PULL".
PF............Visually check the proper FIRE HANDLE and call out "CHECK".
PNF .........Pull the FIRE HANDLE of engine on fire.

Start timing.
AFTER 10 SECONDS
PNF .........Put the finger on first agent and call out "FIRST AGENT DISCHARGE".
PF............Visually check the proper agent and call out "CHECK".
PNF .........Discharge first agent of engine on fire.

Check DISCH lights illuminated.
AFTER FIRST AGENT DISCHARGED

PNF .........Start timing (to determine 30 second to continue the check list).
ATR 42-500
P6 OK
CM
REACHING DETERMINATED SINGLE ENGINE ACCELERATION ALTITUDE –

MIN 800 FT AGL
PF............Order "ALTITUDE"
PNF .........Select ALT mode on AFCS control panel.
PF............Follow the FD bars.
WHEN REACHING SPEED MARKED BY WHITE BUG

PNF .........Call out "WHITE BUG".
PF............Order "IAS, MCT, FLAPS ZERO [in icing conditions - FLAPS REMAIN FIFTEEN]".
PNF .........Select IAS mode on AFCS control panel. Check speed value displayed on ADU. If
deviation from white bug speed exists, set correct speed by PTW.
PF............Follow the FD bars and continue climb.
PNF .........Select PWR MGT to MCT.

Retard the PL of running engine to the notch [AT43 – adjust PL to match FDAU bug].
[In normal conditions] Select FLAPS lever to 0. Observe moving on the flaps position
indicator and when it indicates 0 report "FLAPS ZERO SET".
Note: When both flight path and speed are stabilized, AP engagement is
recommended.
PF............Order "IN FLIGHT ENGINE FIRE CHECK LIST".
PNF .........Perform the check list and report "IN FLIGHT ENGINE FIRE CHECK LIST COMPLETED"
when the check list is completed.
PNF .........Perform the check list - PWR MGT remain at MCT, in icing condition FLAPS remain at 15°,
affected BLEED illuminates FAULT and report "AFTER TAKE OFF CHECK LIST
PF............Order "SINGLE ENGINE OPERATION CHECK LIST".
PNF Perform the check list, report "SINGLE ENGINE OPERATION CHECK LIST COMPLETED"
when the check list is completed and clear the CAP.
CM
ATR 42-500
P7 OK
ENGINE FLAME OUT (EXCEPT AT TAKE-OFF)

CONDITION
Rapid decrease of engine parameters, primarily ITT and NH, no PL response, DC GEN
FAULT, ENG OIL LO PRESS warning after 30 seconds.
PROCEDURES
PNF .........Identify failed engine and call it out e.g. "LEFT ENGINE FLAME OUT".
PF............Still concentrating on aircraft control verifies the identification by a quick crosscheck and
order "MEMORY ITEMS".
PNF .........[AT43/72] Set ENG START rotary selector to CONT RELIGHT.

Put the hand on PL of failed engine and call out e.g. "LEFT POWER LEVER FLIGHT
IDLE".
PNF .........Retard the PL of failed engine to FI.
IF NH DROPS BELOW 30% (No immediate relight)

PNF ................Check the actual value of NH of failed engine. When NH is below 30% put the hand on
CL of failed engine and call out e.g. "LEFT CONDITION LEVER FEATHER THEN
FUEL SHUT OFF".
PF...................Visually check the proper CL and call out "CHECK".
PNF ................Retard the CL of failed engine to FTR then FUEL S/O.

[AT43/72] Advance CL of non affected engine to MAX RPM and call out e.g. "RIGHT
CONDITION LEVER MAX RPM".
PF............Order "ENGINE FLAME OUT CHECK LIST".
PNF .........Perform the check list, report "ENGINE FLAME OUT CHECK LIST COMPLETED" when
the check list is completed and clear the CAP.
ATR 42-500
P8 OK
COMMENTS
At low power settings during approach the arming conditions of the ATPCS are not met and there will
be no autofeather available. On aircraft without PEC system the condition lever of the non effected
engine may be not in the position for prop RPM to deliver RTO power. Additionally the aircraft
configuration (gear down, flaps set for landing) can be such that single-engine climb or even a level
off without exceeding the V MCL limits will become impossible.
When a flame out occurs on final the flight crew has different options according to the progress of the
approach and other facts like weather situation, runway dimensions and aircraft conditions.
For instance it may be advisable to discontinue the approach, perform all relevant check lists and to
execute a new stabilized single engine approach thereafter, but the situation could also permit
continuation of the approach with an abbreviated abnormal procedure.
A particular problem of the flame out on final event is the fact that the aircraft is on a flight path
towards the ground and the obstacles. This creates time pressure and calls for quick evaluation and
corrective actions. As a guidance for easier assessment of the situation and the selection of the most
reasonable option the following procedures shall be considered:
Flame out on long to intermediate final:

In case of flame out on final with adequate time to perform the above mentioned memory items and to
establish and maintain a stabilized flight path the approach may be continued omitting "Engine Flame
Out" and "Single Engine Operation" check lists
By application of the abbreviated procedure (above memory items only) it is assured that the
condition lever of the failed engine is set to FTR then FUEL S/O. The CL of the non affected engine is
at MAX RPM position [AT45 – AUTO position]. The aircraft is then prepared for continued approach
or even go-around if this should become necessary.
Flame out on short final - landing assured

For continued approach after flame-out on very short final there will be no time for the flame out
procedure, memory items or propeller feathering.
To be able to maintain a stabilized flight path until touch down the PL of the non affected engine shall
be set to approximately 50-60 % torque without delay, pitch shall be slightly increased and yaw forces
should be trimmed out.
If a stabilized approach can be maintained, the aircraft may be landed without any flame-out
procedure action.
A delayed power adjustment will normally require higher torque for the non affected engine thus
creating a considerable yaw moment, which makes it difficult or even impossible to maintain
a stabilized flight path.
ATR 42-500
P9 OK
Go-around becomes necessary after flame out on final

If the flight path becomes unstabilized after a flame out on final (above memory items already
performed) and it is not obvious that this can be recovered in an acceptable time (latest until 500ft
AGL), a go-around shall be initiated.
If after flame out on short final (above memo items not yet performed) a stabilized approach cannot be
established or maintained a go-around from low altitude in a very disadvantageous configuration
becomes necessary.
Therefor first the go-around commands shall be given and the go-around be initiated. This
immediately breaks the descending flight path, reduces flaps setting and brings the gear up, thus
eliminating considerable drag.
After gear retraction "Engine Flame Out" check list shall be started with the above said memory items
to take care of the unfeathered propeller. This may become even necessary below 400ft AGL to
permit climb.
After completion of a single engine go-around the procedure continues with "Engine Flame Out"
check list.
Single engine landing

Basically for all single engine landings the following items of the single engine operation procedure
shall be kept in mind:
- PL do not reduce below Fl before the nose wheel is on the ground
- Single engine approach speed is equal to V APP or 1,1 V MCA whichever is higher until committed to
land.
Note: In case of loss of the directional controllability during landing, CM1 must take over control of
the aircraft, report "MY STEERING" or "MY CONTROLS" and regain directional control
primarily using the rudder pedals, reduce reverse power to reach GI (if reverse selected) to
increase rudder authority, release brakes (if brakes used) and use asymmetrical braking if
necessary – then use nose wheel steering.
ATR 42-500
P1 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

CONTENT
1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 - AFDAU PART DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1 - FDAU FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 - APM FUNCTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2.1 - APIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.2 - APM LIGHTS ON 13 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.3 - APM FAULT/OFF LIGHT ON 5 VU . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.4 - APM TEST PUSHBUTTON ON 5 VU . . . . . . . . . . . . . . . . . . . . . 7
2.2.5 - APM WEIGHT ROTARY SELECTOR ON 5 VU . . . . . . . . . . . . . . 7
2.2.6 - CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.7 - ASSOCIATED CAUTION ALARMS . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.8 - APM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.9 - COCKPIT APM INTEGRATION . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES . . . . . . . . . . . . . . . . 10
2.3.1 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2 - OPERATIONS AND TECHNIQUES . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.1 - APM PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.2 - APM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.3 - APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3.1 - WEIGHT SELECTION AND COMPUTATION . . . . . . . . . . . . 11
2.3.3.2 - CRUISE SPEED LOW PROCEDURE . . . . . . . . . . . . . . . . . 12
2.3.4 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.5 - ABNORMAL AND FOLLOWING FAILURES PROCEDURES . . . 12
2.3.5.1 - APM FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.5.2 - DEGRADED PERF PROCEDURE . . . . . . . . . . . . . . . . . . . . 13
2.3.5.3 - INCREASE SPEED PROCEDURE . . . . . . . . . . . . . . . . . . . 13
2.4 - EHS FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-- 15-- 16
3 - DMU PART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4 - ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ATR 42 Model : 400/500

P2 100
MPC
AA
LEFT INTENTIONALY BLANK
ATR 42 Model : 400/500

P3 100
MPC
AA
1- GENERAL
The scope of this section is to describe the MPC (Multi Purpose Computer) functions.
The MPC is composed of two independent parts, which are AFDAU part and DMU part.
- AFDAU part performs the following functions (developed in software level ”C”
regarding DO178B requirements) :
- FDAU to transmit data to the FDR

- APM to monitor aircraft drag in icing conditions,
- EHS to transmit to the Ground via ATC, aircraft data.
- DMU part performs the following functions (developed in software level ”D” regarding
DO178B requirements) :
- Record on PCMCIA a copy of the FDR data frame for QAR function,
- Drive the 2 APM level discrete outputs,
- Manage a G-- Meter report,
- Manage the maintenance of AFCS, MFC, TCAS*, PEC/EEC*, Radio COM-- NAV,
- Replacement of FDEP,
- Provide ACMS capacity, for customisation through a GSE
For more information, in particular regarding DMU part, please consult DO AMM.
You will find a list of abbreviations at the end of this section.
* : depending on version
ATR 4 Model : 400/500

P4 100
MPC
AA
2 - AFDAU (AUXILIARY FLIGHT DATA ACQUISITION UNIT) PART DESCRIPTION
2- 1 FDAU FUNCTION
Its main functions are :
- Aircraft configuration identification through a dedicated pin-- programming,

- Acquisition of an Arinc 573 data stream from another data acquisition unit at different
input speed rate (64w/s, 128w/s),
- Acquisition of a second Arinc 573 data stream from aircraft SSFDR, for playback and
SSFDR monitoring function,
- Acquisition of new data and parameters through analog ports, discrete ports, Arinc
429 ports, CSDB & ASCB ports,
- Generation and transmission of a new data stream) to the aircraft FDR and
QAR if installed.
- Transmission of data to the DMU via two internal lines,
- Transmission of a GMT signal on the Synchro CVR output..
ATR 42 Model : 400/500

P5 100
MPC
AA
2- 2 APM (AIRCRAFT PERFORMANCE MONITORING) FUNCTION DESCRIPTION
The APM function is to monitor the aircraft drag in icing conditions in order to alert the crew
of a risk of severe icing conditions. The speed in cruise will be also monitored to alert the
crew of an abnormal speed decrease in icing conditions. The APM will check also that the
MSIS (Minimum Severe Icing Speed) is respected.
TR 42 Model : 400/500
P6 100
MPC
AA
2.2 APM FUNCTION DESCRIPTION (cont’d)

2.2.1 - APIU (AIRCRAFT PERFORMANCE INTERFACE UNIT)
The APIU is an electronic equipment installed in the cockpit, on the floor left side near
flight control Captain pedals.
The function of this equipment is to realize interface between MPC and cockpit
indicator lights and caution. It receives 2 information from MPC (APM level 1 and APM
level 2) and following dedicated logic manages cockpit signalisation by illuminating
the corresponding indicator lights and cockpit caution signalisation (Caution light and
Single Chime).
2.2.2 - APM LIGHTS ON FRONT INSTRUMENT PANEL (13 VU)
- CRUISE SPEED LOW blue light

- DEGRADED PERF amber light
- INCREASE SPEED amber flashing light
There are 2 groups of these 3 indicator lights, one on Captain side and one on First
Officer side.
2.2.3 - APM FAULT/OFF LIGHT ON CM2 INSTRUMENT PANEL (5 VU)
This indicator light installed on the 5 VU panel is used to inform crew of a failure in the
APM function computation. In case of a FAULT indication, the APM shall be selected
OFF through this pushbutton, and in this case the OFF indication shall be illuminated.
In normal utilization, without FAULT indication, the APM function shall always be in ON
position.
ATR 42 Model : 400/500

P7 100
MPC
AA

2.2 APM FUNCTION DESCRIPTION (Cont’d)
2.2.4 - APM TEST PUSHBUTTON ON CM2 INSTRUMENT PANEL (5 VU)
This test pushbutton, shall be used to test the APM function.

This test shall be performed daily by the crew, to determine whether the APM
components are operational.
2.2.5 - APM WEIGHT ROTARY SELECTOR ON CM2 INSTRUMENT PANEL (5 VU)
The WEIGHT rotary selector is installed on the 5 VU panel, and is used by the crew to
select the aircraft weight. This weight information is used in the MPC for the APM
performance computation.
This rotary switch has 12 positions to select the TO weight (depending on weight unit):
- In Tons : 15/16/17/18/19/19.5/20/20.5/21/21.5/22/22.5
- In pounds : 33.1/35.3/37.5/39.7/41.9/43/44.1/45.2/46.3/47.4/48.5/49.6
Note :To take into account the new value, position has to be changed (even if
actual weight is the same as precedent flight one).
2.2.6 - CIRCUIT BREAKERS
The MPC and the APIU are powered in parallel through circuit breakers 4 TU and 159
TU installed on 21 VU.
The APM FAULT light is powered through a dedicated circuit breaker 214 TU, in order to
have APM FAULT signalisation in case of MPC and/or APIU power supply loss.
2.2.7 - ASSOCIATED CAUTION ALARMS
CRUISE SPEED LOW : blue light
DEGRADED PERF : amber light with CAUTION light + SC
IINCREASE SPEED : amber flashing light with CAUTION light + SC
FAULT : amber light with CAUTION light + SC + ANTI-- ICING on CAP
OFF : white light
(SC = Single Chime)
Note : The WEIGHT rotary selector position, the status of CRUISE SPEED LOW /
DEGRADED PERF / INCREASE SPEED indicator lights, and the OFF position
of the APM pushbutton are recorded in the SSFDR.
ATR 42 Model : 400/500

P8 100
MPC
AA

2.2.8 - APM ARCHITECTURE
ATR 42 Model : 400/500

P9 100
MPC
AA

2.2.9 - COCKPIT APM INTEGRATION
ATR42 Model 400/500

P 10 100
MPC
AA

2.3 - APM FUNCTION LIMITATIONS/PROCEDURES
2.3.1 - LIMITATIONS
APM does not induce any specific limitation.
2.3.2 - OPERATIONS AND TECHNIQUES
2.3.2.1 - APM principle
The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the
ICING AOA is illuminated and/or if the airframe de-- icing is selected ON and/or if ice
accretion has been detected at least once during the flight.
The APM analysis principle is to compare the aircraft theoretical drag with an
”in-- flight drag” computed with measured parameters available.
Measured parameters used by the APM are acquired each second and are
smoothed over a rolling average of 30 seconds to limit noise and error
measurements. Then, the drag is calculated over a rolling average of 60 seconds.
This means that the drag analysis alert would start after at least 90 seconds of
parameter acquisition.
The drag analysis starts as soon as the aircraft entered in icing conditions with
landing gears and flaps retracted. The APM analysis will only be done with both
engines operating.
A cruise speed monitoring will also be conducted by comparing the measured IAS to
the theoretical maximum cruise IASth.
Different alarm messages will be delivered to the crew depending on the drag
difference between computed drag and theoretical drag, and the speed difference
between measured IAS and theoretical IASth.
The alarm messages will not be delivered if the static air temperature is above 10
Celsius degree.
2.3.2.2. - APM Interfaces
The APM electrical input / output interface is made of :
- one ASCB bus input
- one PCM FDAU input
- four discrete inputs for weight rotary selector positions
- one discrete output for alarm message : level 1
- one discrete output for alarm message : level 2
- one discrete input to monitor discrete output level 1
- one discrete input to monitor discrete output level 2
- one discrete output for APM FAULT
- one discrete input for APM TEST
ATR 42 Model 400/500

P 11 100
MPC
AA
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)
2.3.2.3 - APM test

The APM test is activated by the crew daily, to check if all the APM components work
properly.
When the crew activated APM test, 2 discrete signals are sent, one to the MPC and
one to the APIU, to test the APM functions and its interfaces.
The APM test shall be performed by pushing and maintaining, for all test duration
(maximum 5 seconds), the APM PTT TEST pushbutton on the 5 VU and the test
result shall be as follows :
- CRUISE SPEED LOW lights on 13 VU (both sides) illuminate
- over 1 second later, DEGRADED PERF lights on 13 VU (both sides) illuminate,
with CAUTION light and SC, with CRUISE SPEED LOW lights still illuminated
- over 1 second later, INCREASE SPEED lights on 13 VU (both sides) illuminate
flashing, with CAUTION light and SC, with CRUISE SPEED LOW and
DEGRADED PERF lights still illuminated
- over 1 second later, FAULT light on the 5VU illuminates, with CAUTION light,
SC and ANTI-- ICING (on CAP), with CRUISE SPEED LOW, DEGRADED
PERF and INCREASE SPEED lights still illuminated
- end of test, the crew stop action on APM PTT TEST pushbutton, all lights shall
extinguish.
2.3.3 - NORMAL PROCEDURES
2.3.3.1 - Weight Selection and Computation
Selection
To determine the aircraft theoretical and ”in-- flight” performances the aircraft weight
must be known.
As the weight is not available, the crew must enter the take off weight value in the
system with a twelve-- position rotary selector.
On ground just before flight and as soon as the crew has computed the take off
weight on the load sheet, the crew must select the corresponding weight by moving
the rotary selector.
Before take off, weight rotary selector should be set to minimum weight then to take
off weight. The take off weight will be taken into account by the system only if rotary
selector has been changed.
Note : Any change of rotary selector in flight will have no effect.
Computation
To validate the take off weight entered by the crew with the rotary selector, the APM
shall perform a take off weight computation at the beginning of the flight. This
computation is performed during the first minutes of the flight and before the APM
starts the drag analysis.
The actual weight is then updated in flight by internal computation.
ATR 42 Model : 400/500
P 12 100
MPC
AA

2.3.3.2 - CRUISE SPEED LOW PROCEDURE
CRUISE SPEED LOW light illuminated
- Appears in cruise only, to inform the crew that an abnormal drag increase induces
a speed decrease of more than 10kt compared with the expected speed.
ICING CONDITIONS and SPEED . . . . . . . . . . . . . . . . . . . . . MONITOR
2.3.4 - EMERGENCY PROCEDURES

No specific Emergency Procedures when APM installed.
2.3.5 - ABNORMAL AND FOLLOWING FAILURE PROCEDURES

2.3.5.1 - APM FAULT PROCEDURE
The APM FAULT light function (5 VU) is to inform the crew that there is a problem in
the APM computation, either in the MPC or in the APIU or in the aircraft wiring.
The FAULT can be triggered by :
- MPC in the following conditions :
- loss of ASCB acquisition
- loss of PCM acquisition
- MPC internal failure
- disagree between outputs level 1 and level 2 status and control
- APIU in the following conditions :
- fault coming from MPC
- APIU internal failure
- disagree between outputs status and control
For trouble shooting aid associated to the APM FAULT light, it is necessary to
monitor the ”system” light on FDAU :
- if FDAU light is extinguished, the problem is on APIU side
- if FDAU light is illuminated flashing, the problem is on MPC side
In case of APM FAULT light illumination, the crew has to select the APM OFF by
pushing on the FAULT light button on the 5 VU.
ATR 42 Model : 400/500

P 13 100
MPC
AA
2.3.5.2 - DEGRADED PERF PROCEDURE

DEGRADED PERF light illuminated with CAUTION light and Single Chime
- Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform the
crew that an abnormal drag increase induces a speed decrease or a loss of rate of
climb.
- The most probable reason is an abnormal ice accretion
AIRFRAME DE-- ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IAS > RED BUG + 10 KT . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AP (if engaged) . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
H SEVERE ICING Conditions confirmed
(unexpected decrease in speed or rate of climb, visual cues)
Or
H Impossibility to maintain IAS > RED BUG + 10 KT in level flight
Or
H Abnormal aircraft handling feeling
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
H If not
SCHEDULED FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
ICING CONDITIONS and SPEED. . . . . . . . . . . . . . . . . . . . MONITOR
2.3.5.3 - INCREASE SPEED PROCEDURE
INCREASE SPEED light illuminated flashing with CAUTION and Single chime
- Appears after DEGRADED PERF to inform the crew that the drag is abnormally
high and IAS is lower than RED BUG + 10 KT
H If abnormal conditions confirmed
IMMEDIATELY PUSH THE STICK TO INCREASE SPEED
TO RECOVER MINIMUM IAS = RED BUG + 10 KT
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500

P 14 100
MPC
AA
2.4 - EHS (ENHANCED SURVEILLANCE) FUNCTION
In accordance with the European Air Traffic Management Plan, the implementation of
EHS requires aircraft to have capability to downlink aircraft derived data via a mode S
transponder.
This function allows to answer European regulation : NPA 20-- 12a.
The EHS function of MPC, allows acquiring flight parameters from aircraft computers, to
downlink these data to Air Traffic Control through aircraft Transponder Mode S.
The flight parameters are acquired from different aircraft computers (ADC1/2, AHRS1/2,
GNSS), in different acquisition format (ASCB, ARINC 429). They are computed in MPC
and send to aircraft transponders through a dedicated ARINC 429 output.
Parameter Aircraft computer Acquisition format

Magnetic heading AHRS 1 or 2 ASCB
Indicated airspeed ADC 1 or 2 ASCB
True airspeed ADC 1 or 2 ASCB
Mach number ADC 1 or 2 ASCB
Vertical rate ADC 1 or 2 ASCB
Selected altitude AFCS ASCB
Roll angle AHRS 1 or 2 ASCB
True track angle GNSS ARINC 429
Ground speed GNSS ARINC 429
ATR 42 Model : 400/500

P 15 100
MPC
AA
2.4 - EHS FUNCTION (cond’t)
The EHS aircraft architecture is as follows :
ATR 42 Model : 400/500

P 16 100
MPC
AA
2.4 - EHS FUNCTION (cond’t)

In addition to the EHS, the MPC has capability provision to acquire, compute and transmit
to aircraft transponders, following the same above architecture, parameters for ADS-- B
(Automatic Dependent Surveillance - Broadcast) purpose.
The flight parameters acquired from aircraft computers are :
Parameter Aircraft computer Acquisition format

Latitude GNSS ARINC 429
Longitude GNSS ARINC 429
Baro-- altitude GNSS ARINC 429
HIL GNSS ARINC 429
HFOM GNSS ARINC 429
HIL : Horizontal Integrity Limit

HFOM : Horizontal Figure Of Merit
ATR 42 Model : 400/500

P 17 100
MPC
AA
3 - DMU (DATA MANAGEMENT UNIT) PART
The DMU system is dedicated to the aircraft maintenance.
The DMU has been designed to allow the user to customize the system according to his
specific application, requirements, operating environment and logistics. Programming
capabilities are provided, to allow modification of monitoring functions or implementation
of additional monitoring functions.
Most of the functions are configurable or programmable by an ”on-- ground” equipment

called Ground Support Equipment (GSE), based on a Laptop. The GSE generates a
customized DMU database, which determines the detailed functions of the DMU and is
supplied to the DMU system via a PCMCIA interface.
The DMU definition will be able to include two different ”customizations”:
1 - the customization basically performed by the supplier for answering ATR

specification.
2 - the customization developped by the user through the GSE.
The customization that are basically performed for ATR aircraft, activates the following
functions:
- ARINC 429 aircraft parameters acquisition.

- Operational software and database upload from the PCMCIA interface.
- Management of two APM discrete.
- Management of PCMCIA QAR/DAR recording on a PCMCIA card.
- Dialogue with a MCDU.
- Management of a G-- Meter report.
- Management of maintenance functions for various aircraft equipment.
ATR 42 Model : 400/500

P 18 100
MPC
AA
3 - DMU PART(cond’t)
MPC MAIN MENU
After an MPC selection on the MCDU, the following initial menu is displayed.
ATR 42 Model : 400/500

P 18A 100
MPC
AA
LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) :

AFDAU Auxiliary Flight Data Acquisition Unit
APIU Aircraft Performance Interface Unit
APM :Aircraft Performance Monitoring
ARINC Aeronautical Radio Inc
ASCB Avionics Standard Communication Bus
CSDB Commercial Standard Digital Bus
DAR Digital ACMS Recorder
DMU Data Management Unit
EHS Enhanced Surveillance
GSE Ground Support Equipment
MPC Multi Purpose Computer
MSIS Minimum Severe Icing Speed
PCMCIA Personal Computer Memory Card International Association
QAR Quick Access Recorder
(SS)FDR (Solid State) Flight Data Recorder
P1 OK
F.C.O.M. BRIEFINGS JAN 07
DEPARTURE BRIEFING
Is performed in due time - preferably before engine start.
CONTENTS
The commander:
1) determines who will be the pilot flying
2) determines the single engine acceleration altitude and acceleration altitude
3) determines take-off speeds which will be used, Normal or Icing, depending on the atmospheric
conditions
4) reminds that BLEEDS will be OFF regarding engines lifetime saving
5) determines how the anti icing equipment will be used depending on the atmospheric conditions:
a) full use of ANTI ICINING PROPELLERS
HORNS
SIDE WINDOWS
b) partial use of ANTI ICING,
GROUND ICING COND. PROPELLERS + CON. RELIGHT
c) off
6) determines what actions will be performed in case of an aborted take off
7) determines the procedures to be used in case of the critical engine failure after V1:
a) call outs to be used by PNF in case of an engine failure
b) actions, performed by PNF, in case of improper function of the ATPCS or LOW PITCH in flight
c) the acceleration altitude used in case of an engine failure climb out
d) actions to be performed at the acceleration altitude
e) actions to be performed when reaching V mLB (WHITE BUG), navigation on route to be flown,
and which altitude will be used as final
f) which runway will be used for landing, or in case of take-off from an airport where landing is
not possible, determine the airport used as alternate for take-off (take-off alternate)
Note: When selecting an alternate for take-off, in addition to the fact that the airport can be
no further away than 60 minutes of flight time, it is imperative to take into consideration
the altitude the aircraft on one engine is able to attain in accordance with it’s actual
TOW. With these facts in mind one must choose both a take off alternate and it’s
routing.
8) will brief on expected taxi routing, including special procedures, if any

9) reads the departure routing
ATR72-202
P2 OK
ORGANIZATION
An example of a departure briefing
- you will be the pilot flying
- the single engine acceleration altitude is 2 100 ft, acceleration altitude is 2 800 ft
- normal speeds will be used, BLEEDS will be on, ANTI ICING will be off
- V1 will be 100 kt, in case of a fire or an engine failure before V1, I will call "STOP" and take the
controls,
- after V1 - you are the pilot flying, I will call:
- LEFT (RIGHT) ENGINE FAILURE - UPTRIM / AUTOFEATHER

or
- LEFT (RIGHT) ENGINE FAILURE - NO UPTRIM/NO AUTOFEATHER
or
- LEFT (RIGHT) ENGINE - LOW PITCH
- in case the UP TRIM/AUTOFEATHER system does not work, or if there is the LOW PITCH
indication and aircraft is unable to reach the height 400 feet, after your cross check, I will increase
the operating engine’s power to RTO, I will reduce the PL of the failed engine to FI before
reaching 400 feet and move the CL of the failed engine into feather then fuel shut off
- in all other cases after reaching 400 feet radio altitude I will call “FOUR HUNDRED”, you will
order “LEFT (RIGHT) POWER LEVER RTO” and “MEMORY ITEMS”
- after reaching singe engine acceleration altitude I will call “ACCELERATION ALTITUDE”, you will
order “ALTITUDE”
- after reaching V mLB 0 ( WHITE BUG) I will call “WHITE BUG” you will order “IAS, MCT, FLAPS 0”
- special procedure is “Allowable takeoff weights for RWY 24 based on a 15 degree banked
climbing – right – turn, commenced at D 2,0 OKL VOR to RAK NDB. Hold west on the 267 mag
bearing from RAK NDB, inbound course 087, left turn”.
- during the climb out I will perform the relevant EMERGENCY C/L, AFTER TAKE OFF C/L, and I
will request radar vectors to the ILS of runway 24
- will brief on expected taxi routing: we expect RWY 24 for departure from intersection B, taxi via
taxiways H, J and B. TWY A is closed, CAT II / III holding positions are in use
- will read the departure routing.
Note: In case that the commander is PF the feathering and shutting down an engine prior to
reaching the acceleration altitude will be performed only on his command.
ATR72-202
P3 OK
APPROACH BRIEFING
Shall be performed preferably before commencing a descent from the cruising level.
CONTENTS
PF:
1) will determine the runway in use, type of approach to be used (ILS, VOR/DME, NDB), the final
approach course and navigation instruments setting.
2) determines the category of approach to be used
3) will brief on the Special procedures, if any, altimeters setting, units of measurement, conversion
tables use, etc.
4) will brief on the MINIMUM SECTOR ALTITUDE (MSA)
5) will brief on the INITIAL APPROACH ALTITUDE and the identification of FAF
6) will brief on the altitude over the OM
7) will brief on the DH/DA or the MDA
8) will brief on the MAP (time, distance etc.) if applicable
9) will brief on the missed approach procedure (courses, altitudes, and nav equipment to be used) +
GA speed, and the acceleration altitude for performing the "CLIMB SEQ" during the GA
10)will brief on runway vacating and taxi procedures after landing, including special procedure, if
any
The Commander will determine ice protection to be used
a) full use
b) partial use
c) none
ORGANIZATION
An example of a approach briefing
PF:
- approach chart page number and issue date
- we will perform an ILS APP to RWY 24 - the ILS frequency is 109,1, RWY heading is 243°, final
approach course is the same
- it will be a CAT I approach, the MSA is 3100 ft, the IAA is 4000 ft, and the FAF is 8,7 DME from
the PR ILS/DME
- the altitude over the OM is 2 500 ft
- the DA/DH is 1 358 / 200 ft
- missed approach procedure is climb strait ahead, when reaching the 4 DME fix from the PR
ILS/DME, make a right turn to the NER VOR, and climb to 4000 ft
- the acceleration altitude is 2100 ft, and the GA speed is 115 kt
- after landing we will vacate to the left on TWY C or D. We than expect taxiing via F and H. Our
usual stand is 35 or 38A.
The commander adds:
- anti icing will be off
- normal landing speeds will be used
ATR 42-500
P1 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07
GENERAL
THE FLIGHT CREW
- both pilots must be certified to perform flights under LVO conditions
- the pilot at the left pilot seat (CM1) is always the pilot flying (PF)
- the pilot at the right pilot seat (CM2) is always the pilot not flying (PNF)
AIRCRAFT STATUS
The commander shall verify that the actual aircraft and system status is appropriate for intended LVO
in accordance with MEL and the appropriate paragraphs in this Chapter.
TAKE-OFF AND LANDING MINIMA
Type of operation DH RVR

LVTO - 125 m
CAT II 100 ft 300 m
Note: Decision height (DH) must be set and read on the radio altimeter indicators of both pilots.
WIND LIMITS
ATR 42-320 ATR 42-500 ATR 72

Headwind 25 kt 30 kt 30 kt
Crosswind 20 kt 25 kt 15 kt
Tailwind 10 kt 13 kt 10 kt
AUTOPILOT
ATR 42 ATR 72
Minimum height for autopilot disconnection 80 ft 50 ft
ATR 42-500
P2 OK
LOW VISIBILITY TAKE-OFF (LVTO)
MINIMUM EQUIPMENT REQUIRED
Following equipment must be capable for LVTO operations:
FD 1 (on both sides)

ADU 1
AHRS 2
STBY HORIZON 1
CRT 4
SGU 2
ADC 2
AIR SPEED INDICATOR 3
RMI 2
WIPER 2
YAW DAMPER 1
CAP 1
GPWS 1
[AT45/72] EEC 2
[AT43] ECU 2
ATPCS 1
[AT45] PEC CHANNELS 4
[AT45] PEC SGL CH LT 2
HYDRAULIC SYSTEM Blue + Green (all pumps)
ELECTRICAL SYSTEM 2 DC GEN + 2 ACW GEN
INVERTERS 2
BATTERY CHARGERS 2
[AT45/72] MFC MODULES 4
[AT43]CCAS CAC must be operative
ANTISKID SYSTEM 1 (all parts)
NOSEWHEEL STEERING 1
TAXI AND TO LT 2 (at night only)
LDG LT 2 (at night only)
ATR 42-500
P3 OK
STANDARD OPERATION PROCEDURES FOR TAKE-OFF
LVTO may be performed if:
- low visibility procedures are in force at the airport

Note: For such airport, where the LVP have not been established so far, the LVTO may be
conducted if the commander has satisfied himself with Air Traffic Services or Airport
Operator that only one aircraft at a time is allowed on the manoeuvring area, and that
vehicle traffic on the manoeuvring area is controlled and is restricted to the absolute
minimum.
- the status of visual aids is sufficient for take-off
Task sharing
The task sharing philosophy (crew member team work) is based on the following:
1) The principal task for CM1 is to control the aircraft, making decisions and maintaining visual
reference until reaching V R . R
2) Taxi, take-off and aborted take-off (if applicable) is performed by CM1.
3) The principal task for CM2 is to monitor the taxi route and the instruments during take-off
continuously.
4) During aircraft movement, the crew´s actions must be limited to the minimum required, so as to
prevent a decreased awareness of the flight crew and to do so:
- take-off briefing is performed prior to commencing taxi
- taxi on both engines
- take-off is performed from full stop on the runway
ATR 42-500
P4 OK
Detailed task allocation
CM1 - PF performs - aircraft control

- calls for configuration changes
- calls for check list reading
- standard call-outs
monitors - aircraft flight path

- performance of the engine and aircraft systems
CM2 - PNF performs - radio communications

- changes of aircraft configuration
- check lists reading
- announces deviation and/or problems of engine parameters
monitors - engine parameters

- aircraft systems through CCAS
- ADU
- basic flight parameters
ATR 42-500
P5 OK
CREW ACTIONS
Conditions CM 1 - PF CM 2 - PNF
Take off clearance Select LANDING LTS ON.
Ask CM 2 "ARE YOU READY?"
Acknowledge "READY".
Announce "TAKE OFF".
Start timing. Start timing.
Control nose wheel steering tiller,
rudder and PLs.
Note: 1. Use of nose wheel steering guidance is only recommended for the very first portion of the
take-off run as a rudder becomes very rapidly efficient when airspeed increases.
2. Rudder must not by cycled during take-off.
Release the brakes, if standing Hold control column: in pitch - fully
T/O is performed. nose down, then slowly relaxed as
[AT45/72] Advance both PLs to speed increases, in roll - neutral or
power lever notch. deflected toward the wind in case of
[AT43] Advance both PLs to white cross-wind component, as
band. appropriate to maintain wings
essentially level.
Keep feet on pedals with heels on
the floor.
Check ATPCS ARM light illuminates
and call out "ATPCS ARM".
[AT45/72] Check that actual TQ
matches T/O TQ (manual bug). If
necessary CM2 moves PLs out of
notch to adjust TQ as required.
[AT43] Adjust PLs to match T/O TQ.
Check 100% NP (+0,8%, -0,6%)
upon reaching 60 kt.
Check FDAU bugs display RTO
value.
If engine parameters are Call out "POWER SET".
OK
Scan the airspeed on STBY ASI and
his own ASI and engine instruments
throughout take-off.
CONTINUED
ATR 42-500
P6 OK
CONTINUED
Passing 70 kt Call out "SEVENTY" read on ASI
and cross-check reading on STBY
ASI.
Check speed reading on his own
ASI and STBY ASI and
acknowledge "CHECK".
Release the nose wheel steering
tiller, take over the control column
and order "MY CONTROLS".
Report "YOUR CONTROLS" and
release the control column.
At V 1 Announce: "V ONE"
At V R Announce: "ROTATE"
Rotate smoothly to approximately
9° [AT43/45 - 12°] pitch or as
limited by the horizontal FD bar if it
shows to fly with lower pitch
attitude.
Positive rate of climb When positive climb is observed on
VSI/BARO ALTM and RA call out
"POSITIVE CLIMB".
Check positive climb and order
"GEAR UP".
Follow the FD bars and maintain Select L/G lever UP.
V 2 +5 kt until passing acceleration Engage YD on AFCS control panel.
altitude. Switch VHF1 to departure
Do not exceed 15 degrees pitch frequency.
angle. Check lights on L/G position
indicator extinguished and report
"GEAR IS UP".
At 400 ft RA or above Call out "FOUR HUNDRED"
CONTINUED
ATR 42-500
P7 OK
CONTINUED
Passing acceleration Call out "ACCELERATION
altitude ALTITUDE".
(min 1 500 ft AGL) Order "CLIMB SEQUENCE".
Progressively accelerate to the [AT43] Retard slightly PLs (4° to 5°
standard climb speed. PLA).
Maintain positive rate of climb [AT45/72] Check PLs in the notch.
during acceleration. Adjust the standard climb speed on
AFCS: 170 kt [AT43/45 - 160 kt] or
V mHB 0 (for the appropriate flight
conditions) whichever is higher.
Set PWR MGT to CLB.
[AT43/72] Retard CLs to 86% NP.
[AT45] Check both CLs in AUTO
and 82% NP.
Select both BLEED VALVES ON.
Note: Pack 2 valve FAULT will illuminate during 10 s. (A ten seconds delay is used for Pack valve 2
to avoid pressure shocks).
[AT43/72] Set ENG START rotary
selector OFF or CONT RELIGHT, as
required.
Select TAXI & TO LTS OFF.
Set manual TQ targets to the
maximum climb torque ([AT72 -
101,2%], [AT43 - 85,7%], [AT45 -
109,8%]).
Check FDAU bugs.
[AT45/72] Check that actual TQ
matches climb TQ, adjust if
necessary.
[AT43] Adjust both PLs to match
FDAU bugs.
CONTINUED
ATR 42-500
P8 OK
CONTINUED
Passing V mLB 0 (but not Call out "WHITE BUG" - normal
before retarding CLs) conditions
"RED BUG" - icing
conditions.
Check the speed on ASI above
V mLB 0 .
Order "FLAPS ZERO".
Select FLAP lever to 0.
Observe moving on the flaps
position indicator.
When flaps position Report "FLAPS ZERO SET".
indicator indicates 0
Stabilized standard When the speed on ASI is equal to
climb speed the standard climb speed order
"ENGAGE AUTOPILOT".
Switch on AP pb on AFCS control
panel, read AP ENG on EADI and
report "AUTOPILOT ENGAGED".
Set internal bug on ASI to the Set internal bug on ASI to the value
value of the standard climb speed. of the standard climb speed.
Note: It is recommended to contact ATC when climb sequence is completed and autopilot engaged,
unless otherwise instructed by ATC.
CONTINUED
ATR 42-500
P9 OK
CONTINUED
Passing transition Call out "TRANSITION ALTITUDE".
altitude Order "ALTIMETERS
STANDARD"
Set 1013,25 hPa on ALTM and
STBY ALTM.
Set 1013,25 hPa on ALTM.
Report "ALTIMETERS SET".
Cross-check the altimeter settings.
Report altitude indicated on ALTM in
hundreds of feet, e.g. " FIVE
THOUSAND ONE HUNDRED
FEET".
Check the altitude indication(s),

acknowledge "CHECK" if
indication is within allowable
tolerances, or report
("MINUS/PLUS ..... ) if not.
Order "AFTER TAKE OFF
CHECK LIST". Read the check list.
When the check list is Report: "AFTER TAKE OFF

completed CHECK LIST COMPLETED".
Note: If cruising altitude is below transition altitude, AFTER TAKE OFF CHECK LIST will be initiated
after level-off.
ATR 42-500
P 10 OK
CATEGORY II APPROACHES
AIRCRAFT CONFIGURATION AND EQUIPMENT STATUS
- approach is performed in AP + FD mode

- CAT II capability must be displayed on ADU
- both engine must be operative
Following equipment must be capable for CAT II approaches:
AUTOPILOT 1
FD BARS SW 1 (on CM1 side)
AP QUICK DISCONNECT 1 (on CM1 side)
ADU 1
ILS RECEIVER 2
[AT43] EXCESSIVE DEVIATION ALERT 2
ON EFIS
AHRS 2
STBY HORIZON 1
CRT 3
SGU 2
RADIO ALTIMETER 1 (with two indications)
DH INDICATION 2
[AT43] AP DISCONNECT ALERT 1
(AURAL + VISUAL)
GA PUSH BUTTON 1 (on CM1 side)
WIPER 1 (on CM1 side)
YAW DAMPER 1
AIR SPEED INDICATOR 2 (ADC 1 and ADC 2 must be operative)
HYDRAULIC SYSTEM Blue + Green
ELECTRICAL SYSTEM 1 DC GEN + 1 ACW GEN
[AT45/72] MFC MODULES 3
[AT43] CCAS CAC must be operative
ATR 42-500
P 11 OK
METHODOLOGY OF PERFORMING CAT II APPROACHES AND LANDINGS
Approach CAT II may be performed if:
- low visibility procedures are in force at the airport

- LOC capture is achieved at the distance not less than 6 NM from RWY threshold
- LOC capture angle is 90° or less
- GS capture is achieved not lower than 1500 ft above RWY threshold
- it is allowed to decrease speed below 180 kt before commencing of descent from height 1500 ft
AGL
- "DUAL CPL" function must be displayed before reaching 1000 ft RA
Task sharing
The task sharing philosophy (crew member team work) is based on the following:
1) The principal task for CM1 is to control the aircraft, making correct decisions at DH with particular
emphasis on acquisition of sufficient visual references.
2) Approach and critical maneuvers (landing or go around) are performed by CM1.
3) The principal task for CM2 is monitoring the approach and permanent instrument monitoring.
4) CM1 operates the PL and maintains requested approach speed.
5) Failures occurring during approach should always lead to a missed approach procedure unless:
- sufficient visual reference is achieved and there is not any doubt about correct position and
flight path of the aircraft or
- relevant procedure has been fully applied and new appropriate DH has been set at or above
1000 ft AGL.
Note: In case of engine failure, if aircraft is correctly trimmed before reaching 1000 ft RA, approach
may be continued with autopilot engaged, using CAT I minima.
WARNING: Bellow 1000 ft RA, no reconfiguration is allowed to continue a precision

approach down to CAT II minima.
ATR 42-500
P 12 OK
Detailed task allocation
CM1 - PF performs - aircraft control (with AP, including modes and parameters
changes)
- maintains correct speed
- calls for configuration changes
- calls commands for check lists
monitors - aircraft flight path

- aircraft systems and equipment
CM2 - PNF performs - radio communications

- changes of aircraft configuration
- check lists
- announces flight parameters deviation
monitors - engine parameters

- aircraft systems through CCAS
- ADU
- basic flight parameters
Scanning
HD - "Head down" - instruments monitoring only

HD/U - primarily instrument monitoring with brief looks outside between HD scanning
HU - "Head up" - primarily looking outside to establish visual references.
Crew decision making
CM1:
- monitors instruments only to the height 100 ft above DH

- looks for external visual reference from the height 100 ft above DH
- at DH if visual reference is sufficient and he has not doubt about correct position and aircraft flight
path continues approach and calls "LANDING". In the other case, CM1 must immediately initiate go
around procedure calls "GO AROUND"
- during loss of visual reference or unsatisfactory flight path bellow DH CM1 must initiate go around
procedures immediately
ATR 42-500
P 13 OK
CM2:
- monitors instruments only during approach.

- If CM1 does not make a decision (does not call "LANDING" or "GO AROUND") after call-out
"MINIMUM", CM2 initiates a go around procedure immediately.
Visual reference
A pilot may not continue an approach below the CAT II decision height unless visual reference
containing a segment of at least 3 consecutive lights of:
- the centre line of the approach lights or
- touchdown zone lights or
- runway centre line lights or
- runway edge lights or
- combination of these possibilities
has been attained and can be maintained.
The visual reference must include a lateral element of the ground pattern, i.e.:
- an approach lighting crossbar or

- landing threshold or
- barette of the touchdown zone lighting.
ATR 42-500
P 14 OK
Fig.No.1: Theoretical minimum visual segment during CAT II condition at DH 100 ft during
RVR 300m which is determined in accordance with U.K. model of relation between
SVR/RVR with 90% probability.
ATR 42-500
P 15 OK
Flight parameters deviation call-out
If flight parameters are exceeding CM2 performs call-outs in accordance with the following table:
FLIGHT PARAMETERS DEVIETION CALL-OUTS

PARAMETER IF DEVIATION EXCEEDS CALL-OUTS
IAS V APP + 10 kt "SPEED"
V APP - 5 kt
Rate of descent 1000 ft/min "SINK RATE"
Pitch attitude ± 4° "PITCH"
Bank angle 10° "BANK"
Localizer 1/3 dot "LOCALIZER"
Glide slope 1 dot "GLIDE SLOPE "
If IAS deviation exists bellow 500 ft RA, CM1 must immediately:

- switch off the autopilot
- initiate a go around procedure
If other parameter deviation exists bellow 1000 ft RA CM1 must immediately:

- initiate a go around procedure except in case when a sufficient visual reference has been achieved
and there is no doubt about correct position and flight path of the aircraft.
In case of GUIDANCE indication (amber indicator illuminates in front of CM1) CM2 performs call-outs
in accordance with the following table:
GUIDANCE WARNING CALL-OUTS

CAUSE ALERT CALL-OUTS
EADI ADU VISUAL/AURAL
CAT II capability GUIDANCE
AP MSG CAT II INVALID "CAT II INVALID"
lost Triple click
LOC deviation
AP MSG
more than 1/3
LOC scale and EXCESS DEV GUIDANCE "LOCALIZER"
dot
index flash amber
RA < 500 ft
GS deviation
AP MSG
more than 1 dot
GS scale and EXCESS DEV GUIDANCE "GLIDE SLOPE"
500 ft > RA >
index flash amber
100 ft
ATR 42-500
P 16 OK
In case of "GUIDANCE" indication CM1must immediately:

- initiate a go around procedure except in case when a sufficient visual reference has been achieved
and there is no doubt about correct position and flight path of the aircraft.
Note : Some internal failures causing either "DEVIATION" or "GUIDANCE" indication, may be
related to AHRS failure.
In order to perform a safe go around, CM1 must systematically monitors the standby
horizon as a reference to rotate to the standard missed approach pitch attitude of 10°.
CREW ACTION
Before commencing of descent from cruising level
Before commencing of descent from cruising level the crew performs preparation for approach and
landing which contains the following actions (performed by both pilots):
- verify last weather information from destination and alternate airport
- check the crew CAT II qualification
- check that LVO is in force at the destination airport
- check the aircraft minimum equipment required for CAT II operations
- determine actual landing mass
- determine and set landing speeds accordingly
- determine and set GA TQ values
- determine and set decision height :
radio altimeter - set DH

- perform check of radio altimeter
baro altimeter - set DA/H for CAT I approach.
CM1 performs the approach briefing, with emphasis on specific items of CAT II approach. The briefing
must contain:
- number and date of issue of APP chart
- runway in use, type and approach procedure
- minimum sector altitude
- airport altitude and "Landing Elevation" setting
- ILS frequency and final approach course
- initial approach altitude
- altitude over OM
- approach minima (DH and RVR) and minima in case of CAT II approach degradation
- go around procedure and acceleration altitude
- use of brakes and reverse in relation to runway conditions, runway length and landing mass
- runway vacation procedure
- utilization of ice protection systems
- navigation instruments setting
- fuel required for flight to alternate
- extra fuel available for holding above destination
ATR 42-500
P 17 OK
Before approach
The PF is CM1.
The PNF is CM2.
The crew shall perform the following actions before approach:
CM1 - select AP/FD coupling on the left

CM2 - check actual RVR value and surface wind
CM2 - check LVO in force
Note: If ATC clearance or ATIS information does not explicitly mention that LVO is in force, then
the crew must request CAT II approach clearance
CM1/2 - check speed bugs setting

CM1/2 - check DH/DA set
CM1/2 - set "Marker" receiver volume as required
CM1/2 - adjust optimum seat position
Note: Optimum seat position must be set according the pilot eye height indicator.
CM1 - will brief on - use of strobe and landing lights

- cockpit illumination
- wipers
- IAS speed for intermediate approach phase
- altitude and/or DME distance to commence deceleration
Note: Generally the use of landing lights is not recommended during CAT II approach. The
possibility to attain a visual reference is significantly decreased by precipitations droplets
dispersing the light.
ATR 42-500
P 18 OK
Before LOC interception
The crew shall perform the following actions before LOC interception:
CM1 - set DME1 to HLD position (if applicable)

- set ILS frequency on NAV1 and final approach course on CRS1
- select APP mode (aircraft flies on LOC interception course and crew obtained approach
clearance)
- hold flight controls by left hand
- controls PL by right hand
Note:: 1) If approach mode is selected and ILS frequency is not properly tune on PF side, the
message "CHECK NAV SOURCE" will appear on ADU. To readjust:
- cancel the message
- tune ILS frequency
- select APP mode
2) If APP mode is selected, approach capability (CAT I or CAT II) will appear on ADU.
3) Full LOC/GS tracking (indicated by green symbols LOC a GS) is reached below 1 500 ft
RA solely, anyway it must be fully established and ILS frequency tune on both NAV sets
until passing 800 ft RA. Otherwise "CAT II INVALID" message will appear on ADU. CAT
II approach must be interrupted and new ILS interception is required.
CM2 - set ADF1/2, VOR2, DME2 as required

- set final approach course on CRS2
- check ILS identification
Note: There is no published IAS limit for localizer interception. The standard CAT II approach is
based on an initially decelerated approach for which following IAS limitation apply at 1500 ft
AGL established on GS:
- GS ≤ 3° (no tailwind) IAS ≤ 180 kt

- GS > 3° or tailwind IAS ≤ 160 kt
In all cases deceleration towards V APP must commence not lower than 1 500 ft AGL
established on GS both PL at FI.
ATR 42-500
P 19 OK
From LOC capture

Approximately 10 NM before Tune ILS frequency on PF’s NAV
intercepting final track and call out e.g. "ILS ON MY
SIDE".
Check/set HDG bug on aircraft Check ILS identification of the
present heading. PF’s tuned frequency and
Select/check HDG mode, HI report: "ILS IDENTIFIED".
BANK on AFCS.
Select V/L source and ARC mode
on EFIS control panel. (See note
on page 21.)
Check/set approach course on
CRS selector.
Select bearing selectors on EFIS
control panel, as required.
Heading to intercept LOC Select APP mode on AFCS and
and cleared for ILS approach call out "APPROACH MODE".
Check white LOC and white GS Check white LOC and white GS
on EADI. on EADI.
Call out "LOCALIZER, GLIDE
SLOPE ARMED".
LOC capture Verify capture phase and call
out "LOCALIZER CAPTURE".
Set HDG selector to RWY
heading and call out e.g.
"RUNWAY HEADING TWO
FOUR THREE SET".
Check HDG bug on EHSI and
Check position with other means Check position with other
of navigation (e.g. GPS, NDB, means of navigation (e.g. GPS,
VOR). NDB, VOR).
Order "DUAL ILS".
Tune ILS frequency to PNF’S
NAV.
Select V/L source and ARC
mode on EFIS control panel.
(See note on page 21.)
Set/check approach course on
CRS selector.
Select bearing selectors on
EFIS control panel, as required.
CONTINUED
ATR 42-500
P 20 OK
CONTINUED
When GS moves Call out "GLIDE SLOPE
ALIVE".
When GS indicates one dot Call out "GLIDE SLOPE ONE
deviation DOT".
GS capture Verify capture phase and call
out "GLIDE SLOPE
Check/set GA altitude on AFCS CAPTURE".
and call out e.g. "GO AROUND
ALTITUDE FOUR THOUSAND
FEET SET".
Check GA altitude on ADU and

Passing deceleration altitude Cross-check altitude. Cross-check altitude.
Retard both PLs down to FI and
reduce airspeed.
Order by PA "CABIN CREW,
ARRIVAL POSITION, PLEASE".
Passing IAS 180 kt Order "FLAPS FIFTEEN". Check IAS is 180 kt [AT43 - 170
[AT43 - 170 kt kt] or less and call out "SPEED
CHECKED".
Observe the moving on the
flaps position indicator.
When flaps position indicator Check EXT flag disappeared.
shows 15 Report "FLAPS FIFTEEN SET".
Passing IAS 170 kt Order "GEAR DOWN".
[AT43 - 160 kt] Check IAS is 170 kt [AT43 - 160
kt] or less and call out "SPEED
CHECKED".
Select L/G lever DOWN.
Set PWR MGT to TO.
When L/G position indicator Report "GEAR IS DOWN".
shows three greens [AT72] Check TLU LO SPD light
illuminated.
When landing clearance Select TAXI & TO lts ON.
from ATC has been received
CONTINUED
ATR 42-500
P 21 OK
CONTINUED
Outer marker Shortly before OM call out
"OUTER MARKER" and verify
published altitude over OM e.g.
"ALTITUDE TWO THOUSAND
FIVE HUNDRED FEET".
Check altitude over OM on BARO
ALTM and acknowledge
"CHECK" if indication is within
allowable tolerances, or report
("MINUS/PLUS ..... ) if not.
Note: The crew shall take into account the altitude corrections for a low temperature.
[AT45] Passing IAS 160 kt Order "FLAPS TWENTY FIVE".
Check IAS is 160 kt or less and
call out "SPEED CHECKED".
[AT45] When flaps position Check EXT flag disappeared.
indicator shows 25 Report "FLAPS TWENTY FIVE
SET".
Passing IAS 150 kt Order "FLAPS THIRTY"
[AT45 - "FLAPS THIRTY FIVE"].
Check IAS is 150 kt or less and
call out "SPEED CHECKED".
Select FLAP lever to 30 [AT45 -
35].
When flaps position indicator Check EXT flag disappeared.
shows 30 [AT45 - 35] Report "FLAPS THIRTY SET"
[AT45 - "FLAPS THIRTY FIVE
SET"].
Note: Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar is
going to be used, on PF decision one CM will select TERR, the other one will select RDR.
ATR 42-500
P 22 OK
CONTINUED
[AT72] Order " CONDITION
LEVERS EIGHTY SIX", if CLs
have not been already set to
86%NP.
[AT72] If CLs have not been
already set to 86%NP advance
CLs smoothly to adjust 86%NP
and report "CONDITION
LEVERS EIGHTY SIX SET".
[AT43] Order "CONDITION
LEVERS MAX RPM".
[AT43] Advance CLs smoothly
to MAX RPM and report "MAX
RPM SET".
Adjust PLs to maintain V APP .
Order "LANDING CHECK LIST".
Read the check list.
When the checklist is Report "LANDING CHECK
completed LIST COMPLETED".
Note: CAT II APP - Landing configuration and stabilized flight path with the speed
not exceeding VAPP + 20 kt shall be established and the LANDING CHECK
LIST shall be completed not later than 1000 ft RA. If not, go around shall be
initiated. The VAPP shall be maintained between 500 ft RA and 20 ft RA.
1000 ft RA Check CAT II and DUAL CPL

on ADU and call out "ONE
THOUSAND, CAT TWO, DUAL
COUPLING".
Verify and acknowledge
"CHECK".
Select FD BARS SW to OFF.
Failures occurring during approach should always lead to a missed approach procedure unless :
- visual conditions are achieved, or
- relevant procedure has been fully applied and a new appropriate DH has been set at or above
1000 ft RA.
BELOW 1000 FT RA NO RECONFIGURATION IS ALLOWED TO CONTINUE A PRECISION

APPROACH DOWN TO CAT II MINIMA.
CONTINUED
ATR 42-500
P 23 OK
CONTINUED
500 RA Call out "FIVE HUNDRED"
If landing configuration and Call out "STABILIZED"
stabilised flight path with the Acknowledge "CHECK"
speed not exceeding
V APP + 10 kt is established
and the LANDING CHECK
LIST is completed
If landing configuration and Call out "NOT STABILIZED"
stabilised flight path with the Call out "GO AROUND" and
speed not exceeding initiate Go around procedure
V APP + 20 kt is not
established and the
LANDING CHECK LIST is
not completed
DH + 100 ft Verify RA and call out
"APPROACHING MINIMUM".
Monitor outside visual references
(head up/head down scanning).
DH Verify RA and call out
"MINIMUM".
Check if visual conditions are
sufficient and the aircraft position
suitable to continue for landing.
Call out a decision to continue for
landing or to go around, as
appropriate.
• VISUAL REFERENCE AT DH AND FLIGHT PATH OK

Call out: "LANDING"
RA 90 - 30 ft Disconnect AP Call out RA: "EIGHTY, FIFTY"
[AT43/45 - not below 80 ft] Scanning HD
[ATR 72 - not below 50 ft]
RA 20 - 0 ft Retard PL and flare Call out RA: "TWENTY, TEN"
• NO VISUAL REFERENCE AT DH OR FLIGHT PATH NOT OK

INITIATE GA PROCEDURE
ATR 42-500
P 24 OK
List of failures - crew action
FAILURE ACTION H > 1000 ft RA ACTION H < 1000 ft RA COMMENTS
Flap failure, jammed continue the approach

above 15 [AT45 - 25] increase V APP (flaps 30
position [AT45 – flaps 35]) by
not
10 kt
applicable
apply associated
PROCEDURES
FOLLOWING FAILURES
[AT45/72] first MFC apply associated
module PROCEDURES
FOLLOWING FAILURES
continue the approach
DC generator apply associated
PROCEDURES
FOLLOWING FAILURES
continue the approach missed approach
procedure
ACW generator apply associated
PROCEDURES
FOLLOWING FAILURES
loss of one CRT apply associated
PROCEDURES
FOLLOWING FAILURES
LOC/GS excess not applicable H<500 ft RA
deviation missed approach
procedure
hydraulic failure apply associated
PROCEDURES
missed approach
FOLLOWING FAILURES
procedure
revert to CAT I minima if
necessary
CONTINUED
ATR 42-500
P 25 OK
CONTINUED
Flaps failure, jammed apply associated

between 0 and 15 [AT45 PROCEDURES
not applicable
– 0 and 25] position FOLLOWING FAILURES
revert to CAT I minima
[AT45/72] second MFC apply associated
module PROCEDURES
FOLLOWING FAILURES
engine failure apply associated
PROCEDURES
FOLLOWING FAILURES
Standby horizon flag revert to CAT I minima
radio altimeter warning apply associated
PROCEDURES
FOLLOWING FAILURES missed approach
revert to CAT I minima procedure
ATT/PIT/ROLL warning apply associated First action before
on any EFIS PROCEDURES switching AHRS is to
FOLLOWING FAILURES refer to "STBY
revert to CAT I minima HORIZON" to determine
the wrong AHRS
HDG warning on any apply associated First action before
EFIS PROCEDURES switching AHRS is to
FOLLOWING FAILURES refer to "STBY
revert to CAT I minima COMPASS" to determine
the wrong AHRS
LOC/GS/ILS warning on apply associated
any EFIS PROCEDURES
FOLLOWING FAILURES
CONTINUED
ATR 42-500
P 26 OK
CONTINUED
loss both CRT apply associated

on one side PROCEDURES
FOLLOWING FAILURES
* loss of any ADC apply associated
PROCEDURES
FOLLOWING FAILURES
AP disengage try to recover, if missed approach
impossible revert to procedure
CAT I minima
loss of ADU apply associated
PROCEDURES
FOLLOWING FAILURES
perform a CAT I minima
manual approach
loss of CAT II capability try to recover, if
(triple click) impossible revert to
CAT I minima
* Note: If only one ADC is lost, message "CAT II INVALID" will be not displayed on ADU.
ATR 42-500
CAT II CAT I NON - PRECISION PROCEDURES AND TECHNIQUES 2.02.23
ILS Stand-by transmitter NO EFFECT NO EFFECT NO EFFECT P 27 OK
Outer Marker NO EFFECT if replaced by published equivalent position Not applicable F.C.O.M LOW VISIBILITY OPERATIONS JAN 07
Middle Marker NO EFFECT NO EFFECT NO EFFECT unless used as MAPT
TD-Zone RVR ass.-system May be replaced by mid RVR1) NO EFFECT NO EFFECT
Midpoint and Stopend RVR NO EFFECT NO EFFECT NO EFFECT CATEGORY I MINIMA
Anemometer for RWY in use NO EFFECT if other ground source is available DH FULL INTER BASIC NIL
Ceilometer NO EFFECT NO EFFECT NO EFFECT 200 ft 550 m 700 m 800 m 1 000 m
Approach lights NOT ALLOWED Minima as for NIL facilities Minima as for NIL facilities 201 – 250 ft 600 m 700 m 800 m 1 000 m
APP lights except last 210 m NOT ALLOWED Minima as for BASIC facilities Minima as for BASIC facilities 251 – 300 ft 650 m 800 m 900 m 1 200 m
APP lights except last 420 m NO EFFECT Minima as for INTER facilities Minima as for INTER facilities > 300 ft 800 m 900 m 1 000 m 1 200 m
Stand-by Power for APP-lights RVR as for CAT I BASIC facilities RVR as for CAT I BASIC facilities NO EFFECT NON-PRECISION APP MINIMA
Whole RWY lights system NOT ALLOWED Minima as for basic facilities, Day only MDH FULL INTER BASIC NIL
Edge lights Day only! Day only! Day only! 250 – 299 ft 800 m 1 100 m 1 300 m 1 500 m
Centerline lights RVR 300 m day, RVR 550 m night! NO EFFECT NO EFFECT 300 – 449 ft 1 000 m 1 300 m 1 400 m 1 500 m
CL spacing increased to 30 m NO EFFECT NO EFFECT NO EFFECT 450 – 649 ft 1 200 m 1 500 m 1 500 m 1 500 m
TD-zone lights RVR 300 m day, RVR 550 m night! NO EFFECT NO EFFECT > 650 ft 1 400 m 1 500 m 1 500 m 1 500 m
Stand-by Power: RWY lights NOT ALLOWED NO EFFECT NO EFFECT Circling Approach
TWY-lights NO EFFECT, except delays due to reduced movement rate MDH: 500 ft Vis: 1 600 m
1) If approved by State of the Aerodrome, RVR may be reported by human observation. Visual Approach
TAKE-OFF RVR / VISIBILITY MINIMUM EQUIPMENT LIST CAT II APPROACH Visibility ≥ 1 500 m and reported RVR / VIS ≥ 800 m
Facilities RVR / Visibility (Note 1) AUTOPILOT 1 DEFINITION
NIL (Day only) 500 m FD BARS SW 1 (on CM1 side) FULL: HI / MIALS 720 m or more, THR Lights, RWY edge lights, RWY end
RWY Edge lighting and / or centerline AP QUICK DISCONNECT 1 (on CM1 side) lights and RWY Markings. Lights must be on.
250 / 300 m (Note 3)
marking ADU 1 INTER: HI / MIALS 420 – 719 m, THR lights, RWY edge lights, RWY end
RWY Edge and CL lighting 200 / 250 m ILS RECEIVER 2 lights and RWY Markings. Lights must be on.
[AT43] EXCESS. DEVIATION ALERT
RWY Edge and CL lighting and 2 BASIC: HI / MIALS 419 m or less or any length of ALS, THR lights,
150 / 200 m (Note 2) ON EFIS
multiple RVR information RWY edge lights, RWY end lights and RWY Markings. Lights must
AHRS 2
be on.
STBY HORIZON 1
CRT 3 NIL: THR lights, RWY edge lights, RWY end lights, RWY Markings or no
HIRCL lights spaced 15 m or less,
SGU 2 lights at all.
HIRL spaced 60 m or less, 90 m 125 m. ALL sectors.
RADIO ALTIMETER 1 (with 2 indications) Required lights must be on for night operations at least THR lights,
visual segment, required RVR Low Visibility Procedures must be in
RWY edge lights and RWY end lights.
achieved for all relevant reporting force DH INDICATION 2
points, both CMs qualified. AP DISCONNECT ALERT (AURAL + ALTERNATE MINIMA PLANNING
1
VISUAL) CAT II CAT I (RVR)
Notes: 1) The reported RVR / Visibility value representative or the initial part GA – PUSH BUTTON 1 (on CM1 side) CAT I Non-precision approach (RVR). Ceiling at or above MDH
of the take-off run can be replaced by pilot assessment. WIPER 1 (on CM1 side) Non precision approach (RVR + 1 000 m). Ceiling at
NON-PRECISION
2) The required RVR value must be achieved for all of the relevant YAW DAMPER 1 or above MDH + 200 ft
RVR reporting points with the exception given in Note AIR SPEED INDICATOR 2 (ADC 1 + 2 MUST BE OPERATIVE) Circling Circling minima
1). HYDRAULIC SYSTEM Blue + Green RVR Conversion
3) For night operations at least runway edge and runway end lights are
ELECTRICAL SYSTEM 1 DC GEN + 1 ACW GEN Lighting elements
required
[AT43] CCAS CAC must be operative in operations Day Night
No conversion
Low visibility procedures must be in force and transmitted by ATC for Take-off [AT45/72] MFC MODULES 3 HIALS / HIRL 1,5 2
for CAT II, TO
below 400 m RVR or see OM-A, Chapter 8.1.3.5 Lighting other than above 1 1,5 and LVTO
Minimum Equipment Required for LVTO No lighting 1 N/A
Following equipment must be operative for LVTO operations: FD (on both DECISION HEIGHT CAT II MINIMA CAT II
sides), ADU, AHRS 2, STBY HORIZON, CRT 4, SGU 2, ADC 2, ASI 3, RMI 2,
WIPERS 2, YD, CAP, GPWS, EEC or ECU 2, ATPCS, [AT45] PEC CHANNELS 100 – 120 ft 300 m Tailwind 10 kt [AT45 - 13 kt]
2, [AT 45] PEC SGL CH LT 2, Hydraulic System all pumps, DC and ACW 2, 121 – 140 ft 400 m Crosswind 15 kt [AT43 –
INVERTERS 2, BATTERY CHARGERS 2, MFC 4 or CCAS (CAC), ANTI SKID 20 kt] [AT45 - 25 kt]
all parts, NOSEWHEEL STEERING, LDG and TAXI T/O Lights 2 (for night Headwind: [AT43 - 25 kt],
141 ft and > 450 m
operation) [AT45/72 – 30 kt]
P1 OK
F.C.O.M. EMERGENCY DESCENT JAN 07
CM
CONDITIONS
Unable to control cabin pressure with airplane above 14 000 ft MSL or conditions require
a rapid descent.
Note: An emergency descent may also become necessary for other reasons then
pressurization problems. (E.g. fire or smoke inside the aircraft). Under such circumstances it
may become necessary to modify the following procedure.
PROCEDURES
PNF (PF)..Call out e.g. "RAPID DECOMPRESSION"
CM1 .........Check indication on Cabin Press Indicator and order "EMERGENCY DESCENT, MEMORY
ITEMS".
PF/PNF ....Put on oxygen mask.

Establish crew communication.
PF ............Retard both PLs to FI.
PNF..........Call out "POWER LEVERS FLIGHT IDLE" and check PLs position.
PNF..........Put hand on CLs, call out "CONDITION LEVERS MAX RPM" and advance both CLs to MAX
RPM [AT45 - 100 OVRD].
PNF..........Select all exterior lights ON.
PNF.......... [AT43/72] Set ENG START rotary selector to CONT. RELIGHT.
PNF..........Select signs ON.
PNF..........Advise ATC about emergency descent e.g.: "MAY DAY, MAY DAY, MAY DAY, CSA FIVE
SEVEN SEVEN EMERGENCY DESCENT".
Advise cabin crew on the PA of impending rapid descent.
PF ............Set FL100 or MEA whichever is higher.

Initiate emergency descent by IAS mode with AP engaged and selecting an appropriate
speed.
Order "EMERGENCY DESCENT CHECK LIST".
PNF..........Perform the check list, report "EMERGENCY CHECK LIST COMPLETED" when the check
list is completed and clear the CAP.
ATR 42-500
P2 OK
F.C.O.M. EMERGENCY DESCENT JAN 07
COMMENTS
Both pilots shall decide if oxygen is required, taking into consideration the present aircraft altitude and
time required to descent below 10 000 ft cabin altitude.
Above level 20 000 ft oxygen must be used with N / 100% rocker in 100% position. N position may be
used below 20 000 ft if air in the cabin is not contaminated. Put off oxygen mask when they are no
longer required and resume normal communication.
Maximum airspeed is MMO / VMO.
If structural damage is suspected, use the flight controls with care and reduce speed as appropriate.
Landing gear may be extended in order to increase the rate of descent.
If turbulent air is encountered or expected, reduce speed to V RA .
Notify ATC of the nature of the emergency encountered and state intentions. In the event ATC cannot
be contacted, select code 7700 or transmit the distress message on 121,5 MHz. Only VHF 1 is
available on battery.
CL are selected MAX RPM [AT45 – 100 OVRD] to increase drag and consequently to increase the
rate of descent.
ATR 42-500
NORMAL PROCEDURES 2.03.00
P1 OK
2.03.00 ........... CONTENTS

2.03.01 ........... FOREWORD
2.03.02 ........... PRELIMINARY
2.03.03 ........... PANEL SCAN SEQUENCE
2.03.04 ........... FLIGHT PREPARATION
2.03.05 ........... EXTERIOR INSPECTION
2.03.06 ........... PRELIMINARY COCKPIT PREPARATION
2.03.07 ........... COCKPIT PREPARATION
2.03.08 ........... FINAL COCKPIT PREPARATION
2.03.09 ........... BEFORE START
2.03.10 ........... ENGINE START
2.03.11 ........... TAXI
2.03.12 ........... BEFORE TAKE OFF
2.03.13 ........... TAKE OFF
2.03.14 ........... AFTER TAKE OFF
2.03.15 ........... CLIMB
2.03.16 ........... CRUISE
2.03.17 ........... DESCENT
2.03.18 ........... INITIAL APPROACH
2.03.19 ........... ILS APPROACH
2.03.20 ........... VOR/LOC/BC APPROACH
2.03.21 ........... NDB APPROACH
2.03.22 ........... GO AROUND
2.03.23 ........... LANDING
2.03.24 ........... AFTER LANDING
2.03.25 ........... PARKING
2.03.26 ........... LEAVING THE AIRCRAFT
2.03.27 ........... EXTERIOR LIGHTS
2.03.28 ........... CHECKLISTS
ATR 42-500
P1 OK
F.C.O.M. FOREWORD JAN 07
This Chapter is composed to be valid for the entire ATR fleet. The version differences are
distinguished according to the following:
[ATxx] this symbol means that the following paragraph refers only to the version written
in parentheses
value [ATxx - value] the value in front of the parentheses is valid for the entire ATR fleet except the
version written in parentheses.
ATxx means: AT43 - ATR 42-320

AT45 - ATR 42-500
AT72 - ATR 72-202
Some specific conditions (RNAV, CAT II) may be also written in parentheses. In these cases, the
philosophy of the parentheses use is identical with the aircraft version marking.
ATR 42-500
P1 OK
F.C.O.M. PRELIMINARY JAN 07
Following sections provide expanded information related to normal procedures.
Normal procedures consist of inspections, preparations and normal check lists. All items are listed in
a sequence following a standardized scan of the cockpit panels except when required by the logic of
actions priority, to ensure that all actions are performed the most efficient way.
Normal procedures are divided into phases of flight and accomplished by recall.
In the following assignations:

- 1 refers to the crew member in the left hand seat
- 2 refers to the crew member in the right hand seat
- PF refers to pilot flying
- PNF refers to the pilot non flying
- PF+PNF (1+2) item is performed by both pilots
- 1/2 item is performed by CM 1 or CM 2.
After completion of a given procedure, the related normal check-list is used. The normal check-list
developed by the manufacturers includes only the items that may have a direct impact on safety and
efficiency if not correctly accomplished. All normal check-lists are initiated at the pilot’s flying (or CM1
during ground operation) command. Some normal procedures which are non routine will be found in
chapters 2.02 «PROCEDURES AND TECHNIQUES» and 3.11 «SPECIAL OPERATIONS».
All steps have to be performed before the first flight of the day or following a crew change or
maintenance action. Transit steps are the only ones to be completed after a transit stop. They are
grouped in the FINAL COCKPIT PREPARATION. If there is any doubt as to whether the application
of transit procedures covers all safety aspects, the complete preparation must be accomplished.
For all the procedures described in this part, standard operation is basically assumed, i.e. ENG 2
starting in Hotel mode.
However, the procedures also include the use of GPU.
ATR 42-500
DEC 05
R -- The crew will verify the technical status of the aircraft in respect to airworthiness
acceptability of malfunction and influence on the flight plan, using all necessary
operator’s documents, in particular MEL (Minimum Equipment List).
P1 OK
F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07
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.
[AT72] DOORS
- In cooperation with Cabin Crew check function of the Cockpit Door Locking system.
- Cockpit communication hatch maintained opened.
[AT43/45] DOORS
- In cooperation with Cabin Crew check function of the lock on the door separated the forward cargo
compartment and passenger compartment.
- Cockpit communication hatch maintained opened.
[AT45/72] 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.
[AT45/72] BATTERIES
- Set BAT toggle sw to ON
- Check MFC 1A and 2A FAULT lights flash
- Check MFC 1A and 2A FAULT lights extinguish and MFC 1B and 2B FAULT light flash
- Check MFC 1B and 2B FAULT lights extinguish
- Check EMER BUS and ESS BUS supply ind.: arrows illuminated
- Check UNDV lt extinguished
[AT43] BATTERIES
- Set BAT toggle sw to ON
• Check EMER BUS and ESS BUS supply ind.: arrows illuminated
• Check UNDV It extinguished
Note: When waiting for start up clearance on batteries only, it is recommended to switch OFF:
- HF (if applicable)
- Navigation instruments (VOR 1, ADF 1, ATC 1 and if applicable: OMEGA 1)
- Fuel pumps
- Minimum cabin lights (if possible)
LATERAL AND OVERHEAD C / B PANELS

- Check that all C / Bs are set, reset as applicable.
ATR 42-500
P2 OK
EMERGENCY EQUIPMENT
- Check:
• exit hatch close, handle locked and safetied, escape rope stowed
• life 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 pb if necessary
- Set handle to PARKING
ENGINE
- Both PL on GI.
- Both CL on FUEL SO.
- Both EEC [AT43 - ECU] selected ON.
- [AT45] Both PEC selected ON.
- ATPCS TEST
- Turn ATPCS to the left and select ARM.
- Check ATPCS ARM green light illuminates.
- Set ATPCS selector to ENG 1 position.
- CHECK ENG 2 UPTRIM light illuminates.
- 2 sec later check ATPCS ARM light extinguishes.
- Apply same procedure for ENG 2.
FLIGHT CONTROLS
- Check GUST LOCK engaged
- Check / Set FLAPS control lever position to agree with actual flaps position
LANDING GEAR
- Check control lever DOWN.
PROPELLER BRAKE (Hotel mode only)

- Check ON lt illuminated, UNLK lt extinguished.
- Check PROP BRK lt illuminated on MEMO panel.
ATR 42-500
P3 OK
WIPERS
- Check both WIPER rotary selectors at OFF position.
ENG 2 FIRE PROTECTION (only without use of GPU)

- Check ENG 2 fire handle IN and latched.
- Extinguish any white It.
- Depress SQUIB TEST pb and check both AGENT SQUIB It illuminate.
- Select TEST sw on FIRE and check:
• ENG FIRE red It illuminates into associated fire handle
• CCAS is activated (CRC + MW It flashing red + ENG 2 FIRE red It on CAP)
• FUEL SO red light illuminates in CL 2 if temporarily selected out of FUEL SO.
[AT43] Note: On BAT only the LH loudspeaker will generate aural alerts.
- Select TEST sw on FAULT and check:
• both LOOP A and LOOP B FAULT It illuminate.
COM
- Set VHF 1 to ON.
BEACON (Before propeller running)

- Set BEACON switch to BEACON.
ATR 42-500
P4 OK
ENGINE 2 START IN HOTEL MODE (only without use of GPU)
Note: 1. Do not start engine 2 in Hotel mode if tail wind component exceeds 10 kt.
2. Prior to starting engine 2 in Hotel mode, the service door should be closed to avoid
penetration of exhaust gas into the cabin.
3. Oil pressure indication is not available during start up form battery.
- Select ENG 2 fuel PUMP ON. Check RUN light illuminates, FEED LO PR light extinguished,
LP VALVE in line and X FEED VALVE X line.
- Check EEC FAULT light extinguished [AT43 - Check ECU FAULT light illuminates].
- Set ENG START rotary selector to START A or START B or START A+B (as appropriate).
- Announce "ENGINE NUMBER TWO IN HOTEL MODE", depress START 2 pb.
- Check START 2 pb ON light illuminates.
- Call out "NH" when NH increase.
- Advance CL to FTR between 15% and 20% NH.
Note: However the minimum NH is 10% the higher value causes the lowering of the ITT peak
during engine start sequence.
- Start timing.
- Call out "FEATHER".
- Monitor light up within 10 seconds and within ITT limits for starting.
- Call out "ITT" when ITT increases. Stop and reset clock.
- [AT43] Monitor ECU fault light extinguishes when NH passing 25% and call out "ECU". Reset, if
ECU fault light still lit.
- Call out "FORTY FIVE" when NH passing 45%.
- Check START 2 pb ON light extinguish and call out "STARTER OFF".
- Call out "OIL PRESSURE" when oil pressure passing 40 PSI.
Note: Positive oil pressure should be observed after DC generator is connected to the DC BUS1
(61,5% NH).
- Check engine parameters stabilised at idle value
at ISA, sea level - ITT about 380°C ± 50°C
- NH about 67% [AT43 - 66%]
- FF about 110 kg/h [AT43 - 80 kg/h]
- Report "PARAMETERS STABILISED".
- Set ENG START rotary selector to OFF-START ABORT.
Note: If any malfunction during engine start is observed (such as NO ITT, NO NH, ITT tends to
exceed limits, etc.) abort engine start up immediately. Set CL to FUEL SO and set ENG
START rotary selector to OFF-START ABORT. Then apply a relevant check list.
ATR 42-500
P5 OK
CAUTION: DO NOT USE ENG 2 in HOTEL MODE:

- without a qualified person (flight crew or maintenance) in the cockpit.
- when tail wind component exceeds 10 kt (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 gas return flow in the nacelle.
- Do not unfeather right propeller until it is visually confirmed that the prop brake red
UNLK light extinguishes.
MAIN ELEC PWR
- If GPU not used:
• Scan MAIN ELEC PWR panel: no amber It illuminated except DC GEN 1 FAULT It.
- 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.
FUEL
- Check FUEL QTY ind. operative.
- Reset Fuel used.
ANN LT
- Set ANN LT switch to TEST and, check that all lights illuminate; then return to BRT or DIM as
required.
AIR BLEED / COMPT TEMP
Scan AIR BLEED / COMPT TEMP panel:
- In Hotel mode
• No amber or white light illuminated and X VALVE OPEN.
- If GPU used
• Extinguish any white light except ENG 1 BLEED FAULT and ENG 2 BLEED FAULT.
- If neither GPU nor propeller brake used:
• No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT.
[AT43] Note: 1) In order to improve air conditioning, and provided PROP BRK is removed, PROP
BRK switch may be set to ON (but ON light will not illuminate). It will open the X
FEED and supply the PACK 1.
2) Before taxi, release PROP BRK switch and check that AIR BLEED X FEED OPEN
light extinguishes and advance RH CL to MAX RPM
AVIONICS VENT
- Check OVBD VALVE CTL switch guarded in AUTO position.
- Check no amber or white light.
ATR 42-500
P3 OK
F.C.O.M. COCKPIT PREPARATION JAN 07
EMER LOC XMTR (when installed)

- Check sw to AUTO, guarded and Iockwired.
SELCAL CODE SELECTION PANEL (when installed)

- As required.
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.
OXYGEN
- Check oxygen high pressure indication.
- Check oxygen duration chart in the 2.01.05 to determine that quantity is sufficient for the scheduled
flight.
- Select MAIN SUPPLY ON check pb It extinguished.
- Check FAX SUPPLY OFF.
COMPT SMK
Depress SMK TEST pb to check smoke detectors.
When the test is finished, reset AVIONICS VENT EXHAUST MODE ph to restart extract fan.
ATR 42-500
P4 OK
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
DAILY CHECK, FOR THE FIRST FLIGHT OF THE DAY
- Check PITCH, ROLL and YAW TRIM operation as follows:
- Check the normal TRIM activation in both directions by depressing simultaneously both control
rocker switches
- For few seconds depress independently each single control rocker switch and check the
non-activation of the corresponding TRIM in both possible directions
- Reset TRIMS as required for take off
BEFORE EACH FLIGHT
- Check PITCH, ROLL and YAW TRIM operation.
- Check STBY PITCH TRIM operation, check sw guarded in OFF position.
COMMUNICATION
- Check transmission and reception of radio communication
- In cooperation with CC check quality of passenger address and interphone system transmission.
ADF
- Select ADF.
XPDR
- Select FID and insert Flight ID.
- Select STBY.
IDLE GATE
- Check It extinguished and amber band visible on the lever.
EMER AUDIO CANCEL
- Check sw guarded and lockwired.
RADAR
- Select STBY mode.
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
- Select STBY on proper ATC:
odd days: ATC 1
even days: ATC 2
ATR 42-500
P5 OK
TCAS
- 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 T/O.
- Check SYNPHR ON (OFF Lt extinguished).
ENG 1 INSTRUMENTS
- Check
x OIL PRESS: 0
x OIL TEMP: realistic indications
x FUEL TEMP: realistic indications
x FF: O / FU: 0
x NH: 0
x ITT: realistic indications
x NP: 0
x TQ : 0, target bug: realistic indication (crosscheck with ENG 2).
ENGINE CONTROLS
- Extinguish any white Lt.
ATR 42-500
P6 001
COCKPIT PREPARATION NOV 00
AA
CAPT LATERAL CONSOLE

N/W STEERING
- Check N / W STEERING sw guarded on N / W STEERING position.
R 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, set MKR sw to TEST
• Check three white boxes appear on bottom right of EADI's displaying O,M and I
markers side by side.
- Set MKR sw to LO
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
ATR 42 Model : 400/500
P9 OK
F/O INSTRUMENT PANEL
VSI
- Check no flag and pointer indicates zero.
EHSI / RMI
- Crosscheck heading information.
ALTIMETER
- Check no flag
EADI
-Check no flag
ASI
- Check no:
x No flag
x Airspeed pointer indicates 0.
x VMO pointer indicates 250 kt.
APM Test P/B

- Push and hold as long as the test continues (max. 5 sec.)
CLOCK
- Check time, adjust if necessary.
ATR 42-500
P1 OK
F.C.O.M. FINAL COCKPIT PREPARATION JAN 07
CM
ENGINE 2 START IN HOTEL MODE
Note: 1. Do not start engine 2 in Hotel mode if tail wind component exceeds 10 kt.
2. Prior to starting engine 2 in Hotel mode, the service door should be closed to
avoid penetration of exhaust gas into the cabin.
1/2 ...........Select ENG 2 fuel PUMP ON. Check RUN light illuminates, FEED LO PR light
extinguished, LP VALVE in line and X FEED VALVE X line.
1/2 ...........Check EEC FAULT light extinguished [AT43 - Check ECU FAULT light illuminates].
1/2 ...........Set ENG START rotary selector to START A or START B or START A+B (as appropriate).
1/2 ...........Announce "ENGINE NUMBER TWO IN HOTEL MODE", depress START 2 pb.
1/2 ...........Check START 2 pb ON light illuminates.
1/2 ...........Call out "NH" when NH increase.
1/2 ...........Advance CL to FTR between 15% and 20% NH.
Note: However the minimum NH is 10% the higher value causes the lowering of the ITT
peak during engine start sequence.
1/2 ...........Start timing.
1/2 ...........Call out "FEATHER".
1/2 ...........Monitor light up within 10 seconds and within ITT limits for starting.
1/2 ...........Call out "ITT" when ITT increases. Stop and reset clock.
1/2 ...........[AT43] Monitor ECU fault light extinguishes when NH passing 25% and call out "ECU".
Reset, if ECU fault light still lit.
1/2 ...........Call out "OIL PRESSURE" when oil pressure passing 40 PSI.
1/2 ...........Call out "FORTY FIVE" when NH passing 45%.
1/2 ...........Check START 2 pb ON light extinguish and call out "STARTER OFF".
1/2 ...........Check engine parameters stabilised at idle value at ISA, sea level
- ITT about 380°C ± 50°C
- NH about 67% [AT43 - 66%]
1/2 ...........Report "PARAMETERS STABILISED".
1/2 ...........Set ENG START rotary selector to OFF-START ABORT.
1/2 ...........Disconnect GPU.
Note: If any malfunction during engine start is observed (such as NO ITT, NO NH, ITT
tends to exceed limits, etc.) abort engine start up immediately. Set CL to FUEL SO
and set ENG START rotary selector to OFF-START ABORT. Then apply a relevant
check list.
ATR 42-500
P2 OK
F.C.O.M. FINAL COCKPIT PREPARATION JAN 07
CM
1/2 ...........Select EMER EXT LTS sw to ARM.

1/2 ...........Select ENG 2 bleed ON. Check ENG 2 BLEED FAULT light extinguishes.
FINAL COCKPIT PREPARATION

1 ..............SIGNS
- Select NO SMOKING and SEAT BELTS - Check MEMO panel.
2 ..............LANDING ELEVATION
- If QNH is used, set landing field elevation.
- If OFE is used, set 0.
2 ..............ATIS
- Obtain ATIS information
1-2 ...........ALTIMETERS
- Set baro reference
- Check indications
- Set white bugs to single engine acceleration altitude and acceleration altitude.
2 ..............COM / NAV
- Set COM / NAV frequencies.
1 ..............FUEL QUANTITY
- Test FUEL QTY and check LO LVL.
- Check both tanks are loaded symmetrically and total corresponds to requested 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).
1 ..............Order "FINAL COCKPIT PREPARATION CHECK LIST".
2 ..............Read the check list and report "FINAL COCKPIT PREPARATION CHECK LIST
ATR 42-500
P1 OK
F.C.O.M. BEFORE START JAN 07
CM
1 ..............Receive chief cabin attendant report (number of PAX, doors closure, [AT72 - tail prop
removal]) and check the number of PAX corresponds to the Load Sheet figures.
1 ..............Order "REQUEST START UP".
2 ..............Request and receive start up/departure (if available) clearance from ATC.
Note: On some aerodromes the clearance may be requested several minutes (according
to the local procedures) prior to start up.
1-2 ...........BUGS
- ASI BUGS: - Set external bugs as follows:
Yellow bug V 1
White bug V mLB 0 for normal condition
V mLB 15 for icing condition
Red bug V mLB 0 for icing condition
Green bug V mHB 0 for icing condition
- Set inner bug to V 2 .
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.
2 ..............MPC Weight rotary selector
- Set minimum weight on the rotary selector
Note: To take into account the new value, position has to be changed (even if actual
weight is the same as one on previous flight)
- Set actual T/O weight
1 ..............TRIMS
- Reset ROLL and YAW trims to zero.
- Set PITCH trim for take off.
1 ..............Check that all lights are extinguished on the doors panel.
1 ..............Select BEACON and WING LTS ON.
2 ..............Set XPDR ALT.
1 ..............Order "BEFORE START CHECK LIST".
2 ..............Read the check list and report "BEFORE START CHECK LIST COMPLETED" when the
check list is completed.
ATR 42-500
P2 OK
F.C.O.M. BEFORE START JAN 07
CM
WHEN PUSH BACK IS REQUIRED

1 ..............Check that nose wheel steering switch is OFF.
1 ..............Check GPU disconnection.
1 ..............Give signal or verbal order to the ground crew for chocks removal.
1 ..............Order "REQUEST PUSH BACK".
2 ..............Request and receive push back clearance from ATC.
1 ..............Report to the ground crew that the aircraft is ready for push back. On request of the ground
crew, release the parking brake and order to commence the push back.
1 ..............When the push back is completed, set parking brake handle to PARK.
1 ..............Check that tow bar is removed. Set the nose wheel steering switch to ON.
ATR 42-500
P1 OK
F.C.O.M. ENGINE START JAN 07
CM
Procedure with ENG 2 running in H-mode.
1 ..............Check GPU disconnection (omit this item if push back has been completed).
1 ..............Receive clear signal from the ground crew.
PROPELLER BRAKE RELEASE
1 ..............Push the AUX HYD PUMP pb.
1 ..............Retard PL down to GI (if applicable) and announce "PROP BRAKE RELEASE".
2 ..............Verify engine 2 and propeller area clear and report "RIGHT SIDE CLEAR".
1 ..............Check READY light illuminates on PROP BRAKE and call out "READY".
1 ..............Switch PROP BRAKE OFF and call out "PROP BRAKE OFF".
1 ..............Check UNLK light illuminates and call out "UNLOCK".
1 ..............Check UNLK light and prop brake blue light extinguish on prop brake control panel and on
memo panel and call out :"PROPELLER BRAKE RELEASED".
1 ..............Monitor NP increase and call out "NP".
1 ..............Report "PARAMETERS STABILISED" when NP stabilized (15%) and advance CL to MAX
RPM [AT45 - AUTO]. Call out "MAX RPM" [AT45 - "AUTO"].
1 ..............[AT45] Check single channel light illuminates then extinguishes and call out "SINGLE
CHANNEL".
1 ..............Check low pitch light illuminates and call out "LOW PITCH". Check NP is stabilised at
70,8% [AT45 - 71%].
1 ..............Check all lights on ACW ELEC PWR overhead panel extinguished except ACW GEN 1
FAULT.
1 ..............Check all lights on HYD PWR overhead panel extinguished.
2 ..............Select FLAP lever to 15. Observe moving on the flaps position indicator and when
indicating 15 check EXT flag disappeared.
2 ..............Perform ANTI SKID test: press test pb, four F lights illuminate. Check all F lights are
extinguished after test sequence (approx. 6 sec).
2 ..............Set ANTI ICING as required, check ICING AOA light.
2 ..............Set PROBE and WINDSHIELD HTG ON.
2 ..............Check no OFF (except ENG 1 BLEED and fuel PUMP) or fault lights (except DC GEN 1
and ACW GEN 1) on OVHD PANEL.
1 ..............Check no warning or caution lights on the CAP except PRKG BRK, ELEC, FUEL and AIR.
2 ..............Record ENG 2 start up time.
ATR 42-500
P2 OK
CM
ENGINE 1 START
1 ..............Receive clear signal from the ground crew.
1 ..............Verify engine 1 and propeller area clear and report "LEFT SIDE CLEAR".
1 ..............Order (if engine 1 start up is to be performed by CM2) "START ENGINE NUMBER ONE"
and monitor starting.
1/2 ...........Select ENG 1 fuel PUMP ON. Check RUN light illuminates, FEED LO PR light
extinguished, LP VALVE in line and X FEED VALVE X line.
1/2 ...........Check EEC FAULT light extinguished [AT43 - Check ECU FAULT light illuminates].
1/2 ...........Set ENG START rotary selector to START A or START B or START A+B (as appropriate).
1/2 ...........Announce "ENGINE NUMBER ONE", depress START 1 pb.
1/2 ...........Check START 1 pb ON light illuminates.
1/2 ...........Call out "NH" when NH increase.
1/2 ...........Advance CL to FTR between 15% and 20% NH.
Note: However the minimum NH is 10% the higher value causes the lowering of the ITT
peak during engine start sequence.
1/2 ...........Start timing.
1/2 ...........Call out "FEATHER".
1/2 ...........Monitor light up within 10 seconds and within ITT limits for starting.
1/2 ...........Call out "ITT" when ITT increases. Stop and reset clock.
1/2 ...........[AT43] Monitor ECU fault light extinguishes when NH passing 25% and call out "ECU".
Reset, if ECU fault light still lit.
1/2 ...........Call out "OIL PRESSURE" when oil pressure passing 40 PSI.
1/2 ...........Call out "FORTY FIVE" when NH passing 45%.
1/2 ...........Check START 1 pb ON light extinguish and call out "STARTER OFF".
1/2 ...........On passing 61,5 % NH, monitor GEN 1 FAULT light and BTC flow bar light extinguished.
1/2 ...........Monitor NP increase and call out "NP".
1/2 ...........When NP stabilized (15%) check engine parameters stabilized at idle value at ISA, sea
level
- ITT about 380°C ± 50°C
- NH about 67% [AT43 - 66%]
ATR 42-500
P3 OK
CM
1/2 ...........Report "PARAMETERS STABILISED" and advance CL to MAX RPM [AT45 - AUTO].
Call out "MAX RPM" [AT45 - "AUTO"].
[AT45] Note: During cold weather operations, if engine oil temperature is not in the green
area, it may not be possible to unfeather the propeller thus leading to
a PEC Fault. To avoid such a situation, do not unfeather the propeller
before the engine oil temperature is in the green area.
1/2 ...........[AT45] Check single channel light illuminates then extinguishes and call out "SINGLE
CHANNEL".
1/2 ...........Check low pitch light illuminates and call out "LOW PITCH". Check NP is stabilised at
70,8% [AT45 – 71%].
1/2 ...........Check all lights extinguished on ACW ELEC PWR overhead panel.
1/2 ...........Set ENG START rotary selector to OFF-START ABORT.
2 ..............Record ENG 1 start up time.
Note: If any malfunction during engine start is observed (such as NO ITT, NO NH, ITT
tends to exceed limits, etc.) abort engine start up immediately. Set CL to FUEL SO
and set ENG START rotary selector to OFF-START ABORT. Then apply a relevant
check list.
1/2 ...........Select ENG 1 bleed ON. Check ENG 1 BLEED FAULT light extinguishes.
1/2 ...........Set COMPT TEMP SELECTORS to FULL COLD position.
1 ..............Close the cockpit communication hatch.
1/2 ...........Check no warning or caution lights on the CAP except PRKG BRK and AIR.
1/2 ...........Check no OFF or fault lights (except avionics ventilation mode) on OVHD PANEL.
Note: The AIR light on CAP and the local fault may still be on due to 2 minutes avionics
system delay after engine start.
2 ..............Select on AFCS: - assigned (first cleared) altitude

- HDG and LO BANK with runway heading
- IAS with V 2 +5 kt
- CPL on PF side.
1+2 ..........Check or set RNAV or V/L source and MAP or ARC mode (as appropriate) on EFIS control
panel.
2 ..............Select 10 NM range on WX control panel.
1+2 ..........Select bearing selectors on EFIS control panel, as required.
ATR 42-500
P4 OK
CM
WHEN ENGINES START UP IS COMPLETED

1 ..............Request from the ground crew: chocks removal (omit this item if push back has been
completed), hand signal display on the LH side, inter-phone disconnection.
1/2 ...........Check / set OVBD VALVE AUTO position.
1 ..............Order "AFTER START CHECK LIST".
2 ..............Read the check list and report "AFTER START CHECK LIST COMPLETED" when the
IF POWER BACK IS REQUIRED

1 ..............Check that nose wheel steering switch is ON and order "REQUEST POWER BACK".
2 ..............Request and receive power back clearance from ATC.
1 ..............Perform power back in accordance with instructions from the ground crew.
CAUTION: The brakes must not be applied during the power back procedure. Use the
forward thrust to stop the airplane.
Note: 1. The normal procedure is to start up both engines before taxi. Single engine taxi out is
approved only when taxi out time is expected to be longer than normal.
2. Both engines shall be started before taxi if any of the following conditions is met:
- first flight of the day or extended parking period (to get a sufficient oil temperature);
- if a sharp turn out of parking position is required;
- taxiing on slippery aprons or taxiways is expected;
- BA 3 or worse are reported;
- LVTO is in force.
3. If the ENG 1 is started during taxi, the start up will be initiated on the CM1’s order when the
aircraft is clear of parking area and all ground equipment and personnel. The ENG 1 start
is performed by the CM 2. All relevant tasks shall have been completed by the CM 1 or CM
2, as appropriate.
ATR 42-500
P1 OK
F.C.O.M. TAXI APR 05
CM
Note: • Crew must maintain adequate look out, position and traffic awareness and avoid
non-pertinent activities during taxi.
• Crew must use standard ICAO phraseology, especially call sign, read back, cross
check and clearance limit during taxi.
• PF (taxiing pilot) must read back taxi route and taxi clearance limit to PNF (to the
other pilot) before the aircraft begins or continues taxi.
1 ..............Order "REQUEST TAXI".

2 ..............Request and receive taxi clearance from ATC.
1 ..............Read back taxi clearance to CM2.
1 ..............Receive all clear hand signal from the ground crew.
1 ..............Select TAXI & TO LTS ON.
1 ..............Check left side clear and report: "LEFT SIDE CLEAR".
2 ..............Check right side clear and report "RIGHT SIDE CLEAR".
1 ..............Release parking brake and start taxi according to the taxi clearance. Control nose wheel
steering tiller. Maintain a proper taxi speed, advance PLs or use normal brakes/reverse, if
necessary.
2 ..............Record departure block time and monitor taxi routing.
1 ..............Perform check of NORMAL and EMER BRAKES, report "MY BRAKES CHECKED" and
order "CHECK YOUR BRAKES".
2 ..............Perform check of NORMAL BRAKES and report "MY BRAKES CHECKED".
2 ..............Set gradually COMPT TEMP SELECTORS to 12 o’clock position. Check DUCT and
COMPT temperatures. Adjust, if necessary.
1+2 ..........Check flight instruments: scan instruments panels including stand by instruments, check
no unnecessary flag on instruments, check instruments during turn, compare heading
indications, check that HDG bug is set for RWY HDG, check or select 6 NM range on
TCAS VSI display range selector, check that EHSI are in required mode with proper
navigation source selected according to the intended means of navigation during
departure. Check bearing selectors are in required position.
1+2 ..........Unless radar is expected to be used for T/O, select TERR on DSP SEL pb in order to get
terrain awareness during climb out. If radar is going to be used, on PF decision one CM will
select TERR, the other one will select RDR.
1 ..............Review or complete T/O briefing.
ATR 42-500
P2 OK
F.C.O.M. TAXI APR 05
CM
1+2 ..........Check that frequencies, course and LNAV route are set according to cleared SID or
departure route.
1 ..............Order "TAXI CHECK LIST".
2 ..............Read the check list and report "TAXI CHECK LIST COMPLETED" when the check list is
completed.
ATR 42-500
P1 OK
F.C.O.M. BEFORE TAKE OFF JAN 07
CM
WHEN AVAILABLE
1 ..............Receive Cabin Crew report.
2 ..............Receive line up and take off clearance from ATC.
APPROACHING HOLDING POINT OR WHEN LINE UP OR TAKE OFF CLEARANCE IS

RECEIVED
1 ..............Order "RELEASE GUST LOCK".
2 ..............Release the GUST LOCK.
2 ..............Check full travel and freedom of movement in PITCH.
2 ..............Check full travel and freedom of movement in ROLL accompanied with SPOILER light
illumination and call out "LEFT/RIGHT - BLUE LIGHT".
1 ..............Check full travel and freedom of movement in YAW (rudder) and call out: "RUDDER
CHECK".
1 ..............Check rudder releasable unit is centred (pedals centred, brief action on rudder trim
switches).
BEFORE ENTERING THE RUNWAY (LINE UP CLEARANCE HAS BEEN RECEIVED)

1 ..............Order by PA "CABIN CREW, DEPARTURE POSITION, PLEASE".
Note: 1. If the cabin crew report was not received before entering the runway, the ATC
should be informed that the aircraft is not ready for departure.
2. Delay the order to the cabin until the cabin crew report is received.
1 ..............Select STROBE LTS ON when cleared to line up.

1 ..............Check all CAUTION lts on CAP extinguished and select TO INHI on CCAS.
1 ..............Check left side clear and report: "LEFT SIDE CLEAR".
ATR 42-500
P2 OK
F.C.O.M. BEFORE TAKE OFF JAN 07
CM
ENTERING THE RUNWAY

2 ..............Select both BLEEDS VALVES OFF.
2 ..............[AT43/72] Set ENG START rotary selector to CONT RELIGHT in cases of contaminated
runway, icing conditions, heavy precipitation, turbulence or wind gusts.
2 ..............Set TCAS AUTO
2 ..............Set radar as required.
1 ..............Order "BEFORE TAKE OFF CHECK LIST".
2 ..............Read the check list and report "BEFORE TAKE OFF CHECK LIST COMPLETED" when
the check list is completed.
1+2 ..........Check lateral FD BAR indication corresponds to the runway heading.
2 ..............Centre lateral FD BAR by recycling of HDG p/b, if necessary, and call out "BAR
CHECKED".
1+2 ..........When aircraft is lined up, check heading indication correspond to runway heading
2 ..............[RNAV] Adjust range on WX control panel if necessary (at least the active waypoint must
be visible).
1+2 ..........[RNAV] Check that the active waypoint is the first SID waypoint.
2 ..............[RNAV] If RWY THR designator is not included in the active flight plan and if the first
waypoint is straight ahead, press D→ first SID waypoint and ENTER to create actual first
SID leg.
1+2 ..........[RNAV] Check the cross-track deviation is 0.0L/R on the EHSI, if appropriate.
ATR 42-500
P1 OK
F.C.O.M. TAKE OFF JAN 07
CM
WHEN TAKE OFF CLEARANCE HAS BEEN RECEIVED

1 ..............Select LANDING LTS ON.
TAKE OFF
1 ..............Ask CM 2 "ARE YOU READY?".
2 ..............Acknowledge "READY".
1 ..............Announce "TAKE OFF".
1+2 ..........Start timing.
1 ..............Control nose wheel steering tiller, rudder and PLs.
Note: 1. Use of nose wheel steering guidance is only recommended for the very first part
of the take-off run as a rudder becomes very rapidly efficient when airspeed
increases.
2. Rudder must not by cycled during take-off.
2 ..............Hold control column: in pitch - fully nose down, then slowly relaxed as speed increases, in
roll - neutral or deflected toward the wind in case of cross-wind component, as appropriate
to maintain wings essentially level. Keep feet on pedals with heels on the floor.
1 ..............Release the brakes, if standing T/O is performed.
1 ..............[AT45/72] Advance both PLs to power lever notch.
................[AT43] Advance both PLs to white band.
2 ..............Check ATPCS ARM light illuminates and call out "ATPCS ARM".
2 ..............[AT45/72] Check that actual TQ matches T/O TQ (manual bug). If necessary CM2 moves
PLs out of notch to adjust TQ as required.
[AT43] Adjust PLs to match T/O TQ.
Check 100% NP (+0,8%, -0,6%) upon reaching 60 kt.
Check FDAU bugs display RTO value.
Call out "POWER SET".
2 ..............Scan the airspeed on STBY ASI and his own ASI and engine instruments throughout
take-off.
PASSING 70 KT
2 ..............Call out "SEVENTY" read on ASI and cross-check reading on STBY ASI.
1 ..............Check speed reading on his own ASI and STBY ASI and acknowledge "CHECK".
ATR 42-500
P2 OK
F.C.O.M. TAKE OFF JAN 07
CM
y PF CM1:
1 ..............Release the nose wheel steering tiller, take over the control column and order "MY
CONTROLS".
2 ..............Report "YOUR CONTROLS" and release the control column.
y PF CM2:
1 ..............Order "YOUR CONTROLS" and release the nose wheel steering tiller.
2 ..............Hold the control column, control rudder and report "MY CONTROLS".
AT V 1
AT V R
PNF .........Call out "ROTATE" .
PF............Rotate smoothly to approximately 9° [AT43/45 - 12°] pitch or as limited by the horizontal
FD bar if it shows to fly with lower pitch attitude.

PF............Check positive climb and order "GEAR UP". Follow the FD bars and maintain V 2 +5 kt until
passing acceleration altitude. Do not exceed 15 degrees pitch angle.
PNF .........Engage YD on AFCS control panel.
PNF .........Switch VHF1 to departure frequency.
PNF .........Check lights on L/G position indicator extinguished and report "GEAR IS UP".
AT 400 FT RA OR ABOVE
PNF .........Call out " FOUR HUNDRED".
ATR 42-500
P1 OK
F.C.O.M. AFTER TAKE OF JAN 07
CM
PASSING ACCELERATION ALTITUDE (MIN 1 500 ft AGL)

PF............Order "CLIMB SEQUENCE".
PNF .........[AT43] Retard slightly PLs (4° to 5° PLA).
[AT45/72] Check PLs in the notch.
PNF .........Adjust the standard climb speed on AFCS: 170 kt [AT43/45 - 160 kt] or V mHB 0 (for the
appropriate flight conditions) whichever is higher.
PF............Progressively accelerate to the standard climb speed. Maintain positive rate of climb during
acceleration.
PNF .........Set PWR MGT to CLB.
PNF .........[AT43/72] Retard CLs to 86% NP.
[AT45] Check both CLs in AUTO and 82% NP.
PNF .........Select both BLEED VALVES ON.
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 .........[AT43/72] Set ENG START rotary selector OFF or CONT RELIGHT, as required.
PNF .........Select TAXI & TO LTS OFF.
PNF .........Set manual TQ targets to the maximum climb torque ([AT72 - 101,2%], [AT43 - 85,7%],
[AT45 - 109,8%]). Check FDAU bugs.
PNF .........[AT45/72] Check that actual TQ matches climb TQ, adjust if necessary.
[AT43] Adjust both PLs to match FDAU bugs.
PASSING V mLB 0 (but not before retarding CLs)

PNF .........Call out "WHITE BUG" - normal conditions
"RED BUG" - icing conditions.
PF............Check the speed on ASI above V mLB 0 .
PF............Order "FLAPS ZERO".
PNF ........Select FLAP lever to 0. Observe moving on the flaps position indicator and when it
indicates 0 report "FLAPS ZERO SET".
ATR 42-500
P2 OK
F.C.O.M. AFTER TAKE OFF JAN 07
CM
STABILISED STANDARD CLIMB SPEED

PF............When the speed on ASI is equal to the standard climb speed order "ENGAGE
AUTOPILOT".
PNF .........Switch on AP pb on AFCS control panel, read AP ENG on EADI and report "AUTOPILOT
ENGAGED".
PF+PNF ..Set internal bug on ASI to the value of the standard climb speed.
Note: It is recommended to contact ATC when climb sequence is completed and autopilot
engaged, unless otherwise instructed by ATC.
PASSING TRANSITION ALTITUDE

PNF .........Call out "TRANSITION ALTITUDE".
PF............Order "ALTIMETERS STANDARD"
PF............Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PF).
PNF .........Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PNF).
PF+PNF ..Cross-check the altimeter settings.
PNF .........Report "ALTIMETERS STANDARD"
PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g.: " FIVE THOUSAND ONE
HUNDRED FEET".
PF............Check the altitude indication(s), acknowledge "CHECK" if indication is within allowable
tolerances, or report ("MINUS / PLUS ..... ) if not.
PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED", when
Note: If cruising altitude is below transition altitude, AFTER TAKE OFF CHECK LIST will
be initiated after level-off.
ATR 42-500
P1 OK
F.C.O.M. CLIMB JAN 07
CM
PASSING FL 100 OR ALT 10 000 FT

PNF .........Call out "FLIGHT LEVEL ONE HUNDRED".
PF............Verify the altimeter indication(s) and request "SEAT BELTS OFF / REMAIN ON"
PNF .........Select SEAT BELTS sw as required.
Note: In smooth air SEAT BELT SIGN should be switched OFF. If the sign has to stay ON,
the senior cabin attendant must be informed by the commander about the
commencing of service duties.
PNF .........Select LANDING LTS and WING LTS OFF.

PNF .........Check engine parameters.
PNF .........Check cabin altitude and differential pressure are increasing on schedule.
PNF .........Read lights which illuminate blue in the memo panel e.g. "MEMO PANEL - NO SMOKING
...".
PF............[AT43] Keep a maximum climb power by making appropriate corrections to PLs to match
the actual TQ to the values displayed by the FDAU bugs throughout the climb.
PF............[AT45/72] Keep a maximum climb power by setting PLs in the notch.
Note: 1) During climb IAS mode is standard climb AFCS mode.
2) With a respect to minimum speeds for actual flight conditions PF can use other
than standard climb speed (from V mHB 0 up to max climb speed of 190 kt).
PNF .........Determine and record take-off time.

PNF .........Fill in the relevant data in OFP.
[AT43/72] IF FLIGHT CONDITIONS PERMIT AND CLIMB POWER

[AT72 - 92 % TQ] [AT43 - 75 % OBJECTIVE TQ] OR LESS WAS REACHED
PF............Request "CONDITION LEVERS SEVENTY SEVEN".
PNF .........Retard CLs to 77% NP and report "CONDITION LEVERS SEVENTY SEVEN SET".
ATR 42-500
P1 OK
F.C.O.M. CRUISE JAN 07
CM
AFTER REACHING CRUISING LEVEL

PF............[AT45] Request "POWER MANAGEMENT CRUISE".
PNF .........[AT45] Set the PWR MGT selector to the CRZ position.
1 ..............Read SAT from the TAT/SAT indicator.
PNF .........Determine and report difference between SAT and ISA.
PNF .........Determine maximum cruise TQ, IAS, FF and TAS for the actual conditions in accordance
with the QRH.
PF+PNF ..Set the internal speed bugs to the cruise IAS.
[AT45] Note: Maximum recommended IAS is 230 kt.
PNF .........Set manual TQ targets to the maximum cruise TQ.

PF............[AT45] Check actual cruise torque matches FDAU cruise TQ, adjust if necessary.
AFTER ACCELERATION TO DETERMINED CRUISE SPEED HAS BEEN PERFORMED

OR NO FURTHER IAS INCREASE HAS BEEN OBSERVED
PNF .........Call out "CRUISE SPEED".
PF............[AT43/72] Request "POWER MANAGEMENT CRUISE".
PNF .........[AT43/72] Set the PWR MGT selector to the CRZ position.
PF............[AT/72] Check actual cruise torque matches FDAU cruise TQ, adjust if necessary.
[AT43] Adjust TQ to the cruise TQ according FDAU bugs.
[AT43/72] IF FLIGHT CONDITIONS PERMIT AND THE FLIGHT IS BEING

PERFORMED WITH 86% NP AND CLIMB POWER
PF............Request "CONDITION LEVERS SEVENTY SEVEN".
PNF .........Retard CLs to 77% NP and report: "CONDITION LEVERS SEVENTY SEVEN SET".
PF............[AT72] Check the actual cruise TQ matches FDAU cruise TQ, adjust if necessary.
[AT43] Adjust TQ to the cruise TQ according to the FDAU bugs.
PF............Request "CHECK PARAMETERS".

PNF .........Read actual TQ, FF and TAS and check that they correspond to the determined values.
PNF .........Fill in the required data in OFP (ATO, FUEL consumption, etc.).
ATR 42-500
P2 OK
F.C.O.M. CRUISE JAN 07
CM
WHEN DEPARTING FROM PRG AND IF ESTIMATED FLIGHT TIME IS LONGER

THAN 60 MINUTES OR IF NECESSARY
PNF .........contact OPC CSA and state FLT No., REG, ATOT, ETA and a/c status.
WHEN ARRIVING TO PRG

PNF .........contact OPC CSA and state FLT No., REG, ETA and a/c status.
PRIOR TO DESCENT
PNF .........Record the appropriate ATIS or VOLMET information.
PF............[GPS] Prepare descent on GPS with desired target altitude, desired target position and
desired descent angle.
1 ..............Depress RCL pb and check aircraft status.
PF............Perform an approach briefing for the expected kind of approach, determine landing data
(LW, configuration, speeds, GA TQ, minima).
PF+PNF ..Set bugs (speed, altitude, TQ) according to determined landing data.
ASI BUGS: - Set external bugs as follows:

Green bug V mHB 30
Yellow bug V GA
White bug V mLB 0 for normal condition
V mLB 15 for icing condition
Red bug V mLB 0 for icing condition
- Set inner bug to V APP .
ALTIMETERS BUGS
Use one bug for 500 ft HAT and the other one for "MINIMUM".
Note: When MINIMUM is higher than 500 ft HAT, set both bugs to "MINIMUM".
TQ BUGS Set manual bugs to GA value

Note: As a crosscheck procedure, GA torques should be computed, by using power
setting torque tables with a temperature not measured through aircraft systems.
ATR 42-500
P1 OK
F.C.O.M. DESCENT JAN 07
CM
WHEN READY FOR DESCENT

PF............Order "REQUEST DESCENT".
PNF .........Request and receive descent clearance from ATC.
................LEAVING THE CRUISING LEVEL FOR ARRIVAL

PF............Select assigned altitude on AFCS control panel.
PF............Engage VS or IAS mode.
PF............Use PTW and PLs as required for descent. Accelerate (if necessary) and maintain the
appropriate descent speed.
Note: Recommended descent speed is 230 kt.
PF............Request: "SEAT BELTS ON".

PNF .........Select SEAT BELTS sw ON.
................PASSING FL 100 OR ALT 10 000 ft

PNF .........Call out "FLIGHT LEVEL ONE HUNDRED".
PF............Request "LIGHTS ON".
PNF .........Select LANDING LTS and WING LTS ON.
PNF .........Check cabin altitude and differential pressure are decreasing on schedule.
PNF .........Read lights illuminated blue in the memo panel e.g. "MEMO PANEL - NO SMOKING,
SEAT BELTS ...".
1 ..............Order by PA "CABIN CREW SERVICE CHECK".
ATR 42-500
P1 OK
F.C.O.M. INITIAL APPROACH JAN 07
CM
WHEN CLEARED BELOW TRANSITION LEVEL

PF............Select assigned altitude on AFCS control panel.
PF............Engage VS or IAS mode.
PF............Use PTW and PLs as required for descent. Accelerate (if necessary) and maintain the
appropriate descent speed.
PF............Order e.g. "ALTIMETERS NINE NINE ONE".
PF............Set QNH on ALTM (and STBY ALTM if CM1 is PF).
PNF .........Set QNH on ALTM (and STBY ALTM if CM1 is PNF).
PNF .........Report e.g. "ALTIMETERS NINE NINE ONE".
PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g. "SEVEN THOUSAND ONE
HUNDRED FEET".
tolerances, or report ("MINUS/PLUS ..... ) if not.
PF............Order "APPROACH CHECK LIST".
PNF .........Read the check list and report "APPROACH CHECK LIST COMPLETED", when the
Note: If cruising altitude is below transition level, PF will request APPROACH CHECK
LIST, when vacating cruising altitude and/or after DESCENT PROCEDURE is
completed.
WHEN AVAILABLE
1 ..............Receive Cabin Crew report.
Note: The cabin crew report should be received before commencing final approach.
ATR 42-500
P1 OK
F.C.O.M. ILS APPROACH JAN 07
CM
Note: When conducting ILS CAT II approach, pilot flying must be always CM1.
APPROXIMATELY 10 NM BEFORE INTERCEPTING FINAL TRACK

PF............Tune ILS frequency on PF’s NAV and call out e.g. "ILS ON MY SIDE".
PF............Check/set HDG bug on aircraft present heading. Select/check HDG mode, HI BANK on
AFCS.
PF............Select V/L source and ARC mode on EFIS control panel.
PF............Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar
is going to be used, on PF decision one CM will select TERR, the other one will select
RDR.
PF............Check/set approach course on CRS selector.
PF............Select bearing selectors on EFIS control panel, as required.
PNF .........Check ILS identification of the PF’s tuned frequency and report: "ILS IDENTIFIED".
HEADING TO INTERCEPT LOC AND CLEARED FOR ILS APPROACH

PF............Select APP mode on AFCS and call out "APPROACH MODE".
PF+PNF ..Check white LOC and white GS on EADI.
PNF .........Call out "LOCALIZER, GLIDE SLOPE ARMED".
LOC CAPTURE
PNF .........Verify capture phase and call out "LOCALIZER CAPTURE".
PF............Set HDG selector to RWY heading and call out e.g. "RUNWAY HEADING TWO FOUR
THREE SET".
PNF .........Check HDG bug on EHSI and acknowledge "CHECK".
PF+PNF ..Check position with other means of navigation (e.g. GPS, NDB, VOR).
PF............Order "DUAL ILS".
PNF .........Tune ILS frequency to PNF’S NAV.
PNF .........Select V/L source and ARC mode on EFIS control panel. Select TERR on DSP SEL pb.
Set / check approach course on CRS selector.
PNF .........Select bearing selectors on EFIS control panel, as required.
WHEN GS MOVES
PNF .........Call out "GLIDE SLOPE ALIVE".
WHEN GS INDICATES ONE DOT DEVIATION

PNF .........Call out "GLIDE SLOPE ONE DOT".
ATR 42-500
P2 OK
CM
GS CAPTURE
PNF .........Verify capture phase and call out "GLIDE SLOPE CAPTURE".
PF............Check/set GA altitude on AFCS and call out e.g. "GO AROUND ALTITUDE FOUR
THOUSAND FEET SET".
PNF .........Check GA altitude on ADU and acknowledge "CHECK".
PASSING DECELERATION ALTITUDE

PF+PNF ..Cross-check altitude.
PF............Retard both PLs down to FI and reduce airspeed.
1 ..............Order by PA "CABIN CREW, ARRIVAL POSITION, PLEASE".
PASSING IAS 180 KT [AT43 - 170 KT]

PF............Order "FLAPS FIFTEEN".
PNF .........Check IAS is 180 kt [AT 43 - 170 kt] or less and call out "SPEED CHECK". Select FLAP
lever to 15. Observe the moving on the flaps position indicator and when indicating 15
check EXT flag disappeared. Report "FLAPS FIFTEEN SET".

PF............Order "GEAR DOWN".
PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECK". Select L/G
lever DOWN.
PNF .........Set PWR MGT to TO.
PNF .........Report "GEAR IS DOWN" as soon as the three greens are illuminated.
PNF .........[AT45/72] Check TLU LO SPD light illuminated.
LANDING CLEARANCE
PNF .........Select TAXI &TO LTS ON whenever landing clearance from ATC has been received.
OUTER MARKER
PNF .........Shortly before OM call out "OUTER MARKER" and verify published altitude over OM
e.g. "ALTITUDE TWO THOUSAND FIVE HUNDRED FEET".
PF............Check altitude over OM on BARO ALTM and acknowledge "CHECK" if indication is
within allowable tolerances, or report ("MINUS/PLUS ..... ) if not.
Note: The crew shall take into account the altitude corrections for a low temperature.
ATR 42-500
P3 OK
CM
[AT45] PASSING IAS 160 KT

PF............Order "FLAPS TWENTY FIVE".
PNF .........Check IAS is 160 kt or less and call out "SPEED CHECKED". Select FLAPS lever to 25.
Observe the moving on the flaps position indicator and when indicating 25 check EXT
flag disappeared. Report "FLAPS TWENTY FIVE SET".
PASSING IAS 150 KT

PF............Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"].
PNF .........Check IAS is 150 kt or less and call out "SPEED CHECKED". Select FLAPS lever to 30
[AT45 - 35]. Observe the moving on the flaps position indicator and when indicating 30
[AT45 - 35] check EXT flag disappeared. Report "FLAPS THIRTY SET"
[AT45 - "FLAPS THIRTY FIVE SET"].
PF............[AT72] Order " CONDITION LEVERS EIGHTY SIX", if CLs have not been already set to
86%NP.
PNF .........[AT72] If CLs have not been already set to 86%NP advance CLs smoothly to adjust
86%NP and report "CONDITION LEVERS EIGHTY SIX SET".
PF............[AT43] Order "CONDITION LEVERS MAX RPM".
PNF .........[AT43] Advance CLs smoothly to MAX RPM and report "MAX RPM SET".
PF............Adjust PLs to maintain V APP .
PF............Order "LANDING CHECK LIST".
PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the
checklist is completed.
Note: 1. The LANDING CHECK LIST should be completed at 1000 ft HAT. If these
criteria are not met, consideration shall be given to discontinuing the
approach.
2. CAT I APP - Landing configuration and stabilized flight path with the
speed not exceeding V APP + 20 kt shall be established and the LANDING
CHECK LIST shall be completed not later than 500 ft HAT. If not, go
around shall be initiated. The V APP shall be maintained between 200 ft
HAT and 20 ft HAT.
3. CAT II APP - Landing configuration and stabilized flight path with the
speed not exceeding V APP + 20 kt shall be established and the LANDING
CHECK LIST shall be completed not later than 1000 ft RA. If not,
go around shall be initiated. The V APP shall be maintained between 500 ft
RA and 20 ft RA.
ATR 42-500
P4 OK
CM
[ ILS CAT I ]
PASSING 1 000 FT HAT (if at least 100 feet above DA)

Meeting OM-A stabilized approach criteria?
YES
PNF .......................Call out: “ONE THOUSAND”
PF..........................Acknowledge: “CHECK”
NO
PNF .......................Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation
(e.g. “FLAPS”, SPEED”, “CHECK LIST” …)
PF..........................Call out: “CHECK”
PASSING 500 FT HAT (if at least 100 feet above DA)

YES
PNF .......................Call out: “FIVE HUNDRED, STABILIZED”
PF..........................Acknowledge: “CHECK”
NO
PNF .......................Call out: “FIVE HUNDRED, NOT STABILIZED”
PF..........................Initiate GA procedure (see part 2.03.22)
PASSING DA + 100 FT
PNF .........Verify BARO ALTM and call out “APPROACHING MINIMUM”.
PF............Monitor outside visual references (head up/head down scanning).
AT DA
PNF .........Verify BARO ALTM and call out “MINIMUM”.
PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for
landing. Call out a decision to continue for landing or to go around, as appropriate.
ATR 42-500
P5 OK
CM
[ ILS CAT II ]
PASSING 1 000 FT RA
YES
PNF .........Check CAT II and DUAL CPL on ADU and call out: “ONE THOUSAND, CAT TWO,
DUAL COUPLING”.
PF............Verify and acknowledge “CHECK”.
PNF .........Select FD BARS SW to OFF.
NO
PNF .........Call out “ONE THOUSAND, NOT STABILIZED” and announce deviation
PF............Initiate GA procedure (see part 2.03.22)]
500 FT RA
YES
PNF .........Call out: “FIVE HUNDRED, STABILIZED”
PF............Acknowledge: “CHECK”
NO
PNF .........Call out: “FIVE HUNDRED, NOT STABILIZED”
PF............Initiate GA procedure (see part 2.03.22)
PASSING DH + 100 FT
PNF .........Verify RA and call out “APPROACHING MINIMUM”.
AT DH
PNF .........Verify RA and call out “MINIMUM”.
landing. Call out a decision to continue for landing or to go around, as appropriate.
ATR 42-500
P1 OK
F.C.O.M. VOR/LOC/BC APPROACH JAN 07
CM

PF............Tune LOC/VOR (as appropriate) frequency on PF’s NAV and call out e.g. "VOR ON MY
SIDE".
Note: Tune other required / available navigation aids, if appropriate.
PF............Check/set HDG bug on aircraft present heading. Select/check HDG mode, HI BANK on
AFCS.
PF............Select V/L source and ARC mode on EFIS control panel.
PF............Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar is
going to be used, on PF’s decision on CM will select TERR, the other one will select RDR.
PF............Check/set approach course on CRS selector (front course for BC approach).
PF............Select bearing selectors on EFIS control panel as required.
PF............Select bearing selectors on RMI as required.
PNF .........Check identification of the PF’s tuned frequency and report e.g. "VOR IDENTIFIED".
MAINTAINING INTERMEDIATE APPROACH ALTITUDE [ALT HOLD MODE]

PF............Set MDA on AFCS and call out e.g. "MDA ONE THOUSAND FEET SET".
PNF .........Check MDA on ADU and acknowledge "CHECK".
HEADING TO INTERCEPT FINAL TRACK AND CLEARED FOR APPROACH

PF............Select NAV/BC (as appropriate) mode on AFCS and call out e.g. "NAV MODE".
PF+PNF ..Check white LOC/VOR/BC (as appropriate) on EADI.
PNF .........Call out e.g. "VOR ARMED".
LOC/VOR/BC CAPTURE
PNF .........Verify capture phase, call out e.g. "VOR CAPTURE" and check position with other means
of navigation (e.g. GPS, NDB, VOR).
PF............Set HDG selector to RWY heading and call out e.g. "RUNWAY HEADING TWO FOUR
THREE SET".
PNF .........Check HDG bug on EHSI and acknowledge "CHECK".
PNF .........Monitor flight path along the final track and call out deviations.
PNF .........Maintain RNAV source (VOR/LOC source may be selected for LOC/BC approach) and
MAP mode on EFIS control panel. Select TERR on DSP SEL pb.
PNF .........Select bearing selectors on RMI as required.
INTERMEDIATE APPROACH
PF............Retard both PLs to reduce airspeed.
ATR 42-500
P2 OK
CM

PNF .........Check IAS is 180 kt [AT 43 - 170 kt] or less and call out "SPEED CHECKED". Select FLAP

PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECKED". Select L/G
lever DOWN.
[AT 45] PASSING IAS 160 KT

PNF .........Check IAS is 160 kt or less and call out "SPEED CHECKED". Select FLAP lever to 25.
Observe the moving on the flaps position indicator and when indicating 25 check EXT flag
disappeared. Report "FLAPS TWENTY FIVE SET".
PASSING IAS 150 KT

PNF .........Check IAS is 150 kt or less and call out "SPEED CHECKED". Select FLAP lever to 30
[AT45 - 35] check EXT flag disappeared. Report "FLAPS THIRTY SET" [AT45 - "FLAPS
THIRTY FIVE SET"].
PF............[AT72] Order "CONDITION LEVERS EIGHTY SIX", if CLs have not been already set to
86%NP.
PNF .........[AT43] Advance CLs smoothly to MAX RPM and report "CONDITION LEVERS MAX RPM
SET".
PF............Adjust PLs to maintain speed not exceeding V APP + 20 kt.
PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the checklist
is completed.
ATR 42-500
P3 OK
CM
PASSING FAF
PNF .........When passing FAF call out "FINAL APPROACH FIX".
PF............Select VS mode and set appropriate rate of descent by PTW.
PF............Retard PLs to maintain speed not exceeding V APP + 20 kt.
IF THERE IS STEP DOWN FIX ON FINAL APPROACH

PF...................Call out: e.g. "DESCENDING TWO THOUSAND FIVE HUNDRED FEET
TO DISTANCE FIVE MILES, VERTICAL SPEED MINUS SEVEN HUNDRED".
PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge
"CHECK".
100 FT ABOVE STEP DOWN FIX ALTITUDE

PNF ................Call out: e.g. "REACHING TWO THOUSAND FIVE HUNDRED FEET".
REACHING ALTITUDE LIMIT BEFORE PASSING STEP DOWN FIX

PF...................Select ALT mode and announce "ALTITUDE".
PF...................Advance PLs to maintain speed at least V APP .
PF+PNF .........Check green ALT on EADI.
PASSING STEP DOWN FIX

PNF ................Call out: e.g. "DISTANCE FIVE MILES".
WHEN THERE IS NO FURTHER STEP DOWN FIX ON FINAL APPROACH

PF...................Call out e.g. "DESCENDING MDA ONE THOUSAND SIX HUNDRED FEET,
VERTICAL SPEED MINUS SEVEN HUNDRED".
PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge
"CHECK".
PNF ................Perform altitude checks during descent.
PF...................Adjust rate of descent by PTW, if necessary, to maintain approach slope.
ATR 42-500
P4 OK
CM
LANDING CLEARANCE
PNF .........Select TAXI &TO LTS ON whenever landing clearance from ATC has been received.
PASSING 1000 FT HAT (if at least 100 feet above MDA)

YES
PNF .......................... Call out: “ONE THOUSAND, STABILIZED”
PF............................. Acknowledge: “CHECK”
NO
PNF .......................... Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation
PF............................. Call out: “CHECK”

YES
PNF .......................... Call out: “FIVE HUNDRED, STABILIZED”
PF............................. Acknowledge: “CHECK”.
NO
PNF .......................... Call out: “FIVE HUNDRED, NOT STABILIZED”
PF............................. Initiate GA procedure (see part 2.03.22)
PASSING MDA + 100 FT

PNF .........Verify BARO ALTM and call out “APPROACHING MINIMUM”.
landing.
ATR 42-500
P5 OK
CM
AT MDA
PNF .........Call out: “MINIMUM”
CONTINUE FOR LANDING

PF...................Call out "LANDING".
PF...................Press AP disconnect pb twice and call out "STAND BY MODE".
PNF ................Set GA altitude on ADU and announce e.g. "GO AROUND ALTITUDE FOUR
THOUSAND FEET SET".
PF...................Check GA altitude on ADU and announce "CHECK".
MAINTAINING MDA
PF...................Advance PL to maintain V APP .
PNF ................Announce "ATLITUDE HOLD".
Set GA altitude on ADU and announce e.g. "GO AROUND ALTITUDE FOUR
THOUSAND FEET SET".
PF...................Check GA altitude on ADU and announce "CHECK".
PF...................Scanning HU.
PNF ................Scanning HD/U.
PASSING MAPt
PNF .........Announce "MISSED APPROACH POINT".
Note: 1. Stabilised landing configuration should be achieved before passing final

approach fix. Setting of landing configuration may be delayed on commander
decision.
2. The LANDING CHECK LIST should be completed before passing OM,
or 1000 ft HAT. If these criteria are not met, consideration shall be given
to discontinuing the approach.
3. Landing configuration and stabilised flight path with the speed not
exceeding V APP + 20 kt must be established and the LANDING CHECK LIST
shall be completed not later than 500 ft HAT. If not, go around shall be initiated.
The V APP shall be maintained between 200 ft and 20 ft HAT.
ATR 42-500
P1 OK
F.C.O.M. NDB APPROACH JAN 07
CM

PF............Tune NDB frequency on ADF control box and call out e.g. "NDB ON MY SIDE".
Note: Tune other required / available navigation aids, if appropriate.
PF............Check/set HDG bug on aircraft present heading. Select / check HDG mode, HI BANK
on AFCS.
PF............Select RNAV source with final track on EFIS control panel.
PF............Unless radar is expected to be used for approach select TERR on DSP SEL pb. If radar
is going to be used, on PF’s decision on CM will select TERR, the other one will select
RDR.
PF............Select both bearing selectors on RMI to ADF
PNF .........Check identification of the PF’s tuned frequency and report e.g. "NDB IDENTIFIED".
MAINTAINING INTERMEDIATE APPROACH ALTITUDE [ALT HOLD MODE]

PF............Set MDA on AFCS and call out e.g. "MDA ONE THOUSAND FEET SET".
PNF .........Check MDA on ADU and acknowledge: "CHECK".
HEADING TO INTERCEPT FINAL TRACK AND CLEARED FOR APPROACH

PF............Intercept final track by selecting appropriate heading with HDG mode on AFCS and call
out e.g. "FINAL TRACK".
PNF .........Check intercepting final track and report e.g. "CHECK".
PNF .........Monitor flight path along the final track and call out deviations.
PNF .........Maintain RNAV source and OBS or MAP mode on EFIS control panel. Select TERR on
DSP SEL pb.
PNF .........Select both bearing selectors on RMI to ADF
INTERMEDIATE APPROACH
PF............Retard both PLs to reduce airspeed.

PNF .........Check IAS is 180 kt [AT 43 - 170 kt] or less and call out "SPEED CHECK". Select FLAP
ATR 42-500
P2 OK
CM

PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECK". Select L/G
lever DOWN.
[AT 45] PASSING IAS 160 KT

PNF .........Check IAS is 160 kt or less and call out "SPEED CHECK". Select FLAP lever to 25.
Observe the moving on the flaps position indicator and when indicating 25 check EXT
flag disappeared. Report "FLAPS TWENTY FIVE SET".
PASSING IAS 150 KT

PNF .........Check IAS is 150 kt or less and call out "SPEED CHECK". Select FLAP lever to 30
[AT45 - 35] check EXT flag disappeared. Report "FLAPS THIRTY SET" [AT45 -
"FLAPS THIRTY FIVE SET"].
PF............[AT72] Order "CONDITION LEVERS EIGHTY SIX", if CLs have not been already set to
86%NP.
PNF .........[AT43] Advance CLs smoothly to MAX RPM and report "CONDITION LEVERS MAX
RPM SET".
PF............Adjust PLs to maintain speed not exceeding V APP + 20 kt.
PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the
checklist is completed.
PASSING FAF
PNF .........When passing FAF call out "FINAL APPROACH FIX".
PF............Select VS mode and set appropriate rate of descent by PTW.
PF............Retard PLs to maintain speed not exceeding V APP + 20 kt.
PF............Maintain final track by selecting appropriate heading with HDG mode on AFCS.
ATR 42-500
P3 OK
CM
IF THERE IS STEP DOWN FIX ON FINAL APPROACH

PF...................Call out e.g. "DESCENDING TWO THOUSAND FIVE HUNDRED FEET TO
DISTANCE FIVE MILES, VERTICAL SPEED MINUS SEVEN HUNDRED".
PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge:
"CHECK".
100 FT ABOVE STEP DOWN FIX ALTITUDE

PNF ................Call out e.g. "REACHING TWO THOUSAND FIVE HUNDRED FEET".
REACHING ALTITUDE LIMIT BEFORE PASSING STEP DOWN FIX

PF...................Select ALT mode and announce "ALTITUDE".
PF...................Advance PLs to maintain speed at least V APP .
PASSING STEP DOWN FIX

PNF ................Call out: e.g. "DISTANCE FIVE MILES".
IF THERE IS NO FURTHER STEP DOWN FIX ON FINAL APPROACH

PF...................Call out e.g. "DESCENDING MDA ONE THOUSAND SIX HUNDRED FEET,
VERTICAL SPEED MINUS SEVEN HUNDRED".
PNF ................Check altitude on approach chart and rate of descent on ADU and acknowledge:
"CHECK".
PNF ................Perform altitude checks during descent.
PF...................Adjust rate of descent by PTW, if necessary, to maintain approach slope.
LANDING CLEARANCE
PNF .........Select TAXI & T/O LTS ON whenever landing clearance from ATC is being received.
ATR 42-500
P4 OK
CM
PASSING 1 000 FT HAT (if at least 100 feet above MDA)

YES
PNF .......................... Call out: “ONE THOUSAND, STABILIZED”
NO
PNF .......................... Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation

YES
PNF .......................... Call out: “FIVE HUNDRED, STABILIZED”
NO
PNF .......................... Call out: “FIVE HUNDRED, NOT STABILIZED”
PF............................. Initiate GA procedure (see part 2.03.22)
PASSING MDA + 100 FT

PNF .........Check BARO ALTM and call out "APPROACHING MINIMUM".
landing.
ATR 42-500
P5 OK
CM
AT MDA
PNF .........Call out: “MINIMUM”
CONTINUE LANDING
PF............Call out: "LANDING".
PF............Press AP disconnect pb twice and call out: "STAND BY MODE".
PNF .........Set STBY mode, select RWY heading and GA altitude on ADU and call out e.g.:
"RUNWAY HEADING TWO FOUR THREE SET, GO AROUND ALTITUDE
FOUR THOUSAND FEET SET".
PF............Check GA altitude on ADU and selected RWY heading and announce: "CHECK".
MAINTAINING MDA
PF+PNF ..Check green ALT on EADI.
PF............Advance PL to maintain V APP .
PNF .........Announce: "ATLITUDE HOLD". Set GA altitude on ADU and announce e.g. "GO
AROUND ALTITUDE FOUR THOUSAND FEET SET".
PF............Check GA altitude on ADU and announce "CHECK".
PF............Scanning HU.
PNF .........Scanning HD/U.
PASSING MAPt
PNF .........Announce "MISSED APPROACH POINT"
Note: 1. Stabilised landing configuration shall be achieved before passing final
approach fix. Setting of landing configuration may be delayed on commander
decision.
2. The LANDING CHECK LIST should be completed before passing OM,
or 1000 ft HAT. If these criteria are not met, consideration shall be given
to discontinuing the approach.
3. Landing configuration and stabilised flight path with the speed not
exceeding V APP + 20 kt shall be established and the LANDING CHECK LIST
shall be completed not later than 500 ft HAT. If not, go around shall be
initiated. The V APP shall be maintained between 200 ft and 20 ft HAT.
ATR 42-500
P1 OK
F.C.O.M. GO AROUND JAN 07
CM
GO AROUND INITIATE
PF Announce "GO AROUND, FLAPS FIFTEEN" [AT45 - "FLAPS TWENTY FIVE"]
PF SIMULTANEOUSLY: - Depress GO AROUND pbs on PLs
- Advance PLs to ramp [AT43 - toward white band]
- Rotate to GO AROUND pitch attitude
- Follow FD bars and cancel AP Disconnect Alarm
- Accelerate to or maintain V GA .
PNF Select FLAP lever to 15 [AT45 - 25].
PNF Check 100%NP and GA TQ, adjust if necessary and call out "POWER SET".
PNF Check GA mode on ADU or depress GO AROUND pbs on PLs and call out "GO AROUND
MODE".

PNF When positive rate of climb is achieved call out "POSITIVE CLIMB".
PF Order "GEAR UP, HEADING, LOW BANK, IAS". Accelerate, if necessary, and maintain
V GA or higher speed until passing acceleration altitude.
PNF Select L/G lever UP and select HDG, LO BANK, IAS on AFCS. Set IAS to V GA .
PF Follow the FD bars. Do not exceed 15 degrees pitch angle.
PNF Check/set GA altitude on ADU/AFCS and call out e.g. "GO AROUND ALTITUDE FOUR
THOUSAND FEET SET".
PF Check GA altitude on ADU and acknowledge "CHECK".
PNF [ILS CAT II APP] Set right side FD BARS SW to FD BARS.
PNF Report "FLAPS FIFTEEN SET" [AT45 - "FLAPS TWENTY FIVE SET"] when indicated.
PNF Check lights on L/G position indicator extinguished and report "GEAR IS UP".
PNF Monitor pitch attitude, bank attitude, speed, flight path, engine parameters.
AT 400 FT RA OR ABOVE
PNF Call out " FOUR HUNDRED".
ATR 42-500
P2 OK
CM
PASSING ACCELERATION ALTITUDE (MIN 800 ft AGL)
PF............Order "CLIMB SEQUENCE".
PNF .........Retard PLs to notch [AT43 - 4° to 5° PLA below white band].
PNF .........Adjust the standard climb speed on AFCS: 170 kt [AT43/45 - 160 kt] or V mHB 0 (for the
appropriate flight conditions) whichever is higher.
PF............Progressively accelerate to the standard climb speed. Maintain positive rate of climb during
acceleration.
PNF .........Set PWR MGT to CLB.
PNF .........[AT43/72] Retard CLs to 86% NP.
[AT45] Check both CLs in AUTO and 82% NP.
PNF .........Select or check both BLEED VALVES ON.
PNF .........[AT43/72] Set ENG START rotary selector OFF or CONT RELIGHT, as required.
PNF .........Select TAXI & TO LTS OFF.
PNF .........[AT45/72] Check that actual TQ matches climb TQ, adjust if necessary.
[AT43] Adjust both PLs to match FDAU bugs.
PNF .........Set manual TQ targets to the maximum climb torque ([AT72 - 101,2%], [AT43 - 85,7%],
[AT45 – 109,8%]). Check FDAU bugs.
[AT45] PASSING WHITE BUG ( normal cond. - V mLB0 / icing cond. - V mLB15 )
PNF .........Call out "WHITE BUG"
PNF .........Check the speed on ASI and select FLAPS lever to 15. Observe the moving of the flaps
position indicator and when indicating 15 report "FLAPS FIFTEEN SET".
NORMAL CONDITIONS:
PF Order "FLAPS ZERO"
PNF Select FLAPS lever to 0. Observe moving of the flaps position indicator and when indicating
0 report "FLAPS ZERO SET".
ICING CONDITIONS:
PASSING RED BUG (V mLB0 )
PNF .........Call out "RED BUG"
PF............Check the speed on ASI above V mLB 0 .
PF............Order "FLAPS ZERO".
PNF ........Select FLAP lever to 0. Observe the moving on the flaps position indicator and when
indicating 0 report "FLAPS ZERO SET".
ATR 42-500
P3 OK
CM
STABILISED CLIMB SPEED

PF............When the speed on ASI is equal to the standard climb speed order "ENGAGE
AUTOPILOT".
PNF .........Switch on AP pb on AFCS control panel, read AP ENG on EADI and report "AUTOPILOT
ENGAGED".
PF+PNF ..Set internal bug on ASI to the value of the standard climb speed.
Note: It is recommended to contact ATC when climb sequence is completed and autopilot
engaged, unless otherwise instructed by ATC.
REACHING ASSIGNED ALTITUDE (WHEN BELOW TRANSITION ALTITUDE)

PNF .........Verify capture phase on EADI and call out "ALTITUDE CAPTURE".
PF............Acknowledge "CHECK".
PNF .........Check ALT hold phase on EADI and call out "ALTITUDE HOLD".
PNF .........Check altimeter indication and call out e.g. " FOUR THOUSAND FEET".
PF............Acknowledge "CHECK".
PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED" when the
PASSING TRANSITION ALTITUDE (WHEN BELOW ASSIGNED ALTITUDE)

PNF .........Call out "TRANSITION ALTITUDE".
PF............Order "ALTIMETERS ONE ZERO ONE THREE"
PF............Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PF)
PNF .........Set 1013,25 hPa on ALTM (and STBY ALTM if CM1 is PNF)
PNF .........Report "ALTIMETERS ONE ZERO ONE THREE"
PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g. " FIVE THOUSAND ONE
HUNDRED FEET".
tolerances, or report ("MINUS/PLUS ..... ) if not.
PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED", when
ATR 42-500
P1 OK
F.C.O.M. LANDING JAN 07
CM
CONTINUE FOR LANDING

PF............[ILS approach] Call out "LANDING".
PF............[ILS approach] Press AP disconnect pb twice.
PNF .........Check flight parameters.
PNF .........Call out RA "HUNDRED", "EIGHTY", "FIFTY", "TWENTY", "TEN".
PF............Maintain standard final approach slope and final V APP until 20 ft is called on radioaltimeter.
PF............At 20 ft reduce smoothly to FI and flare visually as required.
PNF .........Check IDLE GATE automatic retraction at touchdown.
PF............When touching down control the nose wheel impact and act on the PLs triggers to select
GI.
Note: In case of loss of the directional controllability during landing, CM1 must take over
control of the aircraft, report "MY STEERING" or "MY CONTROLS" and regain
directional control primarily using the rudder pedals, reduce reverse power to reach
GI (if reverse selected) to increase rudder authority, release brakes (if brakes used)
and use asymmetrical braking if necessary – then use nose wheel steering.
PNF .........Check both LOW PITCH lights illuminated and call out "BOTH LOW PITCH".
PF............Use reverse as necessary.
CAUTION: Both LO PITCH lights must be illuminated before reverse application. If an

unexpected dissymmetry occurs when reverses are selected, advance PLs to
GI.
Note: 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.
PF............Use normal brakes as required.
PASSING 70 KT
PNF .........Call out "SEVENTY".
1 ..............Take NWS control and both PLs and report "MY STEERING".
2 ..............Take over / hold the control wheel with deflection into the wind, if necessary, and
apply slight forward pressure.
1 ..............Decelerate to a proper taxi speed.
ATR 42-500
P1 OK
F.C.O.M. AFTER LANDING JAN 07
CM
WHEN THE AIRCRAFT REACHES TAXI SPEED

1 ..............Order "FLAPS ZERO".
2 ..............Move FLAPS control lever to 0.
2 ..............Engage GUST LOCK and lock flight controls.
2 ..............Check both control columns locked.
2 ..............Check flaps position IND shows 0.
2 ..............Start timing for engine cooling period.
Note: Keep engines running at least three minutes or up to entering the stand, whichever
is earlier, at GI power (CL between MAX and MIN RPM) before shut down to assist
in reducing residual heat build up in the engine and nacelle.
WHEN THE AIRCRAFT VACATES THE RUNWAY

2 ..............Receive taxi clearance from ATC.
1 ..............Taxi according to the taxi clearance. Control nose wheel steering tiller. Maintain a proper
taxi speed, advance PLs or use normal brakes/reverse, if necessary.
2 ..............Monitor taxi routing.
2 ..............Select or check WX RADAR STBY.
2 ..............Set PROBE and WINDSHIELD HTG OFF.
2 ..............Set or check ANTI ICING and DE ICING OFF.
2 ..............[AT43/72] Set ENG START rotary selector OFF - START ABORT.
2 ..............Select STROBE and LANDING LTS OFF
2 ..............Select STBY and RESET on AFCS if necessary.
2 ..............Extinguish ICING AOA light if illuminates.
2 ..............Record landing time.
1 ..............Order "AFTER LANDING CHECK LIST".
2 ..............Read the check list and report "AFTER LANDING CHECK LIST COMPLETED" when the
IF ENGINE TEST IS REQUIRED (if daily check is required)

Note: Commencing engine test by ENG 2 is recommended.
2 ..............Condition: - [AT43/72] Both CLs between MAX and MIN RPM
- [AT45] Both CLs AUTO
- Both PLs at GI
- ATPCS pb depressed. OFF extinguished.
- PWR MGT on TO position
ATR 42-500
P2 OK
F.C.O.M. AFTER LANDING JAN 07
CM
2 ..............ARM position: - check ARM light illuminates green and call out "ARM"
- Torque indications increase
- NP and NH indications decrease
ENG position: - Selected engine torque decreases below 21% [AT45 - 18%]
- Opposite engine:
x torque does not change
x UP TRIM light illuminates, call out "UP TRIM"
x [AT45] appropriate BLEED FAULT light illuminates
x NP and NH increase slightly
- 2,15 seconds later:
x concerned propeller is automatically feathered, NP below 20%, call out
"AUTOFEATHER"
x release ATPCS TEST rotary selector
x ARM green light extinguishes
CAUTION: - When performing ENG TEST while taxiing, be aware that ACW may be
temporarily lost and consequently, both main hydraulic pumps, as well.
- If braking is required during test it will be performed using EMER handle as
required.
- Do not perform ENG TEST while taxiing if DC HYD pump is inoperative.
Note: If test must be repeated, wait 10 minutes before setting ATPCS rotary selector in
ENG position in order not to damage feathering pump (winding heating).
1 ..............Request "CONDITION LEVER ONE FEATHER THEN FUEL SHUT OFF".

2 ..............Select ENG 1 bleed OFF. Check OFF light illuminates.
2 ..............Select engine 1 CL to FTR, on NP indicator check propeller is feathered, maintain feather
position for 20 sec then FUEL SO. (Required for oil capacity check.)
2 ..............Select ENG 1 fuel PUMP OFF when NH drops below 10%. Check OFF light illuminates.
2 ..............Record engine 1 shut down time.
Note: Both engines taxi shall be performed if any of the following conditions is met:
- if a sharp turn into parking position is required;
- taxiing on slippery aprons or taxiways is expected;
- BA 3 or worse are reported.
ATR 42-500
P1 OK
F.C.O.M. PARKING JAN 07
CM
ENTERING PARKING POSITION

1 ..............Check left side clear, report: "LEFT SIDE CLEAR".
1 ..............Select TAXI & TO LTS OFF.
AT PARKING POSITION
1 ..............Use normal brakes to stop the aircraft. When aircraft is stopped, set parking brake handle
to PARK and check brake pressure. Give the brake set signal to the ground crew.
1 ..............Select engine 2 CL to FTR. Maintain feather position for 20 sec before selecting FUEL
S / O (required for oil capacity check).
1 ..............Check READY light illuminates on PROP BRAKE and call out "READY".
1 ..............Switch PROP BRAKE ON and call out "PROP BRAKE ON".
1 ..............Check UNLK light illuminates and call out "UNLOCK".
1 ..............Check UNLK light extinguishes and prop brake blue lights illuminate both on prop brake
control panel and on memo panel and call out "PROPELLER BRAKE SET"
1 ..............Select BEACON and WING LTS OFF.
1 ..............Select SEAT BELTS sw OFF.
1 ..............Receive chocks setting signal from the ground crew.
2 ..............Select WX RADAR OFF.
2 ..............Set XPDR STBY.
2 ..............Set TCAS STBY.
2 ..............Reset roll and yaw trims to 0 and pitch to 1° UP [AT43/45 - 0°]
1 ..............Order "PARKING CHECK LIST".
2 ..............Read the check list and report "PARKING CHECK LIST COMPLETED" when the check
list is completed.
2 ..............Record arrival block time and engine 2 shut down time.
ATR 42-500
P2 OK
F.C.O.M. PARKING JAN 07
CM
DC EXTERNAL POWER AVAILABLE

1 ..............Check AVAIL light illuminated and GPU voltage on LH maintenance panel in green sector.
1 ..............Select ENG 2 bleed OFF. Check OFF light illuminates.
1 ..............Select EMER EXT LTS sw to DISARM.
1 ..............Switch EXT PWR pb ON.
1 ..............Select engine 2 CL to FUEL SO.
Note: Keep FEATHER position 20 seconds before selecting FUEL / SO (required for oil
capacity check by maintenance).
1 ..............Select ENG 2 fuel PUMP OFF when NH drops below 10%. Check OFF light illuminates.
2 ..............Note amount of fuel used (both engines) and reset a FU counter.
IF DAILY CHECK IS REQUIRED

1 ..............- 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.
ATR 42-500
P1 OK
F.C.O.M. LEAVING THE AIRCRAFT JAN 07
CL 2 .............................................................................................................................. FUEL SO
OXYGEN MAIN SUPPLY ...................................................................................................... OFF
EMER EXIT LTS ............................................................................................................. DISARM
EXTERNAL LTS .................................................................................................................... OFF
FUEL PUMPS ........................................................................................................................ OFF
COM, NAV ............................................................................................................................. OFF
EFIS ....................................................................................................................................... OFF
BATTERY .................................................................................................................. As required
ATR 42-500
P1 OK
F.C.O.M. EXTERIOR LIGHTS JAN 07
Switch
Conditions Type of light position Set by
During cockpit preparation NAV LT ON CM1/2
Before push back / engines start BEACON ON CM1
WING LT
Before taxi out TAXI&TO LT ON CM1
When the aircraft is stopped during taxi TAXI&TO LT OFF CM1
When entering the runway in use STROBE LT ON CM1
When take-off clearance is received LAND LT L+R ON CM1
During "Climb sequence" TAXI&TO LT OFF PNF
When passing FL 100 during climb LAND LT L+R OFF PNF
WING LT
When passing FL 100 during descent LAND LT L+R ON PNF
WING LT
When landing clearance is received TAXI&TO LT ON PNF
When vacating the runway STROBE LT OFF CM2
LAND LT L+R
At the stand or if ground handling staff could be
TAXI&TO LT OFF CM1
blinded during taxi to the stand
When parked and engines are shut down BEACON OFF CM1
WING LT
Before leaving the aircraft NAV LT OFF CM1/2
Note: 1) During night switch on the LOGO LT together with NAV LT.
2) Any exterior light which could blind the flight crew or which could obstruct sufficient
cockpit view should be switched off at any time during the flight.
ATR 42-500
P1 OK
F.C.O.M. CHECKLISTS JAN 07
NORMAL PROCEDURES AND CHECK LISTS
CHECK LIST PRESENTATION

General
This chapter provides expanded information related to the normal procedures and on the use of
Normal check lists. They have been developed by CSA to suite the Company’s operation and route
network.
The normal procedures and Normal check lists are presented for each phase of flight in separate
articles hereafter. Each article is divided into two parts. Part "Flow Pattern" presents expanded
normal procedures, which must be accomplished before check list reading. Part "Check List"
presents the explanation and expanded information for each item in the check list together with the
proper response.
Note: All items and responses in sections "Check List" must be read exactly as written in the
following chapters. However on the hard copy of the Normal check list some items may be
written in abbreviations.
Check List Structure

The following abbreviations are used to identify the crew member responsible for the appropriate
check list response:
CM1 - the crew member in the left hand seat (designated 1 on C/L)
CM2 - the crew member in the right hand seat (designated 2 on C/L)
PF - pilot flying (designated F on C/L)
PNF - pilot non flying (designated N on C/L)
Task Sharing
For all procedures, the general task sharing stated bellow is applicable.
PF - pilot flying is responsible for:

x PL
x flight path and airspeed control
x aircraft configuration
x navigation
PNF - pilot non flying is responsible for:
x check list reading
x configuration setting and execution of required actions on PF’s request
x actions on OVHD panel
x CL
x communication, weather monitoring and navigation record keeping
The AFCS is always coupled to the PF side (CPL selection).
ATR 42-500
P2 OK
Check List Philosophy

Normal procedures are divided into flight phases. After completion of a given, the related Normal
check list must be performed to verify that the procedure is accomplished properly. The Normal
check list only includes the items that may have direct impact on safety and efficiency in case of
not being correctly accomplished. The Commander is responsible for ensuring each Normal check
list is accomplished at the proper time. The crew shall carry out the appropriate check list in
a challenge and response manner.
Check List Initiation and Reading

During ground operations the CM1 calls for a check list and the CM2 reads it. While airborne the
PF calls for a check list and the PNF reads it. Reading of the check list from the hard copy is
mandatory. It is not permissible to recite check lists from memory at any time.
The crew member reading the check list begins with the check list title and then reads the check
list items. The check list should be read slowly, loud enough and in a clear manner. The
appropriate crew member responds to the challenge. When all items of the check list are
completed and proper responses received the crew member reading the check list shall announce
the check list completion by repeating its title and the word COMPLETED.
Example: CM1 orders: "BEFORE TAKE OFF CHECK LIST"

CM2: "BEFORE TAKE OFF CHECK LIST"
CM2 performs the C/L.
CM2: "BEFORE TAKE OFF CHECK LIST COMPLETED"
The items prefixed "1/2" require responses from one of crew members. In these cases, the crew
member performing the item replies.
The items prefixed "1+2" require responses from both crew members. In these cases, the crew
member non reading the check list replies first, followed by a reply of the crew member reading the
check list.
The crew member shall respond to the challenge only after having checked the current
configuration or setting. If the configuration or setting is not in accordance with the required check
list response, the corrective action must be done before the response is given. If a corrective action
is not possible, the response must be modified to reflect the current status.
The other crew member shall visually verify that the current configuration or setting is in
accordance with the response for each item of the check list.
Strict adherence to the check list must be observed at all times. The crew member reading the
check list must not call the next item until the item called is checked and the appropriate response
is given. For some items the response "As required" is indicated on the check list. In these cases
the actual status of the system must be stated.
Check List Interruption

Interruption to the check list increases the possibility of items being missed, which in turn may
create hazards to flight operations. Any check list, which is interrupted before completion, should
be started again from the beginning rather than at the place where the interruption took place.
ATR 42-500
P3 OK
FINAL COCKPIT PREPARATION C/L

Flow Pattern
Both preliminary cockpit preparation and cockpit preparation, which consists of system preparation
and final cockpit preparation, have been completed.
CM1 requests: "FINAL COCKPIT PREPARATION CHECK LIST"
CM2 reads the C/L.
Check List
1+2 COCKPIT PREPARATION ............................................ COMPLETE
Self explanatory.
CM1: "COMPLETE"
CM2: "COMPLETE"
1+2 MOBILE PHONE ........................................................................ OFF
Self explanatory.
CM1: "OFF"
CM2: "OFF"
1/2 GEAR PINS, COVERS ................................................... REMOVED
Exterior inspection has been completed, no damage was found. All gear pins and
covers are removed and gear pins are stowed in the cockpit. The response is given
by the crew member who has performed the inspection.
CM1/CM2: "REMOVED"
1 MEMO PANEL .............................................................................. __
CM1 reads the lights that are illuminated on the memo panel.
CM1: "NO SMOKING, SEAT BELTS, PROPELLER BRAKE, ..."
1 FUEL QUANTITY ...................................................................... __ kg
CM1 reads the sum of fuel quantity from the fuel quantity indicator in kilograms,
compares the value with the required fuel quantity given by OFP and checks that both
fuel tanks are refueled symmetrically.
CM1: "2350 kg"
ATR 42-500
P4 OK
2 RADAR ..................................................................................... STBY
Radar STBY mode is confirmed on EHSI.

CM2: "STAND BY"
1+2 ALTIMETERS ................................................ __, SET, __ ft, CHECK
Each pilot cross-checks the altimeter setting and indication. The difference between
indications must be within the allowable deviation.
Altitude [ft] NORM/NORM [ft] NORM/STBY [ft]

0 55 70
5 000 60 150
10 000 70 200
20 000 100 260
25 000 120 300
CM2: "1002"
CM1: "SET"
CM2: "1160 ft"
CM1: "CHECK"
2 LANDING ELEVATION .............................................................. __ ft
Self explanatory.
CM2: "800 ft"
1+2 COMMUNICATION, NAVIGATION ............................................ SET
Communication and navigation have been set for departure and checked by both
pilots.
CM1: "SET"
CM2: "SET"
2 ENGINE TEST ............................................................ PERFORMED
Self explanatory.
CM2: "PERFORMED"
1 PARKING BRAKE ...................................................................... SET
Brake accumulator pressure is at least 1600 psi and parking brake is set.
CM1: "SET"
ATR 42-500
P5 OK
BEFORE START C/L

Flow Pattern
CM1 CM2
T/O DATA BUGS ................................... SET T/O DATA BUGS ................................... SET
WT ROTARY SELECTOR ............... __ TONS
TRIMS .............................................. 0, 0, __ ATC CLEARANCE ..................... RECEIVED
CHIEF CA REPORT ..................... RECEIVE

DOORS ............................ CHECK CLOSED
COCKPIT DOORS ........... CHECK CLOSED
BEACON ................................................ ON TRANSPONDER .................................... ALT
WING LIGHTS ....................................... ON
BEFORE START C/L ...................... ORDER BEFORE START C/L .................. PERFORM
Check List
1+2 TAKE OFF DATA, BUGS ........................................................... SET
Take-off data (MTOW, TQ, wind limits) have been determined and bugs (speeds,
acceleration altitudes, TQ) are set according to the actual environmental conditions
and loading data. No limitations will be exceeded. Bug setting is cross-checked by
both pilots.
CM1: "SET"
CM2: "SET"
2 WEIGHT ROTARY SELECTOR ........................................................ __TONS
Set minimum weight on the rotary selector, then self explanatory set actual T/O
weight.
CM2: " __ TONS"
1 TRIMS ................................................................................... 0, 0, __
Self explanatory.
CM1: "0, 0, 1,5 UP / DOWN"
[AT72]
1 TAIL PROP ..................................................................... REMOVED
Tail prop removal was acknowledged by chief CA.

CM1: "REMOVED"
1 DOORS ............................................................................... CLOSED
Doors closure was acknowledged by chief CA and all door panel lights are
extinguished.
CM1: "CLOSED"
ATR 42-500
P6 OK
1 COCKPIT DOORS .............................................................. CLOSED
[AT72] Cockpit door locking system switch is in the ON position, cockpit doors are
closed, neither FAULT nor OPEN light illuminates.
[AT43/45] The door separated the forward cargo compartment and the passenger
compartment is closed and locked.
CM1: "CLOSED"
1 BEACON, WING LIGHTS ............................................................ ON
Self explanatory.
CM1: "ON"
2 XPDR .......................................................................................... ALT
Self explanatory.
CM2: "ALTITUDE"
ATR 42-500
P7 OK
AFTER START C/L

Flow Pattern
CM1 releases the propeller brake before taxi.
Engine 1 is started before or during taxi according to CM1’s decision.
If engine 1 is started when aircraft is at the stand, it may be performed by CM1 or CM2.
If engine 1 is started during pushback or taxi, it shall be performed by CM2 at CM1’s command.
CM1 CM2
GPU AC/DC ........ CHECK DISCONNECTED
GND CLEARANCE ....................... RECEIVE
RIGHT SIDE ....................... CHECK CLEAR
PROPELLER BRAKE ................... RELEASE
CL 2 ........................... [AT43/72] MAX RPM
[AT45] .......... AUTO
OVBD VALVE ...................................... AUTO
FLAPS .......................................... SET 15°
ANTI SKID .......................................... TEST
ANTI ICING ................................ As required
HEATING ............................................... ON
CAP ................................................. CHECK
CAP ................................................. CHECK OVHD PANEL .................................. CHECK
OVHD PANEL .................................. CHECK
CHOCKS ....................... CHECK REMOVED
AFTER START C/L ......................... ORDER AFTER START C/L .................... PERFORM
If engine 1 is started at the stand or during pushback, the following items must be added before
C/L request.
LEFT SIDE .......................... CHECK CLEAR
ENGINE 1 START ........................... ORDER
ENGINE 1 ........................................ START
CL 1 ............................... [AT43/72] MAX RPM
[AT45] ....... AUTO
ENG START SELECTOR ...................... OFF
CAP ................................................. CHECK CAP ................................................. CHECK
OVHD PANEL .................................. CHECK OVHD PANEL .................................. CHECK
COCKPIT COM HATCH ................... CLOSE AFCS .................................................... SET
EFIS NAV SOURCE .................. CHECK/SET
ATR 42-500
P8 OK
Check List
1 PROPELLER BRAKE ..................................................... RELEASED
Propeller brake switch is OFF and guarded, UNLOCK light is extinguished. Propeller
brake releasing sequence is completed, which is confirmed by both blue lights being
extinguished.
CM1: "RELEASED"
1 CONDITION LEVER 2 ................................ [AT43/72] ... MAX RPM

[AT45] .............. AUTO
Self explanatory.
[AT43/72] CM1: "MAX RPM"
[AT45] CM1: "AUTO"
2 FLAPS ........................................................................................... 15
Flaps are set for take-off, which is confirmed by the flaps indicator reading and flaps
control lever position.
CM2: "15"
2 ANTI SKID ........................................................................... TESTED
No F light remains illuminated.

CM2: "TESTED"
2 ANTI ICING ..................................................................... As required
Anti icing selection is performed according to the actual environmental conditions.

CM2: "OFF" / "ON" / "PROPELLERS ON, HORNS AND SIDE WINDOWS OFF"
1 OVBD VALVE ........................................................................... AUTO

To ensure proper aircraft pressurization during flight.
CM1: "AUTO"
ATR 42-500
P9 OK
TAXI C/L
Flow Pattern
If engine 1 is started during taxi, it will be started at CM1’s discretion when the aircraft is clear of
parking area, all ground equipment and personnel.
CM1 CM2
ATC CLEARANCE ....................... RECEIVE
ALL CLEAR HAND SIGNAL ......... RECEIVE
TAXI LIGHTS ......................................... ON TIME ............................................. RECORD
LEFT SIDE .......................... CHECK CLEAR RIGHT SIDE ....................... CHECK CLEAR
PARKING BRAKE ........................ RELEASE
NORMAL AND EMER BRAKES ....... CHECK
NORMAL BRAKES ........................... CHECK
When aircraft is clear of parking area, all ground equipment and personnel.
(ENGINE 1 START ......................... ORDER)
(ENGINE 1 ...................................... START)
(CL 1 .............................. [AT43/72] MAX RPM
[AT45] ...... AUTO)
(ENG START SELECTOR .................... OFF)
(CAP .............................................. CHECK) (CAP .............................................. CHECK)
(OVHD PANEL ............................... CHECK) (OVHD PANEL ............................... CHECK)
(COCKPIT COM HATCH ................. CLOSE) (AFCS .................................................. SET)
(EFIS NAV SOURCE ............... CHECK/SET)
FLIGHT INSTRUMENTS .................. CHECK FLIGHT INSTRUMENTS .................. CHECK
T/O BRIEFING .......................... COMPLETE T/O BRIEFING .......................... COMPLETE
TAXI C/L ......................................... ORDER
TAXI C/L .................................... PERFORM
T/O configuration test is a "read and do" item.
Check List
1+2 BRAKES ................................................................................ CHECK
Self explanatory.
CM1: "CHECK"
CM2: "CHECK"
1 CONDITION LEVER 1 ...................................... [AT43/72] ....... MAX

RPM
[AT45] ......... AUTO
Self explanatory.
[AT43/72] CM1: "MAX RPM"
[AT45] CM1: "AUTO"
ATR 42-500
P 10 OK
1 COCKPIT COMMUNICATION HATCH ............................... CLOSED
Self explanatory.
CM1: "CLOSED"
1+2 FLIGHT INSTRUMENTS ....... CHECK, RWY HDG __ SET, CHECK
Both pilots scan their instrument panels including stand-by instruments, check for no
unnecessary flags on instruments, check instruments during turn, compare heading
indications, check that HDG bug is set for RWY HDG and check that EHSIs are in
required mode with proper navigation source selected according to intended means of
navigation during departure.
Unless radar is expected to be used for T/O, select TERR on DSP SEL pb in order to
get terrain awareness during climb out. If radar is going to be used, on PF decision
one CM will select TERR, the other one will select RDR.
CM1: "CHECK"
CM2: "CHECK"
CM2: "RUNWAY HEADING 243 SET"
CM1: "CHECK"
1+2 AFCS ................................................. __ SET,CPL __ SIDE, CHECK
CM2 reads the AFCS setting on ADU and coupling.

CM1 confirms the readings.
CM2: "ALTITUDE 5000 ft / FLIGHT LEVEL 70, HEADING LOW BANK, IAS 110
SET, COUPLING MY / YOUR SIDE"
CM1: "CHECK"
2 TAKE OFF CONFIGURATION ........................................... TESTED
CM2 presses the T/O CONFIG TEST pb and checks that no warning appears. If any
warning appears, he calls it out and accounts for any illuminated lights on CAP.
CM2: "TESTED"
1 BRIEFING ...................................................................... COMPLETE
Normal and emergency briefings for take-off have been completed and there is no
change in environmental conditions for which the take-off data had been determined.
This is a reminder for possible variations to be briefed.
CM1: "COMPLETE"
ATR 42-500
P 11 OK
BEFORE TAKE OFF C/L

Flow Pattern
CM1 calls out for gust lock release at his discretion prior to line up. CM2 releases the gust lock and
checks the full travel and freedom of movement in pitch and roll including spoiler activation. CM1
checks the full travel and movement of rudder. The other items and checks will be carried out once
the aircraft is cleared to line up or to take-off.
When aircraft is lined up both pilots must check that the heading indications correspond to the
runway heading, the lateral FD bar is centred and if appropriate that the cross-track deviation is
0.0L/R on the EHSIs.
Take-off must not be commenced until cabin ready report is received and the announcement to the
cabin is given.
CM1 CM2
GUST LOCK RELEASE ................... ORDER
GUST LOCK ................................ RELEASE
FLIGHT CONTROLS ........................ CHECK FLIGHT CONTROLS ........................ CHECK
CABIN CREW REPORT .................. OBTAIN
ATC CLEARANCE ....................... RECEIVE
LEFT SIDE ........................... CHECK CLEAR RIGHT SIDE ....................... CHECK CLEAR
CABIN ...................................... ANNOUNCE
STROBE LIGHTS ................................... ON
LANDING LIGHTS ON (when cleared for T/O) [AT43/72] IGNITION ................... As required
CCAS .............................................. TO INHI RADAR ...................................... As required
RUDDER RCU .............................. CENTRE BLEED VALVES .................................... OFF
AIR FLOW ..................................... NORMAL
TCAS ................................................... AUTO
BEFORE TAKE OFF C/L ................. ORDER
BEFORE TAKE OFF C/L ............ PERFORM
When aircraft is lined up.
RUNWAY HDG ................................ CHECK RUNWAY HDG ................................ CHECK
LATERAL FD BAR ......... CHECK CENTRED LATERAL FD BAR ......... CHECK CENTRED
ATR 42-500
P 12 OK
Check List
1 CABIN CREW REPORT ................................................. OBTAINED
Cabin ready report is received and the announcement to the cabin that take-off is
imminent is given.
CM1: "OBTAINED"
1+2 FLIGHT CONTROLS ............................................................ CHECK
Gust lock is released, full travel and freedom of flight controls is checked and rudder
releasable centering unit is centred.
CM1: "CHECK"
CM2: "CHECK"
1 CCAS ................................................................................... TO INHI
Self explanatory.
CM1: "TAKE OFF INHIBIT"
2 BLEED VALVES ......................................................................... OFF
Self explanatory.
CM2: "OFF"
2 TCAS ........................................................................................ AUTO

Self explanatory
CM2:: "AUTO"
ATR 42-500
P 13 OK
AFTER TAKE OFF C/L
Flow Pattern
The After take-off C/L normally shall be read after take-off when climb sequence is completed,
altimeters are reset and cross-checked, and workload permits.
After go around the After take-off C/L shall be read when climb sequence is completed, aircraft is
levelled off and workload permits.
PF requests: "AFTER TAKE OFF CHECK LIST"
PNF reads the C/L.
Check List
N LANDING GEAR .......................................................................... UP
L/G lever is in UP position and all gear lights are extinguished.

PNF: "UP"
N POWER MANAGEMENT ........................................................... CLB
Self explanatory.
PNF: "CLIMB"
[AT43/72]
N CONDITION LEVERS ................................................................... 86
The actual TQ matches climb TQ (FDAU bugs) and CLs are set for 86% N P .
PNF: "86"
N FLAPS ............................................................................................. 0
Flaps are set 0°, which is confirmed by the flaps indicator reading and flaps control
lever position.
PNF: "0"
N BLEED VALVES .......................................................................... ON
Self explanatory.
PNF: "ON"
F+N ALTIMETERS ....................................................................... __, SET
The altimeters are reset and their setting and indication have been cross-checked.
PNF: "STANDARD"
PF: "SET"
ATR 42-500
P 14 OK
CLIMB PROCEDURES
Flown Pattern
When passing FL 100 the following procedures and checks shall accomplished.
PF PNF
FL 100 ..................................... ANNOUNCE
SEAT BELTS ............................. As required
LANDING LIGHTS ................................ OFF
WING LIGHTS ...................................... OFF
ENGINE PARAMETERS .................. CHECK
PRESSURIZATION .......................... CHECK
MEMO PANEL ................................. CHECK MEMO PANEL ................................. CHECK
Check List
There is no check list during this phase of flight.
ATR 42-500
P 15 OK
CRUISE PROCEDURES
Flow Pattern
After reaching cruising level the following procedures and checks shall accomplished.
PF PNF
[AT45] POWER MANAGEMENT ........... CRZ
CM1 CM2
SAT .................................................... READ
PF PNF
CRUISE PARAMETERS .......... DETERMINE
BUGS .................................................... SET BUGS .................................................... SET
CRUISE SPEED ....................... ANNOUNCE
[AT43/72] POWER MANAGEMENT ....... CRZ
PL ........................... [AT45/72] ....... CHECK
[AT43] .......... ADJUST
[AT43/72] CL .............................. As required
CRUISE PARAMETERS ................... CHECK
Check List
There is no check list during this phase of flight
ATR 42-500
P 16 OK
F.C.O.M. CHECK LISTS JAN 07
PRIOR TO DESCENT PROCEDURES

Flow Pattern
The approach briefing, landing data determination, and bugs setting is normally performed during
cruise before the beginning of descent. At top of the descent CM1 recalls the CCAS and PNF
switches on the SEAT BELTS sign on PF's command. Switching the SEAT BELTS sign at this
moment is recommended but at commander's discretion may be delayed no further than to FL 100.
During cruise before the beginning of descent the following procedures and checks shall
accomplished.
PF PNF
ATIS/VOLMET ............................. RECEIVE
LANDING DATA ...................... DETERMINE
APPROACH BRIEFING .............. PERFORM
BUGS .................................................... SET BUGS .................................................... SET
SEAT BELTS ............................. As required
CM1 CM2
CCAS .................................................... RCL
PF PNF
Check List
ATR 42-500
P 17 OK
F.C.O.M. CHECK LISTS JAN 07
DESCENT PROCEDURES
Flow Pattern
When passing FL 100 the following procedures and checks shall accomplished.
PF PNF
FL 100 ..................................... ANNOUNCE
SEAT BELTS ......................................... ON
LANDING LIGHTS ................................. ON
WING LIGHTS ....................................... ON
ENGINE PARAMETERS .................. CHECK
PRESSURIZATION .......................... CHECK
Check List
ATR 42-500
P 18 OK
APPROACH C/L
Flow Pattern
The Approach C/L shall be read after altimeters are reset and cross-checked and workload
permits.
PF requests: "APPROACH CHECK LIST"
PNF reads the C/L.
Check List
1 CCAS ......................................................................................... RCL
Self explanatory.
CM1: "RECALL"
F BRIEFING ...................................................................... COMPLETE
Approach briefing has been completed. This is a reminder for possible variations to
be briefed.
PF: "COMPLETE"
F+N LANDING DATA, BUGS ............................................................ SET
Landing data (MLW, TQ, wind limits, minima) have been determined and bugs
(speed, altitude, RA, TQ) are set according to actual conditions and weight. Bug
settings were cross-checked by both pilots. No limitation will be exceeded.
PF: "SET"
PNF: "SET"
F+N ALTIMETERS ....................................................................... __, SET
The altimeters are reset and their setting and indications have been cross-checked.
PNF: "1002"
PF: "SET"
N SIGNS .......................................................................................... ON
NO SMOKING and SEAT BELTS signs are switched on and their lights are
illuminated on the memo panel.
PNF: "ON"
ATR 42-500
P 19 OK
LANDING C/L
Flow Pattern
The Landing C/L shall be read when the aircraft is properly configured for landing.
In case of visual approach or circle to land the selection of landing flaps may be delayed. In such
case the PNF shall complete all check list items with the actual flaps setting and state the fact that
flaps selection is being postponed: "LANDING CHECK LIST COMPLETED EXCEPT LANDING
FLAPS". When the PF calls for landing flaps selection, the PNF will select flaps, confirm flaps
indication and call: "LANDING CHECK LIST COMPLETED".
Landing must not be performed until cabin ready report is received and the announcement to the
cabin is given.
PF requests: "LANDING CHECK LIST"
PNF reads the C/L.
Check List
1 CABIN CREW REPORT OBTAINED
Cabin ready report is received and the announcement is given to the cabin that
landing is coming up shortly.
CM1: "OBTAINED"
N LANDING GEAR DOWN, 3 GREEN
L/G lever is in the DOWN position and 3 green lights are illuminated.
PNF: "DOWN, THREE GREEN"
N FLAPS ..................................................................... [AT43/72] 30

[AT45] 35
Flaps are set for landing, which is confirmed by the flaps indicator reading and flaps
control lever position.
[AT43/72] PNF: "30"
[AT45] PNF: "35"
[AT45/72]
N TLU LOW SPEED ILLUMINATED
Self explanatory.
PNF: "ILLUMINATED"
ATR 42-500
P 20 OK
N POWER MANAGEMENT TO
Self explanatory.
PNF: "TAKE OFF"
[AT43/72]
N CONDITION LEVERS ....................................... [AT72] 86
[AT43] MAX RPM
[AT72] CLs are set for 86% N P .

PNF: "86"
[AT43] CLs are set for MAX RPM.
PNF: "MAX RPM"
N ICING AOA LIGHT CHECK
This item is meant as a speed setting reminder in relation to the actual atmospheric
conditions and icing AOA status.
PNF: "CHECK"
N BLEED VALVES AS REQUIRED

Consider bleed valves off setting, at high OAT values.
Check / set bleed valves off for single engine operations.
ATR 42-500
P 21 OK
AFTER LANDING C/L
Flow Pattern
When the aircraft reaches taxi speed CM1 calls for flaps 0°, CM2 sets flaps 0°, engages the gust
lock and locks the flight controls, resets the stopwatch and starts it again. When the aircraft
vacates the runway CM2 performs the rest of the items without CM1’s order.
Engine 1 may be shut down at CM1’s discretion if conditions permit. Engine 1 shut down is not
necessary for the C/L reading. The After landing C/L may be read during taxi only if the aircraft is
out of parking area.
Note: Keep engines running at least three minutes or up to entering the stand, whichever is
earlier, at GI power (CL between MAX and MIN RPM) before shut down to assist in
reducing residual heat build up in the engine and nacelle.
CM1 CM2
FLAPS 0 .......................................... ORDER
FLAPS ............................................. SET 0°
GUST LOCK ................................. ENGAGE
FLIGHT CONTROLS .......................... LOCK
FLIGHT CONTROLS ........ CHECK LOCKED
HEATING .............................................. OFF
ANTI ICING ........................................... OFF
DE ICING .............................................. OFF
[AT43/72] IGNITION .............................. OFF
STROBE LIGHTS .................................. OFF
LANDING LIGHTS ................................ OFF
AFCS .................................... STBY, RESET
ICING AOA LIGHT ................ EXTENGUISH
RADAR ............................................... STBY
TCAS ....................................................STBY
AFTER LANDING C/L ..................... ORDER
AFTER LANDING C/L ................ PERFORM
(ENGINE 1 FTR then FUEL SO ...... ORDER)
(CL 1 ............................ FTR then FUEL SO)
ATR 42-500
P 22 OK
Check List
2 FLAPS ............................................................................................. 0
Flaps are set 0°, which is confirmed by the flaps indicator reading and flaps control
lever position.
CM2: "0"
2 GUST LOCK ................................................................... ENGAGED
Gust lock is engaged and pitch and roll controls are checked locked by both pilots.
CM2: "ENGAGED"
2 ICE PROTECTION ..................................................................... OFF
Probe and window heating is OFF. Propeller, horn and side window anti-icing
including mode selector is OFF. Engine and air frame de-icing including mode
selector is OFF. Icing AOA light is extinguished.
CM2: "OFF"
[AT43/72]
2 IGNITION ................................................................................... OFF
Self explanatory.
CM2: "OFF"
2 RADAR ..................................................................................... STBY
Radar STBY mode is confirmed on EHSI.

CM2: "STAND BY"
2 TCAS ........................................................................................ STBY

Self explanatory.
CM2: “STAND BY”
ATR 42-500
P 23 OK
PARKING C/L
Flow Pattern
The Parking C/L shall be read when the parking brake is set, left engine is shut down and propeller
brake is set.
CM1 CM2
LEFT SIDE .......................... CHECK CLEAR RIGHT SIDE ........................ CHECK CLEAR
TAXI LIGHTS ........................................ OFF
PARKING BRAKE ................................. SET
(CL1 ............................. FTR then FUEL SO)
CL 2 ..................................................... FTR RADAR ................................................. OFF
PROPELLER BRAKE ........................... SET TRIMS .............................................. RESET
BEACON .............................................. OFF TRANSPONDER ................................ STBY
WING LIGHTS ...................................... OFF
SEAT BELTS ........................................ OFF
CHOCKS ................................. CHECK SET
PARKING C/L .................................. ORDER
PARKING C/L ............................. PERFORM
Check List
1 PARKING BRAKE ...................................................................... SET
The parking brake handle is in the PARKING position and the brake accumulator
pressure is checked.
CM1: "SET"
1 CONDITION LEVER 1 ....................................................... FUEL SO
Self explanatory.
CM1: "FUEL SHUT OFF"
1 CONDITION LEVER 2 ............................................................... FTR
Self explanatory.
CM1: "FEATHER"
1 PROPELLER BRAKE ................................................................. SET
Propeller brake switch is ON and guarded, UNLOCK light is extinguished. Propeller

braking sequence is completed, which is confirmed by both blue lights being
illuminated and right engine N P indication is 0%.
CM1: "SET"
ATR 42-500
P 24 OK
1 BEACON, WING LIGHTS .......................................................... OFF
Self explanatory.
CM1: "OFF"
1 SEAT BELTS ............................................................................. OFF
Self explanatory.
CM1: "OFF"
2 RADAR ....................................................................................... OFF
Self explanatory.
CM2: "OFF"
2 TRIMS ................................................................................... RESET
Self explanatory.
CM2: "RESET"
2 XPDR ....................................................................................... STBY
Self explanatory.
CM2: "STAND BY"
ATR 42-500
P 25 OK
LEAVING THE AIRCRAFT C/L
Flow Pattern
All aircraft equipment is switched off, appropriate bugs and systems are reset. The Leaving the
aircraft C/L shall be accomplished anytime both crew members will be leaving the aircraft. Even
though the first officer provides both the challenges and responses the commander is still
responsible to ensure all items have been accomplished.
CM1 requests: "LEAVING THE AIRCRAFT CHECK LIST"
CM1/2 reads the C/L.
Check List
All items are self explanatory.
ATR 42-500
P 26 OK
NORMAL CHECK LIST - HARD COPY
ATR 42-500
P 27 OK
ATR 42-500
P 28 OK
ATR 42-500
P1 OK
2.04.00 ..................... CONTENTS

2.04.01 ..................... INTRODUCTION
2.04.02 ..................... POWER PLANT
02.P1 ................ IN FLT ENG FIRE AND SEVERE MECHANICAL DAMAGE
02.P2 ................ ON GND ENG FIRE AND SEVERE MECHANICAL DAMAGE
02.P3 ................ BOTH ENGINES FLAME OUT
02.P5 ................ ENG FLAME OUT AT TAKE OFF
2.04.03 ..................... SMOKE
03.P1 ................ ELECTRICAL SMOKE
03.P3 ................ AIR COND SMOKE
03.P4 ................ FWD SMOKE
03.P6 ................ AFT SMOKE
2.04.04 ..................... ELECTRICAL SYSTEM
04.P1 ................ DUAL DC GEN LOSS
2.04.05 ..................... MISCELLANEOUS
05.P1 ................ EMERGENCY DESCENT
05.P2 ................ DITCHING
05.P5 ................ FORCED LANDING
05.P7 ................ ON GND EMER EVAC
05.P8 ................ BOMB ON BOARD
05.P9 ................ SEVERE ICING
05.P11 .............. REJECTED TAKE OF
ATR 42-500
EMERGENCY PROCEDURES 2.04.02
P5 001
POWER PLANT DEC 03
AA
ENG FLAME OUT AT TAKE OFF
ALERT
An engine flame out may be recognized by:
- Sudden dissymmetry
- TQ decrease
- Rapid ITT decrease
PROCEDURE
ENG FLAME OUT AT TAKE OFF

UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BLEED FAULT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED LIT
F At Acceleration Altitude
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER then FUEL SO
R BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary
J If damage suspected
FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . . . . APPLY
J If no damage suspected
ENG RESTART IN FLT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If unsuccessful :
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . APPLY
R Note : Both bleed should come OFF automatically with uptrim. If not CM2 should turn
both bleed OFF.
ATR 42 Model : 400/500

P3 001
SMOKE NOV 99
AA
AIR COND SMOKE
PROCEDURE
AIR COND SMOKE

OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100 %
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISHED
GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
RECIRC FANS (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK 1 VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
J If smoke persists
PACK 1 VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACK 2 VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Evacuation of air cond smoke may trigger
ELEC SMK warning - Disregard it.
BOTH ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . CAREFULLY MONITOR
J If any anomaly occurs such as :
- amber engine warning illumination associated to local ITT alert
- total loss of NL indication
- engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...)
R ASSOCIATED PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
ASSOCIATED CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
WARNING : Confirm which engine is showing signs of abnormal operation in
order to avoid shutting down the safe engine.
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to

minimize interference from oxygen mask breathing noise. Check oxygen mask at
100 %.
- Recirculation fans are switched off to limit cabin contamination.
ATR 42 Model : 400/500

P4 001
SMOKE MAY 98
AA
FWD CARGO SMOKE

ALERT
CONDITION VISUAL AURAL
Smoke detected in the - MW light flashing red CRC
forward cargo compartment - FWD SMK red light on CAP
PROCEDURE
FWD SMK
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 100%
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
RECIRC FANS (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED
CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE AND KILL SOURCE OF
SMOKE
D When ∆P < 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
ATR 42 Model : 400/500

P5 001
SMOKE MAY 98
AA
COMMENTS (PASSENGERS VERSION ONLY)

- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygen mask breathing noise. Check oxygen mask at
100 %.
- Cargo ventilation without cabin or cockpit contamination is ensured by :
. selecting AVIONICS VENT EXHAUST mode OVBD
. shuting off the recirculation fans
. selecting HIGH the PACKS AIR FLOW
. isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to
CLOSED.
- Cabin crew is in charge to locate and kill source of smoke with his extinguisher.
- Cabin crew uses the portable oxygen bottle with the full face mask on 100 % position
with full pressure. A fire extinguisher (3 kg - 7 Lbs) is available at the left front
Locker).
- When ∆P < 1 PSI, OVBD VALVE is selected full open and avionics VENT NORM in
order to recover air evacuation capability through the extract fan without any
pressurization problem.
ATR 42 Mod : 400/500

P6 001
SMOKE MAY 98
AA
AFT COMPT SMOKE

ALERT
Smoke detected in the aft - MW light flashing red CRC
cargo compartment or in the - AFT SMK red light on CAP
lavatory
PROCEDURE
AFT SMK
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE FOR ACTION
RECIRC FANS (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
COMMENTS
- The cabin crew is in charge to locate and kill the source of smoke, if possible, using
the portable fire extinguisher located in the cabin. Before entering the aft cargo area,
the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may
induce some cabin contamination therefore it must be avoided.
ATR 42 Model : 400/500

P1 001
ELECTRICAL SYSTEM NOV 99
AA
DUAL DC GEN LOSS

PROCEDURE
DUAL DC GEN LOSS
DC GEN 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Make sure that TRU arrow illuminates, BAT arrows extinguish.
MAN RATE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O'CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
Air Traffic Control (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MIN CAB LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : NAV lights switch set to ON is necessary to provide IEP illumination
STICK PUSHER/SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER/SHAKER FAULT PROCEDURE . . . . . . . . . . . . . . . . APPLY
SIDE WINDOWS ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set to ADC 1
ATC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set to ATC 1
R TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE LO SPD
BUS EQT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Selecting HYD X FEED ON allows to recover green hydraulic system.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ATR 42 Model : 400/500

P2 001
AA
COMMENTS
- Safety analysis leads us to consider the case when the DUAL DC GEN LOSS is
subsequent to :
. Single engine operation, and
. DC GEN inoperative on the live engine.
In that case HYD GREEN PUMP has to be set to OFF position in order to overload
the live ACW generator.
- Selecting TRU ON allows to recover EMER, ESS and STBY (AC and DC) busses supply
from ACW generators.
- Minimum cabin light must be switched OFF to limit the electrical load of the TRU.
- As DC BUS 1 is lost, automatic pressurization is lost.
- Both stick pusher and stick shaker are lost without FAULT alarm.
- STBY BUS undervoltage may occur due to a failure of the STBY BUS system circuit.
In this event, the OVRD function may be used to transfer the STBY BUS supply from
the MAIN BAT BUS to the EMER BAT BUS.
R - TLU AUTO mode is lost and MAN mode must be used. MAN mode acts on TLU standby
R actuator which remains povered even if TLU is in LO SPD established position. When
R TLU SW is set to AUTO position, TLU standby actuator electrical power is off.
R - PA must be used for pax instructions because cabin signs are not supplied in
R emergency.
ATR 42 Model : 400/500

P1 OK
F.C.O.M. MISCELLANEOUS JUL 06
EMERGENCY DESCENT
PROCEDURE
EMERGENCY DESCENT
OXYGEN MASK / Crew communications ........................................................ AS RQD

PLs .............................................................................................................................. FI
CLs ................................................................................................................ 100 OVRD
ALL EXTERIOR LIGHTS ........................................................................................... ON
SIGNS ....................................................................................................................... ON
ATC and Cabin Crew ......................................................................................... NOTIFY
DESCENT TOWARDS FL 100 or MEA ........................................................... INITIATE
OXYGEN PAX SUPPLY .................................................................................... AS RQD
OXYGEN PRESSURE ....................................................................................... CHECK
SPEED ........................................................................................................ MMO / VMO
(or less if structural damage is suspected)
MEA .................................................................................................................... CHECK
COMMENTS
- Oxygen may be used with N/100% rocker in N position if air in the cabin is not contaminated.
- Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight controls
wit care and reduce speed as appropriate. Landing gear may be extended in order to increase
rate of descent.
- Notify ATC of the nature of the emergency encountered and state intentions. In the event ATC
cannot be contacted, select code A77 or transmit the distress message on one of the following
frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is available on battery.
- CL are selected max RPM to increase drag and consequently to increase the rate of descent.
ATR 42-500
P2 110
MISCELLANEOUS DEC 06
AA
DITCHING
PROCEDURE
DITCHING
- Preparation (time permitting)

ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harness locked.
AUTO PRESS-- LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Approach
AUTO PRESS (IF aP≠0) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
PACKS BOTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
FLAPS (IF AVAILABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
R
L/G LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
DITCH PB (30 sec before the impact or 1250 ft above sea level) . . . . . . . . ON
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . OFF/START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
- Before ditching (200 ft)
OPTIMUM PITCH ATTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9E
MINIMIZE IMPACT SLOPE
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL BOTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR then FUEL SO
FIRE HANDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night ditching, shutting down both engines may be performed,
at captain discretion, immediately after the impact (to avoid loss of landing
lights during flare out).
- After ditching
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT (before leaving A/C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : After ditching, one aft door will be under the water line.
Mod : 5313 or 5467 ATR 42 Model : 400/500

P5 110
AA
FORCED LANDING
PROCEDURE
FORCED LANDING
- Preparation (time permitting)

ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harness locked.
AUTO PRESS-- LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . SET
- Approach
BLEEDS BOTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLAPS (IF AVAILABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
R
L/G LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . OFF/START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
- Before impact (200 ft)
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL BOTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR then FUEL SO
FIRE HANDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night forced landing, shutting down both engines may be
performed, at captain discretion, immediately after the impact (to avoid loss of
landing lights during flare out).
- After impact, when A/C stopped
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT (before leaving A/C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod : 5313 or 5467 ATR 42 Model : 400/500

P8 001
MISCELLANEOUS NOV 98
AA
BOMB ON BOARD
PROCEDURE
BOMB ON BOARD
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABINE ALTITUDE
FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT TO CABIN ALTITUDE
AVOID LOAD FACTORS
HANDLE BOMB CAREFULLY - AVOID SHOCKS
D When Z aircraft = Z cabin
APPROACH CONFIG (FLAPS 15 GEAR DOWN) . . . . . . . . . . . . . . SELECTED
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO
THE DOOR HANDLE.
SURROUND IT WITH DAMPING MATERIAL
CABIN ATTENDANT OXYGEN AND FIRE EXTINGUISHER . MOVE FORWARD
PAX . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD/CRASH POSITION
LAND ASAP
ATR 42 Model : 400/500

P9 001
AA
SEVERE ICING
R MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . INCREASE RED BUG by 10 kt
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If an unusual roll response or uncommanded roll control movement is

observed :
Push firmly on the control wheel
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
H If the flaps are extended, do not retract them until the airframe is clear of
ice.
H If the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . PROHIBITED
APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15
with REDUCED FLAPS APP/LDG icing speeds" + 5 kt
Multiply landing distance FLAPS 35 by 1.22
DETECTION
Visual cue identifying severe icing is characterized by ice covering all or a substantial
part of the unheated portion of either side window
and / or
Unexpected decrease in speed or rate of climb
and / or
The following secondary indications :
. Water splashing and streaming on the windshield
. Unusually extensive ice accreted on the airframe in areas not normally observed to
collect ice
. Accumulation of ice on the lower surface of the wing aft of the protected areas
. Accumulation of ice on propeller spinner farther aft than normally observed
The following weather conditions may be conducive to severe in-flight icing :

. Visible rain at temperatures close to 0_C ambient air temperature (SAT)
. Droplets that splash or splatter on impact at temperatures close to 0_C ambient air
temperature (SAT)
P 10 001
COMMENTS
- Since the autopilot may mask tactile cues that indicate adverse changes in handling
R characteristics, use of the autopilot is prohibited when the severe icing defined above
exists, or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
- Due to the limited volume of atmosphere where icing conditions usually exists, it is
possible to exit those conditions either :
. by climbing 2000 or 3000 ft, or
. if terrain clearance allows, by descending into a layer of air temperature above
freezing, or
. by changing course based on information provided by ATC.
ATR 42 Model : 400/500

P 11 OK
F.C.O.M. MISCELLANEOUS NOV 02
REJECTED TAKE OFF
PROCEDURES
• WHEN A FAILURE OR AN ABNORMALITY IS DETECTED
CM2/PNF Call it out e.g. "ENGINE FIRE"
• AS SOON AS CM1 DECIDES TO ABORT THE TAKE-OFF
CM1 Call out "STOP"
CM1 Retard both PLs to GI/REV, as required, and apply full brakes as needed.
Note: In case of loss of the directional controllability during rejected take off, CM1 must
regain directional control primarily using the rudder pedals, reduce reverse power
to reach GI (if reverse selected) to increase rudder authority, release brakes (if
brakes used) and use asymmetrical braking if necessary – then use nose wheel
steering.
CM2 Take over/hold the control wheel (as appropriate) and apply forward pressure with wings
levelled.
Note: CM1 should not abandon control of the aeroplane until the CM2 makes a positive
input on the controls.
CM1 Take nose wheel steering.
CM2 Call ATC e.g. "RUZYNE TOWER CSA ONE HUNDRED STOPPING"
• WHEN AIRCRAFT STOPPED
CM1 Set parking brake and alert the cabin crew by PA "ATTENTION, CREW AT STATIONS"
CM2 Update CM1 with observations and indications related with the fault.
CM1 Verify these observations by a quick cross-check and agree or call for a new evaluation,
if not convinced. Name the problem and identify the location with announcement e.g.
"LEFT/RIGHT ENGINE FIRE"
IN CASE OF ENGINE FIRE
CM1 Initiate ON GND ENG FIRE procedure. Order "ON GROUND ENGINE FIRE - MEMORY
ITEMS"
ATR 42-500
P 12 OK
F.C.O.M. MISCELLANEOUS JUL 02
IF IMMEDIATE EMERGENCY EVACUATION IS REQUIRED
CM1 Initiate ON GND EMER EVAC procedure. Order "ON GROUND EMERGENCY
EVACUATION CHECK-LIST"
IF NO IMMEDIATE EMERGENCY IS SUSPECTED
CM1 Cancel the cabin crew alert. Announce by PA "CABIN CREW AND PASSENGERS
KEEP YOUR SEATS"
IF AIRCRAFT IS ABLE TO TAXI OUT TO VACATE RUNWAY
CM1 Order "FLAPS 0"
CM2 Move flaps control lever to 0 position, then crew perform all relevant after landing
procedures and/or procedures following failures.
CM2 Inform ATC, as appropriate.
IF AIRCRAFT IS NOT ABLE TO TAXI
CM1 Order carrying out of controlled disembarkation.
CM2 Inform ATC, as necessary.
ATR 42-500
P 13 OK
F.C.O.M. MISCELLANEOUS FEB 01
TECHNIQUES
General consideration for rejected take off
Deceleration of an aircraft from high taxi speed just before lift-of back to a stop in shortest time is a
manoeuvre that can create problems which were initially not associated with the cause for take off
abort. There might be directional control problems, tire damage, hot brakes, wheel fires and the risk of
leaving the runway.
The purpose of a rejected take off manoeuvre is to stop the aircraft within the accelerate stop distance
on the runway after a problem has occurred during take off roll. Therefore taking off from a limiting
runway with balance field length a decision to reject at speed close to V1 must immediately be made,
otherwise the aircraft will not come to a stop on the runway. Performance calculations consider only
one second for the decision whether to abort or not. There is an additional allowance of another two
seconds to bring the aircraft into the optimum abort configuration with maximum braking effect.
Experience has evidenced that rejected take-offs were sometimes hazardous even though the
performance was correctly calculated, based on flight tests. This may be due to following factors:
• delay in initiating stopping procedure is increased;

• tyres are damaged;
• brakes worn or not working correctly, initial temperature higher than normal;
• brakes not fully applied;
• runway friction coefficient is lower;
• error in take-off weight determination;
• runway line-up not considered.
Since above 70 kt, rejecting the take-off becomes a serious action which may lead to a hazardous
situation in particular as speed approaches V1, be ’’Go-minded’’ if none of the main failures has
occurred.
The decision to reject a take off shall be made by the CM1 in time so that stopping action can begin
by V1. It is therefore obliged that the CM1 keeps his hand on the PLs until V1 is reached whether he
is PF or PNF. If take off abort was not already initiated at V1, this means a go decision.
When CM1 makes a decision to reject the take-off he shall take in account reports and
announcements of other crew members in the cockpit. If CM2 as PNF scans the airspeed and engine
instruments throughout the take-off he shall call out each abnormality he has detected.
A commander operating in the right-hand seat may give a command to the CM1 to reject the take-off
in order to avoid a delay or if it seems to be necessary.
ATR 42-500
P 14 OK
F.C.O.M. MISCELLANEOUS FEB 01
If the aircraft is dispatched with a known defect, which can activate CCAS or local alert, the CM1
should brief to ignore such warning.
It is not possible to list all the factors which could lead to the decision to reject the take-off, but in
order to help in the decision process, when the TO INHI light illuminates blue, the CCAS inhibits
warnings which are not paramount until the gear retraction at take-off.
The speed of 70 ks was chosen in order to help the CM1 make his decision to reject a take off and
avoid unnecessary stops from high speed.
Low Speed Rejected Take-off (below 70 kt)
The decision to reject the take-off may be taken at the discretion of the CM1, according to the
circumstances.
Prior to 70 kt, the take-should be rejected for system failure(s),unusual noise or vibration, tyre failure,
abnormally slow acceleration, engine failure, engine fire, unsafe take-off configuration warning, or if
the aeroplane is unsafe or unable to fly. Discontinuing the take-off should be seriously considered if
any CCAS warning is activated.
High speed Rejected Take-off (above 70 kt and below V1)
Rejecting the take-off is a more serious matter, particularly on slippery runways and could lead to a
hazardous situation when speed is close V1.
The decision to reject take-off should only be taken for a very few causes the main ones being:
• fire warning, smoke or severe damage;

• sudden loss of engine power;
• conditions or malfunctions where there are unambiguous indications the aircraft will not fly safely;
• CCAS warnings which are not inhibited during take-off up to the gear retraction.
Nose gear vibration should not lead to a rejected take-off above 70kt.
Flight characteristic
In case of single reverse operation roll control must be applied (possibly to full travel) in order to
minimise the tendency to bank on the side of the operating engine.
ATR 42-500
PROCEDURES FOLLOWING FAILURE 2.05.00
P1 OK
2.05.00 ..................... CONTENTS

2.05.01 ..................... INTRODUCTION
2.05.02 ..................... POWER PLANT
02.P1 ................ SINGLE ENG OPERATION
02.P2 ................ START FAULT
02.P3 ................ NO NH DURING ENG START
* NO NL DURING ENG START
NO ITT IND DURING ENG START
02.P4 ................ NAC OVHT
02.P5 ................ X START FAIL
02.P6 ................ EXCESSIVE ITT DURING ENG START
02.P7 ................ EXCESSIVE ITT IN FLIGHT and DURING HOTEL MODE
02.P8 ................ ENG RESTART IN FLT
02.P9 ................ ENGINE STALL
02.P10 .............. ENGINE FLAME OUT
02.P11 .............. ONE EEC FAULT
02.P13 .............. BOTH EEC FAULT
02.P15 .............. ATPCS FAIL
02.P16 .............. EEC SELECT IN FLT
02.P17 .............. IDLE GATE FAIL
02.P18 .............. LOW PITCH IN FLT
02.P19 .............. ENG OVER LIMIT
02.P20 .............. PROP OVER LIMIT
02.P21 .............. ENG OIL LO PR
02.P22 .............. ENG OIL TEMP HI
02.P23 .............. ENG OIL TEMP LO
02.P24 .............. PROP BRK UNLK
02.P25 .............. PROP BRAKE UNLOCKING (ENG 2 stopped)
PROP BRK (CAP alert)
02.P26 .............. INCORRECT TQ INDICATION
02.P27 .............. PEC 1 (2) SGL CH
02.P28 .............. PEC 1 (2) FAULT
02.P29 .............. ONE PROPELLER REMAINING AT Np 100 AFTER CLB PWR SELECTION
2.05.03 FUEL
03.P1 ................ FUEL ABNORM TEMP
03.P2 ................ FUEL CLOG
03.P3 ................ FEED LO PR
03.P4 ................ FUEL LO LVL
03.P5 ................ FUEL LEAK
*Depending on version
ATR 42-500
P2 OK
2.05.04 ..................... ELECTRICAL SYSTEM

04.P1 ................ DC GEN FAULT
04.P2 ................ DC BUS 1 OFF
04.P3 ................ DC BUS 2 OFF
04.P4 ................ DC EMER BUS OFF
04.P6 ................ CHG FAULT
BATTERY(IES) DISCHARGE IN FLIGHT
04.P7 ................ DUAL CHG LOSS
04.P8 ................ DC SVCE and UTLY BUS SHED
04.P9 ................ INV FAULT
04.P10 .............. AC BUS 1 OFF
04.P11 .............. AC BUS 2 OFF
04.P12 .............. ACW GEN FAULT
04.P13 .............. ACW BUS 1 OFF
04.P14 .............. ACW BUS 2 OFF
04.P15 .............. ACW TOTAL LOSS
2.05.05 ..................... HYDRAULIC
05.P1 ................ HYD TK COMPT LO LEVEL
05.P3 ................ HYD LO PR/HYD OVHT
05.P4 ................ BOTH MAIN HYD PUMPS LOSS
05.P5 ................ BOTH HYD SYS LOSS
2.05.06 ..................... FLIGHT CONTROLS
06.P1 ................ REDUCED FLAPS LDG
06.P2 ................ FLAPS UNLK
06.P3 ................ FLAPS JAM/FLAPS UNCPL
06.P4 ................ FLAP ASYM
06.P5 ................ ELEV JAM
06.P6 ................ PITCH DISCONNECT
06.P7 ................ PITCH TRIM INOPERATIVE
06.P8 ................ PITCH TRIM ASYM
06.P9 ................ STICK PUSHER / SHAKER FAULT
06.P10 .............. AILERON JAM
06.P11 .............. SPOILER JAM
06.P12 .............. RUDDER JAM
06.P13 .............. RUD RELEASABLE CENT UNIT FAIL
06.P14 .............. TLU FAULT
06.P15 .............. AIL LOCK LIT (if applicable)
BOTH ELEVATOR RECONNECTION ON GROUND : see 2.02.06 p2
ATR 42-500
P3 OK
2.05.07 LANDING GEAR

07.P1 ................ L/G UNSAFE INDICATION
07.P3 ................ L/G GRAVITY EXTENSION
07.P4 ................ LDG WITH ABNORM L/G
07.P6 ................ L/G RETRACTION IMPOSSIBLE
07.P7 ................ ANTI SKID FAULT
07.P8 ................ BRK TEMP HOT
BRAKING FAILURE ON ONE SIDE
2.05.08 ..................... AIR
08.P1 ................ BLEED VALVE FAULT
08.P2 ................ BLEED OVHT
08.P3 ................ BLEED LEAK
08.P4 ................ X VALVE OPEN
08.P5 ................ PACK VALVE FAULT
BOTH PACKS INOP
08.P6 ................ DUCT OVHT
08.P7 ................ RECIRC FAN FAULT
08.P8 ................ EXCESS CAB ALT
08.P9 ................ AUTO PRESS FAULT
08.P10 .............. AVIONICS VENT EXHAUST MODE FAULT
08.P11 .............. OVBD VALVE FAULT
08.P12 .............. EXCESS CAB ∆P
2.05.09 ..................... ANTI ICE
09.P1 ................ RFRAME AIR BLEED FAULT
09.P2 ................ IRFRAME DE ICING FAULT
09.P3 ................ ENG ANTI (or DE) ICING FAULT
09.P4 ................ PROP ANTI ICING FAULT
09.P5 ................ HORNS ANTI ICING FAULT
09.P6 ................ WINDOW HTG FAULT
09.P7 ................ PROBE HTG FAULT
09.P8 ................ MODE SEL AUTO FAULT
09.P9 ................ DE ICING MODE SEL FAULT (Guarded Pb)
ICE DETECT FAULT
2.05.10 ..................... MFC
10.P1 ................ MFC MODUELE FAULT
10.P20 .............. MODULE EQPT LIST
2.05.11 ..................... AUTOPILOT
11.P1 ................ AILERON MISTRIM (MESSAGE), or EXCESSIVE LATERAL TRIM
REQUIRED or ABNORMAL FLIGTHT CHARACTERISTICS OF
THE AIRPLANE
11.P2 ................ PITCH MISTRIM (MESSAGE)
PITCH TRIM FAIL (MESSAGE)
* Depending on version
ATR 42-500
P4 OK
2.05.12 ..................... MISCELLANEOUS

12.P1 ................ DOORS UNLK IN FLT
12.P2 ................ COCPIT WINDOW CRACKED
12.P3 ................ AUDIO SEL FAULT
12.P4 ................ AHRS A / ERECT FAIL
12.P5 ................ EFIS COMPARISON
12.P6 ................ AHRS FAIL
12.P7 ................ SGU FAIL
12.P8 ................ CRT FAIL
LOSS OF RAIDO ALTIMETER INFORMATION
12.P9 ................ ADU FAILURE
12.P10 .............. ADC FAULT
12.P12 .............. ADC DISAGREEMENT
12.P13 .............. ADC SW FAULT
12.P14 .............. FIRE LOOP FAULT
SMK DET FANS FAULT
12.P15 .............. OXYGEN LO PR
ATR 42-500
P1 001
POWER PLANT NOV 00
AA
SINGLE ENG OPERATION
PROCEDURE
SINGLE ENG OPERATION

LAND ASAP
PWR MGT (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT
FUEL PUMP affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC GEN affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ACW GEN affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
n If FUEL X FEED is required
FUEL PUMP affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : In icing conditions, Flaps 15 will be selected to improve drift down
performances and single engine ceiling.
l For approach
BLEED not affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SINGLE ENGINE APPROACH SPEED IS EQUAL TO VmHB + WIND
EFFECT OR 1.1 VMCA WHICHEVER IS HIGHER, UNTIL COMMITTED TO LAND.
Note : - At touch down, do not reduce below FI before nose wheel is on the
ground.
- If during the flight, a positive oil pressure has been noted on the failed
engine for a noticeable period of time, maintenance must be
informed.
COMMENTS
- Refer to section Procedures and Techniques for fuel unbalance.

- For approach and landing, comply with Procedures and Techniques, Flight
Patterns subsection.
ATR 42 Model : 400/500

P3 001
POWER PLANT DEC 04
AA
NO NH DURING ENG START
PROCEDURE
NO NL DURING ENG START

R Note : in case of ENG 2 START in Hotel Mode without GPU, OIL PRESS is not
available ; in that case START ENG 1 and then ENG 2 again.
Wait for 10 s with the START pb selected ON.
n If OIL PRESS increases
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
Continue START procedure, being informed NH indicator is inoperative.
n If OIL PRESS does not increase

ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
Suspect starter motor failure. Maintenance action is due.
PROCEDURE

Continue start procedure being informed that NL indicator is inoperative.
ALERT
ITT indication does not rise 10 seconds after CL is set in FTR position.
PROCEDURE

CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
Wait 30 seconds to allow fuel draining, then
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When 15 seconds has elapsed
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
ATR 42 Model : 500

P6 001
POWER PLANT NOV 01
AA
EXCESSIVE ITT DURING ENG START

A hot start may be recognized by :
- Rapid ITT increase,
- NH slow increase,
- Exhaust flames may be reported by ground crew.
The maximum authorized temperature during engine start is 950_C (refer to 2.01.04 page
2 for detailed limitation).
PROCEDURE
EXCESSIVE ITT DURING ENGINE START

RH If ITT tends to exceed 900_C
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
• When NH below 30 %
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R • After 15s
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . OFF START ABORT .
CAUTION : If ITT exceeded 950_C, maintenance action is due.
ATR 42 Model : 400/500

P8 001
POWER PLANT NOV 97
AA
ENG RESTART IN FLT
PROCEDURE
ENG RESTART IN FLT

FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CAUTION : After ATPCS sequence PWR MGT rotary selector must be set to MCT
position before engine restart in order to cancel propeller feathering.
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START A & B
EEC pb . . . . . . . . . . . . . . . . . RESET if necessary or DESELECT if FAULT persists
START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
At 10 % NH:
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE
R ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
COMMENTS
- Engine relighting in flight
is only guaranteed within
this envelope and always
necessitate starter
assistance.
- The power may be restored immediately after relighting provided TOIL > 0 °C.
- Should the engine fail to light up within 10 s, select fuel to shut off, the ignition OFF
and allow engine to be ventilated for 30 sec minimum prior to making another
attempt.
ATR 42 Model : 400/500
P9 OK
F.C.O.M. POWER PLANT NOV 02
ENGINE STALL
ALERT
An engine stall may be recognized by:

- Varying degrees of abnormal engine noise (rumbling bangs)
- Fluctuating engine parameters
- Abnormal PL response
- Rapid ITT increase
PROCEDURE
ENG STALL
PL ....................................................................................................................................................... FI
ENG parameters ...................................................................................................................... CHECK
Abnormal
CL ................................................................................................................ FTR THEN FUEL SO
SINGLE ENG OPERATION PROCEDURE ....................................................................... APPLY
Normal
ENG DE ICING ......................................................................................................................... ON
PL ................................................................................................................. SLOWLY ADVANCE
If stall recurs
Reduce thrust and operate below the stall threshold.
If stall does not recur
Continue engine operation.
COMMENTS
Engine icing may be a reason for engine stall. It is why engine de icing must be selected as soon as
ice accretion develops.
ATR 42-500
P 10 OK
F.C.O.M. POWER PLANT NOV 02
ENGINE FLAME OUT
ALERT
An engine flame out may be recognized by:
- Sudden dissymmetry
- TQ decrease
- Rapid ITT decrease
PROCEDURE
ENGINE FLAME OUT

PL .............................................................................................................................................. FI
If NH drops below 30% (no immediate relight)
CL ........................................................................................................... FTR then FUEL SO
If damage suspected
FIRE HANDLE ........................................................................................................ PULL
SINGLE ENG OPERATION PROCEDURE ........................................................ APPLY
If no damages suspected
ENG START IN FLT PROC ................................................................................. APPLY
If unsuccessful
SINGLE ENG OPERATION PROCEDURE .................................................. APPLY
COMMENTS
- Shut down the engine if no immediate relight.
- The causes of engine flame out can generally be divided into two categories:
• External causes such as icing, very heavy turbulence, fuel mismanagement. These causes,
which may affect both engines can generally be easily determined and an immediate relight can
be attempted.
• Internal causes which as engine stalls or failures usually affect a single engine and are not so
easily determined. In these cases, the engine is shut down then the cause of the flame out
investigated. If it cannot be positively determined what caused the flame out, the need for engine
restart should be evaluated against the risk of further engine damage or fire that may result from
a restart attempt.
- If damage is suspected, as precautionary measure, the FIRE handle is pulled.
ATR 42-500
P 20 001
POWER PLANT MAY 98
AA
PROP OVER LIMIT

PROCEDURE
PROP OVER LIMIT

PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD BELOW 84 % TQ
PEC FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If NP remains above 106 %
Note : 106 % allowed to complete a flight without overshooting 84 % TQ.
If conditions permit
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
COMMENTS
- Transients in amber sector are normal during engine accelerations.
- Red limits must not be deliberately exceeded.
- Check pointer and counter to determine limit exceedance and proceed accordingly.
- Over limit conditions and primary engine parameters must be recorded for
maintenance purposes.
- If conditions do not permit engine shut down, land as soon as possible using the
minimum power required to sustain safe flight. Nevertheless NP = 106 % is allowed
to complete a flight.
R ENG OIL LO PR
R ALERT
R CONDITION VISUAL AURAL

R Oil pressure drops - MW light flashing red CRC
R below 40 PSI - Associated ENG OIL red light on CAP and/or
R - Associated OIL ind. warning light on engine
R panel

P 21 001
POWER PLANT MAY 98
AA
R ENG OIL LO PR
PROCEDURE
ENG OIL LO PR
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If both OIL LO PR alert on CAP and local alert are activated
J If local alert only is activated
Once engine is shut off
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
R J If CCAS is activated after 30 s (normal warning delay)
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ENG RESTART IN FLT PROCEDURE . . . . . . . . . . . . . . . . . . . . . APPLY
R J If not
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . APPLY
J If OIL LO PR alert only on CAP is activated
DISREGARD
INFORM MAINTENANCE
R Note : When single engine operation is required, monitor the propeller speed of
R the feathered engine. If NP > 10 % :
R - increase the approach speed by 10 knots.
COMMENTS
- Engine oil low pressure is identified thanks to two low pressure detectors :
. The first one is connected to the CCAS (MW + CRC + ENG OIL red light on CAP)
. The second one is connected to the local alert (analogic oil low pressure ind +
associated red light).
- If CCAS only is activated, alert must be disregarded, oil press local alert indication
must be constantly monitored during flight.
- If local alert only is activated and provided ENG OIL low pressure alert on CCAS is
checked operative, twin engine operation must be resumed.
R
- NP > 10 % after a shut off procedure may indicate an incomplete feathering. In this
case, the approach speed is increased to compensate the extra drag of the
incompletely feathered propeller.
ATR 42 Model : 400/500

P 24 001
POWER PLANT NOV 01
AA
PROP BRK UNLK
ALERT
Propeller brake not locked
in full locked or in full
released position
a) - Without action on - MW light flashing red
PROP BRAKE sw - PROP BRK red light on
CAP CRC
- UNLK red light on
overhead panel
b) - After action on PROP - UNLK red light on
BRAKE sw overhead panel then after CRC
30 s
- MW + PROP BRK red

light on CAP
PROCEDURE
PROP BRK UNLK

• On ground
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
PROP BRK UNLOCKING (Eng 2 stopped) PROCEDURE . . . . . . . . . . . . APPLY
• In flight
R
CONTINUE NORMAL OPERATION
ENG 2 PARAMATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
• After landing
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
MAINTENANCE ACTION REQUIRED.
ATR 42 Model : 400/500

P 26 001
POWER PLANT NOV 98
AA
INCORRECT TQ INDICATION
PROCEDURE
INCORRECT TQ INDICATION
J Intermittent fluctuations or unrealistic steady indication
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NH / NP on affected engine . . . . . . . . . . . . . . . . . . . ADJUST TO VALID ENG
J - - -" indication on the digital counter.
Avoid sudden PL movements
COMMENTS
- AFU provides TQ indication to the cockpit instruments. (needle)
- Untimely TQ indication drop lasting more than 2.15 s will induce an ATPCS sequence
if ATPCS was already armed.
- With engine at high power, a spurious ATPCS sequence would provoke an automatic
feathering and a very significant overtorque deselecting ATPCS will avoid such a
possibility.
- With no reliable TQ indication, engine power monitoring is assured on the affected
engine through NH / NP indications.
R - See also 2.02.11 p. 2.
ATR 42 Model : 500

P 28 001
POWER PLANT DEC 03
AA
PEC FAULT
ALERT
Anomaly on both PEC - MC light flashing amber SC
channels - ENG amber light on CAP
- Associated FAULT light on
central panel
PROCEDURE
PEC 1 (2) FAULT
H If in short final approach (below 400 ft RA)
GO AROUND PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
• Then, above 400 ft :
CL (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OVRD
PEC (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
H If successful
CL (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
H If unsuccessful
PEC (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R Before landing CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OVRD
Reverse is not available on affected engine. Taxi on both engines
H Other flight phases :
CL (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OVRD
PEC (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
H If successful
CL (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
H If unsuccessful
PEC (affected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R Before landing CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OVRD
Reverse is not available on affected engine. Taxi on both engines
COMMENTS
- Expect NP blocked at 102.5 % (overspeed stop)
- Do not set PLs below FI before nose wheel is on ground.
- Reverse is not available because the secondary low pitch stop retraction solenoïd is
disabled that forbids the blades to go below the low pitch protection.
- When the PEC is deenergized a NP cancel signal is sent to the EEC to cancel the EEC
NP governing mode (that controls the NP speed at 850 rpm) on ground.
- ACW may be lost if NP drops below 65.5 % on the affected engine.
- CL is set to OVRD to minimize NP transient when PEC is switched OFF/RESET.
ATR 42 Model : 400/500
P 29 001
POWER PLANT NOV 01
AA
ONE PROPELLER REMAINING AT NP 100 % AFTER CLB PWR SELECTION

CL (BOTH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OVRD
H If required, manually set CLB torque on affected engine
ATR 42 Model : 400/500

P4 100
FUEL DEC 06
AA
FUEL LO LVL
ALERT

- Fuel quantity indication below - MC light flashing amber SC
160 kg / 352 lb - FUEL amber light on CAP
- Associated LO LVL amber
or light on FUEL QTY indicator
- Feeder tank not full
PROCEDURE
FUEL LO LVL
R AVOID EXCESSIVE AIRCRAFT ATTITUDES
1 If both LO LVL lights ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAND ASAP
1 If LO LVL light on one side only
FUEL LEAK PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
1 If no leak
1 If FQI < 160 kg / 352 lb
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
1 If FQI ≥ 160 kg / 352 lb, feeder jet pump malfunction is suspected
X FEED is not necessary
FUEL CONSUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
R
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- The LO LVL alert for each side will be triggered by :
- the fuel remaining indicated on FQI, when it is less than 160 kg / 352 lb.
- the secondary low level detection system, when feeder tank is not completely full.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is
raised from 20 kg / 44 lb to 130 kg / 287 lb.
Mod : 4650 ATR 42 Model : 400/500

P5 001
FUEL DEC 04
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : -Nil- -Nil-
-sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at departure
or
-passenger observation (fuel spray from engine or wing tip) or
-total fuel quantity decreasing at an abnormal rate, or
-fuel imbalance, or
-a tank emptying too fast (leak from engine or a hole in a tank),or
-excessive fuel flow (leak from engine), or
-fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J Leak from engine (excessive fuel flow or feed spray from engine)
PL (on affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL (on affected engine) . . . . . . . . . . . . . . . FTR THEN FUEL SO
PUMP associated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE (on affected engine) . . . . . . . . . . . . . . . . . . . PULL
SINGLE ENG OPERATION procedure . . . . . APPLY (refer to 2.05.02 p1)
J If excessive fuel flow was identified before engine shutdown,
FUEL X FEED valve can be opened
J In all other cases X FEED valve must remain closed
J Leak not located

FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : the X feed must remain closed to prevent the leak affecting both sides
BEFORE LANDING, NOTIFY ATC
ATR 42 Model : 400/500

P4 001
ELECTRICAL SYSTEM MAY 98
AA
DC EMER BUS OFF

ALERT
DC EMER BUS no longer - MC light flashing amber SC
supplied - CAP alerts
- TQ indications loss
- VHF1 loss
R
- ADC FAULT light loss
PROCEDURE
DC EMER BUS OFF

LEAVE AND AVOID ICING CONDITIONS
DESCEND TOWARD FL 100/MEA
STBY PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USED AS REQUIRED
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set to ADC 2
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If ice accretion builds up on airframe
DE ICING MODE SEL FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . APPLY
PROPELLERS ANTI ICING FAULT PROCEDURE . . . . . . . . . . . . . . . . . APPLY
HORNS ANTI ICING FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . APPLY
F Before landing
N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI SKID FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
F After landing
DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
ATR 42 Model : 400/500

P7 001
AA
DUAL CHG LOSS

ALERT
MFC failure leading to dual batĆ - MC flashing amber NONE
tery charge contactors loss - ELEC amber light on CAP
R - both amber arrows illuminated
on overhead panel
PROCEDURE
DUAL CHG LOSS

MFC modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONE AT A TIME OFF/RESET
J If unsuccessful
LAND ASAP
If conditions permit, minimize use of VHF1
COMMENTS
This case should only occur following a MFC software failure.
ATR 42 Model : 400/500

P 14 001
AA
ACW BUS 2 OFF
ALERT

ACW BUS 2 not supplied - MC light flashing amber SC
(short circuit protection) - ELEC amber light on CAP
- ACW GEN 2 FAULT and
associated ACW BUS OFF
amber light on overhead panel
PROCEDURE
ACW BUS 2 OFF

ACW GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R AS LONG AS ICING CONDITIONS EXIST, VISUALLY MONITOR ICE ACCRETION
Affected equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F/O AIRSPEED IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BUS EQPT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ADC DISAGREEMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
TAXI ON BOTH ENGINES
COMMENTS
- Monitor F/O airspeed ind. for erroneous indications due to loss of associated pitot
heating.
- Green hydraulic system users are supplied by the blue hydraulic system after hydraulic
crossfeed has been opened.
ATR 42 Model : 400/500

P 17 001
POWER PLANT NOV 02
BUS EQPT LIST
BUS FAILURES
BAT ONLY
(ACW available)
DC BUS AC BUS STBY ACW BUS STBY STBY
BUS BASIC BUS BUS
(AC + UNDV OVRD
1 2 1 2 1 2 1ā+2ā
DC)
F STICK PUSĆ
LOST LOST LOST LOST
L HER
T STICK SHAĆ
C LOST LOST LOST
KER
T
L TRIM IND LOST
L/G RET LOST * LOST LOST
EMER EMER EMER
L/G EXT
L ONLY ** ONLY
/
G OVHD MAIN OVHD OVHD
BOTH
a L/G POS IND PANEL PANEL PANEL PANEL
LOST
n LOST LOST LOST LOST
d INB INB
ANTI SKID LOST
B LOST LOST
R LANDING L R BOTH
K LIGHTS LOST LOST LOST
TAXI and T.O.
LIGHTS LOST LOST LOST LOST LOST
FF/FU/OIL 1 2 BOTH BOTH BOTH
W T&P LOST LOST LOST LOST LOST
R FQI
P AUTO IDLE
L LOST LOST LOST LOST
GATE
A
N IDLE GATE
LOST
T FAIL IND
PROP BRK LOST LOST
BLEED/ PACK LOST LOST
A #1 #2 BOTH BOTH BOTH
RECIRC/FAN
I LOST LOST LOST LOST LOST
R AUTO AUTO AUTO AUTO
PRESSU
LOST LOST LOST LOST
R ICE
LOST
DETECTOR
RUD & AIL &
HORNS LEFT RIGHT BOTH
ANTI ICE ELEV ELEV LOST
LOST LOST
PROP ANTI P1 P2
LOST
ICE LOST LOST
I F/O F/O BOTH BOTH
C WIPERS
LOST LOST LOST LOST
E
A MAIN L R
BOTH
N WINDOW FRONT FRONT
LOST
D HTG LOST LOST
R SIDE
L R BOTH BOTH BOTH
A WINDOW
LOST LOST LOST LOST LOST
I HTG
N CAPT F/O CAPT
PROBE PITOT PITOT +
ALPHA ALPHA F/O
HTG
TAT TAT LOST
LOST LOST
CAPT
STATICS & F/O ALL ALL ALL
PORTS STBY LOST LOST LOST LOST
LOST
* HYD GREEN PUMP LOST : USE THE CROSS FEED

** USING HYD X FEED WHEN ONLY DC HYD PUMP IS AVAILABLE IS NOT RECOMMENDED
ATR 42 Model : 400/500
P2 001
HYDRAULIC DEC 95
AA
COMMENTS
- In case of LO LEVEL, X feed remains closed and X FEED valve operation is
automatically inhibited.
- If blue system is affected :
. flaps
. nose wheel steering
. propeller brake
. spoilers
are lost.
The landing distance is increased due to loss of flaps. For emergency/parking brake,
the brake accumulator allows at least six applications of braking force at full braking
pressure.
- If green system is affected :
. normal braking
. landing gear normal extension/retraction
are lost.
The landing distance is increased due to loss of normal braking. If a go around has to be
performed, landing gear will not retract.
ATR 42 Model : 400/500

P1 001
FLIGHT CONTROLS DEC 03
AA
REDUCED FLAPS LDG
PROCEDURE
REDUCED FLAPS LDG

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
R STEEP SLOPE APPROACH ( 4.5°) . . . . . . . . . . . . . . . . . . . PROHIBITED
LDG
FLAPS FLAPS 35° APP/LDG SPD
MULTIPLY BY
Vm HB 0 + wind effect
0 1.35
15 1.15
25 1.1
Note : - Tail strike may occur if pitch attitude exceed 10_ during the flare
depending upon vertical speed at touch down.
down
COMMENTS
- GPWS must be selected FLAP OVRD to prevent nuisance alerts on final approach.
ATR 42 Model : 400/500

P5 001
AA
ELEV JAM
ALERT
There is no indication of an elevator jam other than an inability to operate the control
column.
PROCEDURE
ELEV JAM
CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCOUPLE
AVOID ICING CONDITIONS

CHECK BOTH CONTROL COLUMNS FREE
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 kt
J If one elevator is stuck to full down position
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 kt
J If left elevator is jammed
MINIMUM MANEUVER OPERATING SPEED . . . . . . . . . . INC by 10 kt
J If elevator jamming occurs at take off
MAX SPEED to complete the flight . . . . . . . . . . . . . . . . . . . . . . 161 kt
R PITCH DISCONNECT procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Both pilots accomplish a firm action on their own column IN THE WAY REQUIRED BY
THE JAMMING CONDITION.
One of the two channels must yield (force required 52 daN = 115 lbs).
- Stick pusher acts on LH elevator. If LH control column is jammed, stick pusher must be
considered as inoperative.
- The maximum speed authorized if elevator jamming occurs at take off is linked to the
elevator take off position.
- When RH elevator is jammed, AP is no more available.
- After uncoupling, only one pilot has control and actuates one elevator only.
ATR 42 Model : 400/500

P6 001
AA
PITCH DISCONNECT
ALERT
Pitch coupling - MW light flashing red CRC

mechanism disconnected - PITCH DISCONNECT red light
on CAP
PROCEDURE
PITCH DISCONNECT
AVOID ICING CONDITIONS
CHECK BOTH CONTROL COLUMNS FREE
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 kt
MAX LOAD FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 g
BANK ANGLE MUST BE RESTRICTED TO 30_ until flaps extension
R STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
Vapp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INC BY 10 Kt
LANDING DISTANCE FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
LAND AT AIRPORT WITH MINIMUM CROSSWIND
REDUCE SMOOTHLY TO FLARE
COMMENTS
- As both elevator channels are disconnected, pitch control efficiency is reduced.
- Pitch coupling mechanism may be reconnected on ground. (Refer to 2.02.06).
ATR 42 Model : 400/500

P7 001
AA
PITCH TRIM INOPERATIVE
ALERT
Both normal and standby pitch trim controls are inoperative.
PROCEDURE
PITCH TRIM INOPERATIVE

MAINTAIN EXISTING CONFIGURATION AND SPEED
AS LONG AS POSSIBLE
F For approach
R STEEP SLOPE APPROACH ( 4.5°) . . . . . . . . . . . . . . . . . . . . PROHIBITED

EXTEND FLAPS AT VFE FOR EACH CONFIGURATION
LANDING SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 kt
LANDING DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- Maintain existing configuration and speed as long as possible to avoid high forces on
the columns.
- The landing distance is increased due to landing speed increase.
ATR 42 Model : 400/500

P9 001
FLIGHT CONTROLS NOV 00
AA
STICK PUSHER/SHAKER FAULT
ALERT

Stick pusher / shaker fault - MC light flashing amber SC
- FLT CTL amber light on CAP
- FAULT amber light in
STICK PUSHER/SHAKER
p.b.
PROCEDURE
STICK PUSHER/SHAKER FAULT

STICK PUSHER/SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Vm HB Vm LB for all configurations . . . . . . . . . . . . . . . . . . . . . . . . . INC BY 10 kt
R TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
LANDING DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- The minimum maneuvering speeds are increased by 10 kt in order to increase stall

margin.
ATR 42 Model : 400/500

P 10 001
AA
AILERON JAM
ALERT
There is no indication of an aileron jam other than an inability to operate the control wheel
laterally.
PROCEDURE
AILERON JAM
BANK ANGLE LIMIT (USING RUDDER) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25_
BLUE HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LAND AT AIRPORT WITH MINIMAL CROSSWIND
S For approach
SELECT BLUE HYD PUMP ON BEFORE FLAPS EXTENSION
THEN SELECT IT OFF AS WELL AS HYD AUX PUMP
DO NOT EXTEND FLAPS IN TURN
S Immediately after touch down
BLUE HYD PUMP and HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Bank angle is limited to 25_ due to reduced roll control efficiency.
- Blue pump and Aux pump are selected OFF in order to decrease drag from associated
extended spoiler. These pumps are selected ON again when necessary the selected
OFF. They must be reselected ON immediately after touch down in order to recover
nose wheel steering.
ATR 42 Model : 400/500

P 11 001
AA
SPOILER JAM
ALERT
Spoiler jam may be detected when a SPLR light is illuminated on the overhead panel with
control wheel at neutral position.
PROCEDURE
SPOILER JAM
BLUE HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LAND AT AIRPORT WITH MINIMAL CROSSWIND
S For approach
SELECT BLUE HYD PUMP ON BEFORE FLAPS EXTENSION
THEN SELECT IT OFF AS WELL AS HYD AUX PUMP
S Immediately after touch down
BLUE HYD PUMP and HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Blue hyd pump and Aux pump are selected OFF in order to try to decrease drag from
associated extended spoiler. The pumps are selected ON again when necessary then
selected OFF. They must be reselected ON immediately after touch down in order to
recover nose wheel steering.
ATR 42 Model : 400/500

P 12 001
AA
RUDDER JAM
ALERT
There is no indication of a rudder jam other than an inability to operate the rudder pedals.
PROCEDURE
RUDDER JAM
USE DIFFERENTIAL POWER SO AS TO MINIMIZE SIDE SLIP
LAND AT AIRPORT WITH MINIMUM CROSS WIND
S At touch down
NOSE DOWN BEFORE REDUCTION BELOW FI
ATR 42 Model : 400/500

P 15 100
FLIGHT CONTROLS NOV 99
AA
AIL LOCK LIT

ALERT
Disagree between aileron locking - MC light flashing amber - Single Chime
actuators and gust lock control - FLT CTL amber light (SC)
(temporized alert 8 sec) illuminates on CAP
- AIL LOCK amber light
illuminates on the pedestal
Aileron locking actuators not fully

retracted and PL on TO position - MW flashing red - Continuous
- CONFIG red light illuminates Repetitive
Disagree between aileron locking on CAP Chime
actuators and gust lock control - FLT CTL amber light (CRC)
during the TO CONFIG TEST illuminates on CAP
PROCEDURE
AIL LOCK LIT

H Before take-off
- Return to parking
- Refer to MMEL item 70.1, gust lock system
H After landing
- Take special care for TAXI (wind effects)
- Use standby system for aileron lock at parking
- Inform maintenance
COMMENTS
A malfunction of an aileron locking actuators is pointed out according two levels of
protection :
- an amber alarm, before the take off, with a 8 s delay
- a red alarm if :
D either TO CONFIG TEST is performed,
D or PLs are set on TO position.
Mod : 4372 ATR 42 Model : 500

P1 001
LANDING GEAR NOV 00
AA
L/G UNSAFE INDICATION
ALERT
- Any gear not seen down CRC
locked, and (which may
- Flaps 35, and not be
- ZRA < 500 ft - MW light flashing red silenced by
- LDG GEAR NOT DN red light depressing
on CAP the MW pb)
- Any gear not seen down - red light in landing gear lever CRC
locked, and - any green ∇ light not (which may
R - at least one PL at FI, and illuminated on either panel be silenced
- ZRA < 500 ft by depressing
the MW pb)
Note : - The second condition is inhibited during 150 seconds after the retraction of at
least one landing gear leg, to cover the case of the one engine go around.
- In both cases, the ZRA condition is inhibited in case of radio altimeter failure.
PROCEDURE
L/G UNSAFE INDICATION

H L/G selected DOWN
H GREEN LT OFF on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
H GREEN LT OFF on both panels
L/G GRAVITY EXT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . APPLY
H If unsucessful
LDG WITH ABNORM L/G PROCEDURE . . . . . . . . . . . . . . . APPLY
H L/G selected UP
H RED LT ON on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
H RED or GREEN LT ON on both panel
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 kt
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
R TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
ATR 42 Model : 400/500

P3 001
LANDING GEAR NOV 00
AA
L/G GRAVITY EXTENSION
PROCEDURE
L/G GRAVITY EXTENSION

L/G LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
EMER EXTENSION HANDLE . . . . . . . . . . . . . . PULL ABOVE PEDESTAL LEVEL
CAUTION : Do not twist the handle when operating.
H If the handle comes down

R PULL AGAIN AND MAINTAIN UP TO GREEN LIGHTS ILLUMINATED
TCAS(if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
H If unsuccessful
LDG WITH ABNORM L/G PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Although gravity extension is possible up to VLO, it is recommended to perform it at

a lower speed compatible with flight conditions.
- Pulling the handle mechanically releases the up locks. Pushing the handle back resets
the uplocking system.
TRAINING
- After gravity extension for training purposes, reset the emergency extension handle
before normal retraction. If handle is maintained pulled, hydraulic configuration will
inhibit gear retraction.
ATR 42 Model : 400/500

P6 001
LANDING GEAR NOV 00
AA
L/G RETRACTION IMPOSSIBLE

PROCEDURE
L/G RETRACTION IMPOSSIBLE

L/G LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
MAX SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 kt
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
R TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ATR 42 Model : 400/500

P8 001
LANDING GEAR DEC 05
AA
BRK TEMP HOT
ALERT

Brake temperature over 160ºC - MC light flashing amber SC
- WHEEL amber light on CAP
- HOT amber light on central panel
PROCEDURE
BRK TEMP HOT

H Before TO
DELAY TO
H In flight
LEAVE L/G DOWN FOR 1 mn AFTER TAKE OFF FOR COOLING EXCEPT IN
CASE OF EMERGENCY
R BRAKING FAILURE ON ONE SIDE
R PROCEDURE
R BRK FAILURE ON ONE SIDE
R BRK HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER
ATR 42 Model : 400/500

P3 100
AIR DEC 03
AA
BLEED LEAK
ALERT
Bleed air leak - MC light flashing amber (SC)
(Loop u 153°C/307°F) - AIR amber light on CAP
- associated LEAK, BLEED
and PACK FAULT amber
lights on overhead panel
PROCEDURE
BLEED LEAK
PACK VALVE affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200/MEA
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDE
CAUTION : System must not be restored in flight.
R Note : If a bleed leak occurs on ground during taxi go back to parking.
COMMENTS
- Following the detection of a leak, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts allowing flight to be
continued with one pack supplied.
- Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as
BLEED is selected OFF, PACK FAULT It extinguishes).
- Large quick power changes at altitude may generate engine surges.
- System must not be restored in flight because it may create hazards.
Mod : 4584 ATR 42 Model : 400/500

P1 001
ANTI ICE NOV 97
AIRFRAME AIR BLEED FAULT
ALERT

Low pressure in the de-icing - MC light flashing amber SC
common air manifold - ANTI ICING amber light on
(P < 14 PSI and t > 6s) CAP
- or - - AIRFRAME AIR BLEED
Over temperature (T > 230_C) FAULT amber light on
upstream the pressure overhead panel
regulating valve
PROCEDURE
AIRFRAME AIR BLEED FAULT

AIRFRAME AIRBLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If ENG DE-ICING FAULT light illuminates after 10 s
ENG DE-ICING affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AIRFRAME AIRBLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AIRFRAME FAULT . . . . . . . . . . . . . . . . . . . . . . . CHECKED EXTINGUISHED
J If not
MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . INCREASED BY 15 kt
LANDING DISTANCE (icing conditions) . . . . . . . . . . . . . . . . MULTIPLY by 1.2
ATR 42 Model : 400/500

P3 001
ANTI ICE NOV 97
AA
ENG ANTI ICING FAULT
ALERT

- Distribution valve output controlled - MC light flashing amber SC
open but no downstream pressure - ANTI ICING amber light on
detected, or CAP
- Distribution valve output controlled - associated FAULT amber
closed but downstream pressure light on overhead panel
detected.
PROCEDURE
ENG DE ICING FAULT

Associated ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Very large ice accretion on the engine air intake may generate an engine flame out
when the ice breaks free.
- Several cases of MFC failure may generate an engine anti icing FAULT alert prior de
icing mode sel FAULT.
Engine anti icing may be recovered when selecting de icing mode sel OVRD.
ATR 42 Model : 400/500

P8 001
ANTI ICE NOV 01
AA
MODE SEL AUTO FAULT
ALERT
- MFC 1B or 2B and/or - MC light flashing amber SC
ADC failure - ANTI ICING amber light
- Discrepancy between on CAP
outputs - FAULT amber light on
overhead panel
PROCEDURE
MODE SEL AUTO FAULT

R MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DE ICING and ANTI ICING manual mode pbs :
According to current SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
COMMENTS
R
- In case of FAULT or discrepancy between ADC's information and until further pilot's
action :
. High speed boots activation is selected (airframe + engines)
. High power cycle (20/60) is selected (propellers).
- OVRD guarded Pb has to be used in case of cycle anomaly, indicated by its own FAULT
light.
ATR 42 Model : 400/500

P 20 001
MFC DEC 06
AA
R For MFC Module Equipment List see

QRH 2.39, 2.40 and 2.41.
ATR 42 Model : 400/500

P1 001
AUTOPILOT NOV 98
AA
AILERON MISTRIM (MESSAGE), or EXCESSIVE LATERAL TRIM REQUIRED or

ABNORMAL FLIGHT CHARACTERISTICS OF THE AIRPLANE
ALERT
Any unusual situations observed such as :
- Illumination of the AILERON MISTRIM message on ADU,
- Excessive lateral trim required,
- Abnormal flight characteristics of the airplane.
PROCEDURE
AILERON MISTRIM (MESSAGE), or EXCESSIVE LATERAL TRIM REQUIRED, or

ABNORMAL FLIGHT CHARACTERISTICS OF THE AIRPLANE
AP . . . . . . . . . . . . . . . . . . DISCONNECT HOLDING FIRMLY THE CONTROLS

FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS
The autopilot may be reengaged following adjustment of the lateral trims.
COMMENTS
Ailerons forces may be affected by external conditions such as :
R - Prolonged exposure to severe icing.
- De/anti-icing hold over time exceeded.
ATR 42 Model : 400/500

P2 001
AUTOPILOT NOV 98
AA
PITCH MISTRIM
ALERT

AP TRIM THRESHOLD limit is - PITCH MISTRIM message on NONE
exceeded ADU
PROCEDURE
PITCH MISTRIM (MESSAGE)

FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.
COMMENTS
Elevator hinge moment may be affected by external conditions.
From experience, the most likely cause appears to be take off with ice remaining on the
tail plane (De or anti-icing hold over time exceeded).
R Severe icing may also be a factor.
PITCH TRIM FAIL

ALERT
Pitch Auto-trim lost - PITCH TRIM FAIL message NONE

on ADU
PROCEDURE
PITCH TRIM FAIL (MESSAGE)

FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.
ATR 42 Model : 400/500

P8 001
AA
CRT FAIL
PROCEDURE
CRT FAIL
CRT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Affected CRT must be switched OFF to obtain composite mode on the non affected
one. (In composite mode, the background brightness (brown and blue colors) is
controlled by the WX DIM rheostat).
LOSS OF RADIO ALTIMETER INFORMATION
ALERT

Loss of radio altimeter - amber dashes on EADI - Nil -
- GPWS FAULT amber light
on CAP
PROCEDURE
LOSS OF RADIO ALTIMETER INFORMATION

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CAUTION : LDG GEAR NOT DOWN undue warning may be generated when
reducing PLs, this alarm may be cancelled by using EMER AUDIO CANCEL
ATR 42 Model : 400/500

P 10 100
AA
ADC FAULT
ALERT

Loss of ADC - Red flag on Vc, Vs indicators
- TAT / SAT / TAS informations are
lost None
Selected ADC is connected to - AP MSG on both EADI
AP. - CPL DATA INVALID ON ADU
PROCEDURE
ADC FAULT
VALID ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON AFFECTED SIDE
AP COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON AFFECTED SIDE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON AFFECTED EQUIPMENT
H If ADC1 is lost
LANDING ELEVATION (pressure altitude) . . . . . . . . . . . . . . . . . . . . . . . . . SET
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R H If both ADC are lost
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
MAN RATE knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 o'clock
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MOD : 5205 ATR 42 Model : 400/500

P 12 001
AA
ADC DISAGREEMENT
ALERT
In case of disagreement between both ADC, AP (if engaged) disconnects being unable to
identify the valid ADC. AP MSG is displayed on both EADI.
“ADC DATA INVALID” message is displayed on ADU.
PROCEDURE
ADC DISAGREEMENT
INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK
FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFIED
VALID ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECTED
FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R 1 If ADC 1 is WRONG,
R Pull C/B ADC 1 EMER SPLY
R Pull C/B MFC 1A AUX / ADC 1 HOT SPLY
R 1 If ADC 2 is WRONG,
R Pull C/B ADC 2
REFER TO “ADC FAULT” PROCEDURE
ATR 42 Model : 400/500

P 14 001
AA
FIRE LOOP FAULT
ALERT
Fire loop fault signal - MC light flashing amber SC
- LOOP amber light on CAP
- Associated loop FAULT amber light on
overhead panel
PROCEDURE
FIRE LOOP FAULT
LOOP affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : As long as loop affected is not selected to OFF position, the system can not
detect an engine fire.
SMK DET FANS FAULT
ALERT
Smoke detector fans failure - MC light flashing amber
- AIR amber light on CAP
- FANS FAULT amber light on overhead
panel
PROCEDURE
SMK DET FANS FAULT
Associated FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
ATR 42 Model : 400/500

LOADING – FUEL – BALANCE CHART 2.06.00
P1 OK
2.06.00 ..................... CONTENTS

2.06.01 ..................... DEFINITIONS
2.06.02 ..................... CARGO LOADING
2.06.03 ..................... FUEL LOADING
2.06.04 ..................... WEIGHT AND BALANCE
ATR 42-500
LOADING - FUEL - BALANCE CHART 2.06.04
P4 001
WEIGHT AND BALANCE NOV 99
AA
EXAMPLE BASED ON FICTITIOUS DATA

CAUTION : Fictitious data
Refer to WBM for operational use
ATR 42 Model : 500

MISCELLANEOUS 2.07.00
P1 OK
2.07.00 CONTENTS
2.07.01 DOCUMENTATION ON BOARD
2.07.02 BIRD AND OTHER ANIMAL STRIKE
ATR 42-500
P1 OK
F.C.O.M. DOCUMENTATION ON BOARD NOV 03
FLIGHT LOG
FILLING OUT, SUBMITTING AND CHECKING
The flight log (further FLG) stays on board of the airplane. The flight log is filled in by the F/O. Being
properly filled in, the original (white page) is submitted by the F/O to the data collection department for
the purpose of checking data and further processing. The filled in FLG is submitted immediately after
returning to PRG. In case the airplane is detained away from PRG, the crew will bring the original
page to PRG, and will submit it to the data collection department. Prior to submission the FLG must
be signed by the Commander or the F/O if he is so appointed. The torn out original must be submitted
along with the load sheet, fuel invoice, and take off and landing cards (only in case that OPTIMUM
TABLES were used) to the data collection department The submitting crew member must be present
at the data collection department while they check entered data, to provide if needed additional
information, or correct any deficiencies.
Method of filling in the Flight Log for the ATR 42/72 (Example on page 3)
1 UTC date in the form of Day/Month/Year of the planned departure

2 Complete registration mark
3 Airplane type (ATR 42 or ATR 72)
4 Carrier’s code (CSA)
5 Grey column - actual date of flight in the form Day/Month
6 Flight number
Column "Nat. of flight" is filled in only in these cases: - Technical pass - PT
- Commercial pass - PB
- Training flight - V
- Test flight - Z
In all other cases this column is left blank.
7 The IATA identifier for take-off and landing airports
8 Departure time in UTC
9 Arrival time in UTC
10 Fuel delivery sheet No.
11 Amount of fuel delivered in units (LT, IG, UG)
12 Amount of fuel before the flight (kg)
Amount remaining after the flight(kg)
13 X must be filled in only in case an engine failed during flight or was shut down
14 Duty and capacity of the crew:
CP - Commander C - examinator
FO - First officer I - instructor
GE - technical support V - in training
Z - student
P - performance check
VK - purser A - line training
PP - Cabin attendant S - State inspector
ATR 42-500
P2 OK
15 Surname and given name of the crew member (capital letters)

16 Identification number of the crew member
17 Number of legs, where the given crew member worked
18 Entry about engine run in H-mode (hrs. min.) This column is filling if PL is set out of Ground Idle
only
19 Time of start and shut off of engines (each separately) (hrs. min.), start and shut off of engine No.
2 - that means time from disengaged to engaged propeller brake
20 Used for comments
21 Signature
TECHNICAL LOG BOOK, CABIN LOG BOOK
Filling in the Technical Log Book and Cabin Log Book shall be made in English, Czech may be used
for supplementary information only.
In case that relevant page of Technical Log Book contains one of the following stamps:
ATR 42-320 ATR 42-500 ATR 72
perform these procedures prescribed by FCOM chapter numbers and confirm by signature.
STOWAGE OF THE FLIGHT CREW BAGGAGE IN THE COCPIT (JAR - OPS 1.270)
In accordance with JAR-OPS 1.270 all baggage and cargo on board, which might cause injury or
damage, or obstruct aisles and exits if displaced, must be placed in stowages designed to prevent
movement.
During all phases of flight, baggage with the Jeppesen documentation (if not handled) must be stowed
and secured in the special drawer installed under the second observer seat.
ATR 42-500
P3 OK
ATR 42-500
P1 OK
F.C.O.M. BIRD AND OTHER ANIMAL STRIKE JAN 07
PRECAUTION
To minimize the danger of bird strike, flight crew shall switch on prescribed lights before take off
and landing. During the pre-flight preparation, the crew shall follow and accept the AIP,
NOTAM / BIRDTAM information about bird occurrence localities, bird passages, time periods,
intensity and possibly species of birds endangering the safety of flight operation. It is highly
recommended to use radar for take-off and lading.
PROCEDURE
Check the fuselage, engines or aeroplane systems whether it has been affected by bird or other
animal strike. The commander will make a decision about further action according to the following
principles.
DURING TAKE-OFF
– Up to V 1 – Proceed according to principles of rejected take-off (see FCOM part 2.04.05-p11)
– After V 1 – Continue the take-off. The commander considers further procedure with accordance
to safety flight and aircraft conditions, available operational and meteorological information.
OTHER PHASES OF FLIGHT

– Check all engine instruments (temperatures, pressures, …)
– Upon identification of engine damage or destruction reduce its power or switch it off as required
(depending on actual conditions).
– The commander considers further procedure with accordance to safety, flight and aircraft
conditions, available operational and meteorological information.
– If the decision is to continue to the base – (PRG). follow the part CONTINUE TO BASE
– If the decision is to continue to other destination follow the part CONTINUE TO OTHER
DESTINATION
CONTINUE TO BASE (PRG)

It is the commander’s duty to immediately report any bird strike occurrence to the corresponding
ATC station. Subsequently, the bird strike occurrence with a possible damage to the aircraft should
be entered into the TECHNICAL LOG BOOK. Prior to landing in Prague CSA operational control
should be informed. Furthermore, after landing the commander shall report the occurrence to the
local ARO (by the prescribed ICAO “Bird strike reporting form”).
CONTINUE TO OTHER DESTINATION

It is the commander’s duty to immediately report any bird strike occurrence to the corresponding
ATC station. Subsequently, the bird strike occurrence with a possible damage to the aircraft should
be entered into the TECHNICAL LOG BOOK. There is a “BIRD AND OTHER ANIMAL CHECK-
LIST” on board of each CSA ATR aircraft, which helps captain to decide whether he (by himself)
can release the aircraft for the next leg or if any technician assistance is needed. If the captain
decides to fly, it is necessary to write down following sentence into the technical log book: “For info
only: Bird strike occurred with no damage to the airplane. Airplane is released for the next
operation according to the Bird and other animal check-list.” Prior to landing in Prague CSA
operational control should be informed.
ATR 42-500
P2 OK
F.C.O.M. BIRD AND OTHER ANIMAL STRIKE JAN 07
BIRD STRIKE CHECK-PLIST
ATR 42-500
(F.C.O.M.)
RD
3 PART: PERFORMANCE
OPERATING DATA 3.01.00
P1 OK
3.01.00 ..................... CONTENTS

3.01.01 ..................... CONVERSIONS
3.01.02 ..................... ISA
3.01.03 ..................... MACH – Z – IAS – TAS – SAT – TAT
3.01.04 ..................... QFE / QNH – ZP / ZG / ISA
3.01.05 ..................... PRESSURIZATION
ATR 42-500
POWER SETTING 3.02.00
P1 OK
3.02.00 ..................... CONTENTS

3.02.01 ..................... GENERAL
3.02.02 ..................... TORQUE TABLES
02.P1 ................ TAKE OF
02.P2 ................ RTO
02.P3 ................ GA
02.P4 ................ MCT
02.P5 ................ CLB
02.P8 ................ CRZ
ATR 42-500
P1 001
GENERAL NOV 99
AA
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
These controls act on three main components:
- Propeller Electronic Control or PEC

- Hydromechanical Unit or HMU
- Engine Electronic Control or EEC
The main engine power setting parameter is torque.

The maximum torque value for a given flight phase is defined by the FDAU and
displayed by a bug (FDAU target) on torque indicator. The crew has to set the
R PWR MGT selector to the position corresponding to the flight phase and to set
R the power lever in the notch or on the ramp in case of GO AROUND or for TO in
R uptrim inoperative case : in these conditions, the controlled torque matches the
maximum target torque displayed by the FDAU (except for TO position : TO
power is delivered but RTO power is displayed by the automatic bug).
R
ENGINE RATINGS
Take-off
This rating corresponds to the normal, derated take-off thrust. It is normally
time limited to 5 minutes.
Reserve take-off
This rating corresponds to the maximum thrust certified for take-off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-around.
ATR 42 Model : 400/500

P1 001
TORQUE TABLES NOV 99
AA
PW127E TAKE OFF TORQUE COMPUTED FOR VC = 50. KT

SAT (c) PROPELLER SPEED 100.0 %
R AIR NORMAL PRESSURE ALTITUDE (FT)
COND. AIR
OFF 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 90.0
-8. -24. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
-6. -22. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
-4. -19. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
-2. -17. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
0. -14. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
2. -12. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
4. -10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
6. -7. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
8. -5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
10. -2. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.6
12. 0. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.5
14. 3. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.1 87.2
16. 5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.8 85.9
18. 8. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.4 84.5
20. 10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.4 84.8 83.0
22. 13. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.8 83.2 81.4
24. 15. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 85.1 81.6 79.9
26. 18. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.0 83.5 80.0 78.3
28. 20. 90.0 90.0 90.0 90.0 90.0 90.0 89.0 85.4 81.9 78.5 76.8
30. 23. 90.0 90.0 90.0 90.0 90.0 90.0 87.3 83.7 80.3 77.0 75.4
32. 25. 90.0 90.0 90.0 90.0 90.0 89.2 85.6 82.1 78.7 75.5 73.9
34. 28. 90.0 90.0 90.0 90.0 90.0 87.5 83.9 80.5 77.2 74.0 72.4
36. 30. 90.0 90.0 90.0 90.0 89.3 85.7 82.2 78.9 75.6 72.5 71.0
38. 33. 90.0 90.0 90.0 90.0 87.5 84.0 80.6 77.3 74.1 71.0 69.5
40. 36. 90.0 90.0 90.0 89.3 85.7 82.2 78.9 75.7 72.6
42. 38. 90.0 90.0 90.0 87.4 83.9 80.5 77.3 74.1
44. 41. 90.0 90.0 89.1 86.6 82.1 78.8 75.6
46. 43. 90.0 90.0 87.2 83.7 80.3 77.1
48. 46. 90.0 88.8 85.3 81.8 78.6
50. 48. 90.0 86.8 83.3 80.0
52. 51. 88.3 84.8 81.4
54. 53. 86.2 82.8
55. 54. 85.1 81.8
Applicable for 0 p Vc p 60 kt.

The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.

P2 001
TORQUE TABLES NOV 99
AA
PW127E RESERVE TAKE OFF TORQUE COMPUTED FOR VC = 50. KT

SAT (c) PROPELLER SPEED 100.0 %
R AIR NORMAL PRESSURE ALTITUDE (FT)
COND. AIR
OFF COND.
ON -1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
-40. -63. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-10. -27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-8. -24. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-6. -22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-4. -19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
-2. -17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
0. -14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
2. -12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
4. -10. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
6. -7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
8. -5. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
10. -2. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6
12. 0. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.3
14. 3. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 96.9
16. 5. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.5 95.5
18. 8. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.0 93.9
20. 10. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.2 94.2 92.2
22. 13. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.4 92.4 90.5
24. 15. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.6 94.6 90.7 88.8
26. 18. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.7 92.7 88.9 87.0
28. 20. 100.0 100.0 100.0 100.0 100.0 100.0 98.9 94.8 90.9 87.2 85.4
30. 23. 100.0 100.0 100.0 100.0 100.0 100.0 97.0 93.0 89.2 85.5 83.7
32. 25. 100.0 100.0 100.0 100.0 100.0 99.2 95.1 91.2 87.5 83.9 82.1
34. 28. 100.0 100.0 100.0 100.0 100.0 97.2 93.2 89.4 85.8 82.2 80.5
36. 30. 100.0 100.0 100.0 100.0 99.2 95.2 91.4 87.6 84.0 80.6 78.9
38. 33. 100.0 100.0 100.0 100.0 97.2 93.3 89.5 85.8 82.3 78.9 77.3
40. 36. 100.0 100.0 100.0 99.2 95.2 91.4 87.7 84.1 80.6
42. 38. 100.0 100.0 100.0 97.2 93.2 89.5 85.8 82.3
44. 41. 100.0 100.0 99.0 95.1 91.3 87.6 84.0
46. 43. 100.0 100.0 96.9 93.0 89.3 85.7
48. 46. 100.0 98.7 94.7 90.9 87.3
50. 48. 100.0 96.4 92.6 88.9
52. 51. 98.1 94.2 90.4
54. 53. 95.7 92.0
55. 54. 94.6 90.8
Applicable for 0 p Vc p 60 kt.

The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.

TAKE-OFF 3.03.00
P1 OK
3.03.00 ..................... CONTENTS

3.03.01 ..................... GENERAL
01.P1 ................ TAKE-OFF CONDITIONS
01.P2 ................ TAKE-OFF SPEEDS
3.03.02 ..................... METHODOLOGIE
02.P1 ................ GENERAL
02.P3 ................ DETERMINATION OF THE TOW
02.P4 ................ NL RUNWAYS
3.03.03 ..................... CORRECTIONS
03.P1 ................ AIR CONDITIONING
03.P2 ................ RUNWAY SLOPE
WIND
QNH
03.P2A.............. NON DRY RUNWAYS
03.P3 ................ WAT (WEIGHT – ALTITUDE - TEMPERATURE)
03.P4 ................ OBSTACLES
03.P6 ................ BREAKES ENERGY
3.03.04 ..................... QUICK REFERENCE TABLES (QRT)
3.03.05 ..................... TAKE-OFF SPEEDS VALUES
3.03.06 ..................... EXAMPLE OF TAKE-OFF CHART COMPUTED WITH FOS
ATR 42-500
TAKE-OFF 3.03.01
P1 001
GENERAL NOV 99
AA
The methodology for the determination of the maximum take off weight is described in
the chapter 6-03 of the Airplane Flight Manual, which is the official reference.
As this way is long and complex, ATR pilots and dispatchers may have two other
possibilities to improve efficiency :
- the methodology described in 3-03-02 that gives non optimized results but can be
used on board
- the Regulatory Take-Off Weight (RTOW) charts, generated with the Flight Operations
Software (FOS), that give very accurate results before the flight.
TAKE-OFF CONDITIONS
Different weather conditions may be encountered at the take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take-off is at or
below 5°C or when TAT in flight is at or below 7°C and visible moisture in any form is
present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice
crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5°C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered :
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by :
R - water or slush between 1/8 and 1/2 inch (3 and 12.7 mm)
R - loose snow, must be considered as slush. To determine the equivalent slush
R depth, multiply the loose snow depth by : 1.25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perferctly dry, but when the water does not give
it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
ATR 42 Model : 400/500

TAKE-OFF 3.03.02
P2 001
METHODOLOGY NOV 00
AA
The quick reference tables QRT (3.03.04) are to be used in relation with the method
described in 3.03.02 page 3 by the airlines that do not have the FOS.
The QRT are RTOW charts computed with the FOS, but not optimized.
F In case of non limiting (NL) runway, the maximum take-off weight is the maximum
structural take-off weight and the take-off speeds must be read in the 3.03.05
chapter or in the quick reference handbook, associated with the actual take-off
weight.
F In case of limiting runway, a maximum take-off weight and the associated speeds
are provided in the chart.
The limitation is indicated under a specific code form :
1 = structure 5 = tyre speed
2 = 2nd segment 6 = brakes energy
3 = runway 7 = runway 2 engines
4 = obstacle 8 = final take-off
The limitation code appears always twice in order to cover optimization taking into
account two simultaneous limitations (2-2 means 2nd segment only ; 2-4 means both
2nd segment and obstacle limitation).
The actual take-off weight must be less or equal to the computed maximum take-off
weight.
R The take-off speeds to be used must be speeds indicated in the chart, even if the
actual weight is lower than the computed weight.
Note : Due to the conservative definition of NL area a gap can be encountered between
NL speeds and FOS optimized speeds when the computation case is at the NL
border.
ATR 42 Model : 400/500

TAKE- OFF 3.03.02
P3 001
METHODOLOGY DEC 06
AA
DETERMINATION OF THE TOW
Weight A, B determination Weight C determination
Runway length Zp, OAT

L = min (ASDA, TODA)
L
Air conditioning effect
3.03.03 p1
WAT Table
L1 (2nd segment effect) 3.03.03
Contamination decrement ∆L1 W
3.03.03 p2
Obstacle
L2 = L1--∆L1 location OBSTACLES COMPUTATION
Take--off flight path 3.03.03
MEL decrement ∆L2
3.11 Wind Normal conditions p4
Icing conditions p5
R LC1=L2--∆L2
Runway slope correction

Normal conditions 3.03.02 p5
W1 = W--∆W1
Icing conditions 3.03.02 p6
LC2
Tailwind
WIND
No wind Or
LC2 LC2 MEL Decrement ∆W2
Headwind 3.11
Tailwind Wind correction
correction Normal conditions 3.03.02 p5
3.03.03 p2 Icing conditions 3.03.02 p6
W2 = W1--∆W2
Zp, OAT LC3 LC3 Zp, OAT YES
NL CHART Obstacle or
BRAKE ENERGY
Normal conditions 3.03.02 p5 MEL effect
Normal conditions
Icing conditions 3.03.02 p6 NL on 2nd segment
3.03.03 p6
Not NL
Icing conditions LC3 NO
3.03.03 p7 Zp, OAT or
QRT
3.03.04 Zg +QNH Correction
p2 to 13 3.03.03 p2
WEIGHT B WEIGHT A WEIGHT D WEIGHT C

Runway+2 nd segment &final TO APPROACH Obstacle,
Brake Energy CLIMB 2nd segment
WEIGHT & final TO
3.08.01
RTOW = min (Weight A, B, C, D, Structural MTOW) NL Runway : RTOW = StructuralMTOW

Check speeds in QRT (weight A and C) Check speeds in QRH
Check speeds in Brake Enenrgy table (weight B)
Check speeds in QRH (structural MTOW)
ATR 42 Model : 400/500

TAKE-OFF 3.03.03
P1 001
CORRECTIONS NOV 99
AA
AIR CONDITIONING
R Take-off performances are computed with AIR CONDITIONING ON.
To take into account the effect of AIR CONDITIONING OFF add to the runway length the
∆L correction given in the following table :
LENGTH ∆L
AIR COND. ON AIR COND. OFF
750 m (2460 ft) 0 m (0 ft)
1000 m (3280 ft) 10 m (30 ft)
1500 m (4920 ft) 25 m (80 ft)
2000 m (6560 ft) 45 m (140 ft)
2500 m (8200 ft) 65 m (210 ft)
3000 m (9840 ft) 85 m (270 ft)
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e
torque bleed ON = 90 % for TO and 100 % for RTO), the take-off may be performed
air conditioning ON without performance penalty.

TAKE-OFF 3.03.03
P2 200
CORRECTIONS NOV 99
AA
RUNWAY SLOPE
R Runway slope between - 2 % and + 2 %
Decrease the runway length by 700 m (2300 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 500 m (1640 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-off weight and the associated limitation.
2) Apply the QNH correction :

QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 70 kg (155 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH q 1050 Hpa, keep the values of 1050 HPa.
QNH < 1013.25 HPa or 29.92 in Hg
Substract 265 kg (585 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take-off speeds.
Mod : 4372 + 4540 Eng. : PW127E ATR 42 Model : 500

TAKE-OFF 3.03.03
P 2A 200
CORRECTIONS NOV 99
AA
NON DRY RUNWAYS

A non dry runway may be :
- wet,
- contaminated by water or slush, loose snow*, compacted snow, ice.
*Loose snow : must be considered as slush. To determine the equivalent slush depth,
multiply the loose snow depth by : 1.25 x (actual loose snow density)
1 - Contaminated runway
At take off, the aircraft lateral controllability depends on :
- the exact contaminant characteristics,
- the cross wind component,
- the runway width and visual references.
Since these factors do not allow sufficient accuracy for predicting the effect of
asymmetrical reverse thrust, it is therefore not recommended to use single engine reverse
thrust for take-off on contaminated runway.
Performances without reverser only are to be used for flight preparation.
2 - Wet runways
In this particular condition, the single reverser use is perfectly controllable and leads to the
minimum stop distance in case of rejected take-off.
3 - Non dry runways corrections for FCOM computation

According to the previous assumptions, decrease the runway length by the following
values to take into account the runway contamination :
RUNWAY CONTAMINATION CORRECTION
Wet 150 m (490 ft)
Water or slush between 3 mm (1/8 in) and

350 m (1150 ft)
6.3 mm (1/4 in)
Water or slush between 6.3 mm (1/4 in)

450 m (1480 ft)
and 12.7 mm (1/2 in)
Compact snow 200 m (660 ft)
Ice 500 m (1640 ft)

TAKE-OFF 3.03.03
P4 001
CORRECTIONS NOV 98
AA
CLOSE OBSTACLES IN NORMAL CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply
to the WAT limiting weight previously computed to define the obstacles limiting
weight.
140 4680 10400
OBSTACLE HEIGHT ABOVE END OF RUNWAY (FT)

EXAMPLE
130 4200 9300
OBSTACLE LOCATION : 35 Ft AT 600 m
120
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO THE 3700 8200
WIND REFERENCE LINE, GO TO THE NEEDED WIND VALUE
110 THEN GO VERTICALLY TO THE INTERSECTION WITH THE
OBSTACLE HEIGHT LINE.
3160 7000
100
- NO WIND
2600 5800
THE WAT DECREMENT IS 710 Kg (1600 Lb)
90 - WIND = - 5 Kt (TAIL)
THE WAT DECREMENT IS 1045 Kg (2400 Lb) 2010 4500
80
70
1380 3100
60 710 1600
50 0 0
40
Kg Lb
30
WEIGHT
20 DECREMENT
10
0
0 100 200 300 400 500 600 700 800 900 1000
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

FCOM 42–500–3–03–03–004–001–ANG
NOSE
20
10
WIND (KT)
REF
0
–10
TAIL
–20

TAKE-OFF 3.03.03
P 4A 001
CORRECTIONS NOV 98
AA
REMOTE OBSTACLES IN NORMAL CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply
to the WAT limiting weight previously computed to define the obstacles limiting
weight.
1600

TO USE THIS GRAPH, REFER TO THE
1500 EXAMPLE GIVEN IN PAGE 4
4680 10400
1400
4200 9300
1300
3700 8200
1200
3160 7000
1100
1000
2600 5800
900 2010 4500
800
1380 3100
700
710 1600
600
500
0 0
400 Kg Lb
300
WEIGHT
200 DECREMENT
100
1 2 3 4 5 (NM)
0
0 1 2 3 4 5 6 7 8 9 (KM) 10
FCOM 42–500–3–03–03–004A–001–ANG
OBSTACLE DISTANCE FROM THE REFERENCE ZERO

NOSE
20
10
WIND (KT)
REF
0
–10
TAIL
–20

TAKE-OFF 3.03.03
P5 200
CORRECTIONS MAY 98
AA
R CLOSE OBSTACLES IN ICING CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply to the
WAT limiting weight previously computed to define the obstacles limiting weight.
R 160
R

R 150 EXAMPLE GIVEN IN PAGE 4
R 4630 10300
R 140
R
R 130 4160 9200
R
R
120
3660 8100
R 110
R 3140 7000
R 100
R
R 90
2580 5700
R
R 80 1990 4400
R
R 70 1370 3100
R
R
60
710 1600
R 50
R 0 0
R 40
R Kg Lb
R 30
R WEIGHT
R 20 DECREMENT
R
R 10
R
R 0
0 100 200 300 400 500 600 700 800 900 1000
R
R OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)
FCOM 42–500–3–03–03–005–200–ANG
R 20
WIND (KT) NOSE
R
R 10
R
R 0
REF
R
R –10
R
TAIL
R –20

TAKE-OFF 3.03.03
P 5A 200
CORRECTIONS MAY 98
AA
REMOTE OBSTACLES IN ICING CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply to the
WAT limiting weight previously computed to define the obstacles limiting weight.
1600
4630 10300
1500 EXAMPLE GIVEN IN PAGE 4
4160 9200
1400
1300 3660 8100
1200
3140 7000
1100
2580 5700
1000
900 1990 4400
800
1370 3100
700
710 1600
600
0 0
500
400
Kg Lb
300
200
WEIGHT
100 DECREMENT
1 2 3 4 5 (NM)
0
0 1 2 3 4 5 6 7 8 9 (KM) 10
OBSTACLE DISTANCE FROM THE REFERENCE ZERO

FCOM 42–500–3–03–03–005A–200–ANG
20
NOSE
10
WIND (KT)
REF
0
–10
TAIL
–20

TAKE-OFF 3.03.03
P6 200
CORRECTIONS MAY 98
AA
BRAKES ENERGY LIMITATION

NORMAL CONDITIONS
R USE FOR ANY TAILWIND UP TO 15 KT
R TAKE OFF WEIGHT (KG) - LIMITATIONS
R V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
R
R ZP FT 0 1000 2000
R
R .0
0 18651 6-6
6 6
108 108 115
18318 6-6
6 6
107 107 114
17996 6-6
6 6
106 106 112
R
R 10 0
10.0 18311 6-6
6 6
107 107 114
17995 6-6
6 6
106 106 112
17689 6-6
6 6
105 105 111
R
R
R
20 0
20.0 17991 6-6
6 6
106 106 112
17691 6-6
6 6
105 105 111
17400 6-6
6 6
104 104 110
R
R 30 0
30.0 17711 6-6
6 6
105 105 111
17423 6-6
6 6
104 104 110
17136 6-6
6 6
103 103 109
R
R
R
40 0
40.0 17442 6-6
6 6
104 104 110
17156 6-6
6 6
103 103 109
16865 6-6
6 6
103 103 108
R
R 50 0
50.0 17181 6-6
6 6
104 104 109
16886 6-6
6 6
103 103 108
16596 6-6
6 6
102 102 107

R
R ZP FT 4000 6000 8000
R 17695 6-6
6 6 17102 6-6
6 6 16517 6-6
6 6
R
R
-10.0
10 0 105
10 105
10 111 103 103 109 101 101 107
10
R
R
.0
0 17399 6-6
6 6
104 104 110
16805 6-6
6 6
102 102 108
16211 6-6
6 6
100 100 106
R
R 50
5.0 17247 6-6
6 6
104 104 110
16656 6-6
6 6
102 102 107
16064 6-6
6 6
100 100 105
R
R 10 0
10.0 17098 6-6
6 6
103 103 109
16511 6-6
6 6
101 101 107
15915 6-6
6 6
100 100 105
R
R
R
15 0
15.0 16955 6-6
6 6
103 103 109
16363 6-6
6 6
101 101 106
15775 6-6
6 6
99 99 104
R
R 20 0
20.0 16822 6-6
6 6
102 102 108
16212 6-6
6 6
100 100 106
15635 6-6
6 6
99 99 103
R
R
R
25 0
25.0 16691 6-6
6 6
102 102 108
16099 6-6
6 6
100 100 105
15497 6-6
6 6
99 99 103
R
R 30 0
30.0 16558 6-6
6 6
102 102 107
15962 6-6
6 6
100 100 105
15361 6-6
6 6
98 98 102
R
R 35 0
35.0 16422 6-6
6 6
101 101 107
15827 6-6
6 6
100 100 104
15224 6-6
6 6
98 98 102
R
R
R
40 0
40.0 16284 6-6
6 6
101 101 106
15691 6-6
6 6
100 100 104
14765 3-3
3 3
97 97 100

TAKE-OFF 3.03.03
P7 200
CORRECTIONS MAY 98
AA
BRAKES ENERGY LIMITATION

ICING CONDITIONS
R USE FOR ANY TAILWIND UP TO 15 KT
R
R ZP FT 0 1000 2000 3000
R BELOW 17552 6-6 17260 6-6 16969 6-6 16687 6-6
R 112 112 119 111 111 118 110 110 116 109 109 115
R 5°C
R BELOW 17400 6-6 17110 6-6 16825 6-6 16544 6-6
R 111 111 118 111 111 117 110 110 116 109 109 115
R 10°C

R
R ZP FT 4000 5000 6000 8000
R BELOW 16404 6-6 16121 6-6 15839 6-6 15275 6-6
R 108 108 114 107 107 113 107 107 112 105 105 110
R 5°C
R BELOW 16263 6-6 15985 6-6 15700 6-6 15132 6-6
R 108 108 114 107 107 113 106 106 111 104 104 109
R 10°C
R TAKE OFF WEIGHT (LB) - LIMITATIONS

R
R ZP FT 0 1000 2000 3000
R BELOW 38697 6-6 38052 6-6 37412 6-6 36789 6-6
R 112 112 119 111 111 118 110 110 116 109 109 115
R 5°C
R BELOW 38361 6-6 37722 6-6 37092 6-6 36473 6-6
R 111 111 118 111 111 117 110 110 116 109 109 115
R 10°C
R TAKE OFF WEIGHT (LB) - LIMITATIONS

R
R ZP FT 4000 5000 6000 8000
R BELOW 36165 6-6 35542 6-6 34920 6-6 33676 6-6
R 108 108 114 107 107 113 107 107 112 105 105 110
R 5°C
R BELOW 35854 6-6 35242 6-6 34614 6-6 33361 6-6
R 108 108 114 107 107 113 106 106 111 104 104 109
R 10°C

TAKE-OFF 3.03.04
P1 200
QUICK REFERENCE TABLES NOV 99
AA
The QRT are computed at standard pressure, with air conditioning ON, no wind, no
obstacle, a dry runway and no slope.
Entry parameters must be determined as indicated in 3.03.02 page 3.
NORMAL CONDITIONS
The QRT are computed with V2/VSR = 1,143 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VSR = 1,222 and V1/VR = 1.
R In case of ground icing conditions, if atmospheric icing conditions do not exist, the V2/VS
R 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.

TAKE-OFF 3.03.05
P2 200
TAKE-OFF SPEEDS VALUES MAY 98
AA
NON LIMITING RUNWAY TAKE-OFF SPEEDS

When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW.
NORMAL CONDITIONS
WEIGHT SPEEDS (KT IAS)

KG (LB) V1 = VR * V2
R 18600 (41005) 110 115
18000 (39700) 108 113
17500 (38590) 106 112
17000 ((37485))
105 112
and below
ICING CONDITIONS
WEIGHT SPEEDS (KT IAS)

R KG (LB) V1 = VR V2
R 18600 (41005) 118 122
18000 (39700) 115 120
17500 (38590) 114 118
17000 (37485) 112 116
16500 (36380) 110 115
16000 (35270) 109 113
15000 ((33070))
105 112
and below
R * Because of a longer time between VR and VLOF due to water or slush runway
contamination increase VR by :
F 1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch) in normal
conditions only.
F no correction below 6.3 mm (1/4 inch).

TAKE-OFF 3.03.06
USE OF FOS P1 001
FOS TAKE OFF CHART EXAMPLE NOV 01
AA
Note : The following take off chart is an example and cannot be used in operations.
F15 06/09/2001
ELEVATION = 200.0 (FT) LIMITATION CODES ATR42-500 JAR

T.O.R.A. = 1200.0 (M) 0- DRY CHECK 5 - TYRE SPEED V2/VS OPTIMIZED V1/VR OPTIMIZED
A.S.D.A. = 1300.0 (M) 1 - STRUCTURE 6 - BRAKE ENERGY AIR COND. OFF
T.O.D.A = 1300.0 (M) 2 - 2ND SEGMENT 7 - RWY 2 ENGINE NORMAL CONDITIONS
SLOPE = 0.00 (%) 3 - RUNWAY 8 - FINAL T.O WITHOUT REVERSE
LARGE WIDTH ASSUMED 4 - OBSTACLE 9 - VMC-
- WIND TOW (KG) DTOW1 / DTOW2 QNH = 1013.25 (HPA) DRY RUNWAY
0- KT V1 VR V2 (IAS KT) CODES DQNH = +10.000 / -10.000 SCREEN HEIGHT 35 FT
A- DV1 DVR DV2/DV1 DVR DV2
T-
(DC) - -10 -5 0 10 20
-10.0 18600 + 0/ +0 18600 + 0/ +0 NL NL NL

105 106 114 1-1 103 106 114 1-1
+0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
0.0 18402 + 106/ -107 18600 + 0/ +0 NL NL NL
105 106 113 3-3 105 107 114 1-1
+0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
5.0 18200 + 106/ -108 18600 + 0/ +0 NL NL NL
104 105 112 3-3 106 107 114 1-1
+1 +1 +1/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
10.0 18002 + 107/ -108 18600 + 0/ -4 18600 + 0/ +0 NL NL
104 105 112 3-3 106 107 114 1-1 105 107 114 1-1
+0 +0 +0/ -1 -1 -1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
15.0 17810 + 107/ -107 18511 + 88/ -108 18600 + 0/ +0 NL NL
103 104 111 3-3 106 107 113 3-3 105 107 114 1-1
+0 +0 +0/ +0 +0 -1 +1 +0 +1/ +0 -1 +0 +0 +0 +0/ +0 +0 +0
20.0 17623 + 106/ -107 18323 + 107/ -108 18600 + 0/ +0 18600 + 0/ +0 NL
102 104 110 3-3 106 106 113 3-3 106 107 114 1-1 105 107 114 1-1
+1 +0 +1/ +0 -1 +0 +0 +0 +0/ -1 +0 -1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
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 : 18 t but with . ATOW : 18 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 18511 kg, which 18511+88=18599 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 18600 kg.
Check ATOW below 18600 kg.
V1 = 106 kt V1 = 106 +1=107 kt
Vr = 107 kt Vr = 107 kt
V2 = 113 kt V2 = 113 + 1 = 114 kt Read the speed associated
in FCOM 3.03.05 p2
ATR 42 Model : 400/500
CLIMB 3.04.00
P1 OK
3.04.00 ..................... CONTENTS

3.04.01 ..................... INTRODUCTION
3.04.02 ..................... 160 kt
02.P1 ................ TWIN-ENGINE CEILING
02.P2 ................ TABLES
3.04.03 ..................... 190 kt
03.P1 ................ TWIN-ENGINE CEILING
03.P2 ................ TABLES
3.04.04 ..................... ICING CONDITIONS
04.P1 ................ TABLES AT 160 kt
04.P11 .............. MAXIMUM TWIN ENGINE OPERATIONAL CEILING AT VmLB0
3.04.05 ..................... CLIMB GRADIENT
ATR 42-500
CLIMB 3.04.01
P1 001
INTRODUCTION MAY 98
AA
Climb charts are established for two indicated speeds (160 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
When using air conditioning in high mode, increase fuel consumption by 6.5 % (160 kt)
or 8.5 % (190 kt).
All charts are established with a center of gravity location corresponding to 25%.
OPERATIONAL CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
rate of climb of 300 ft/mn (see 3.04.02 p 1).
CLIMB IN ICING CONDITIONS

R Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
R moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
R snow, sleet and ice crystals).
Climb charts in icing conditions are established for 160 kt at climb Power with Air
conditioning in normal mode.
Performance are computed taking into account a degradation of aircraft
aerodynamic at altitudes where icing conditions may be encountered.
That is why tables are given for different temperatures (ISA-20, ISA-10, ISA,
ISA + 10, ISA + 20).
The icing operational ceiling is computed for a minimum rate of climb of 100 ft/mn and
can be read directly on the tables (3.04.04 pages 1 to 10) just below a blank division.
The maximum operational ceiling (twin engine) which is accessible when flying at
VMLBO = 1.45 VSR is given in 3.04.04 p.11.
R Since computed with a lower residual rate of climb in icing conditions than in normal
R conditions, the operational ceiling may sometimes be greater in icing conditions. IN THIS
R CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL CONDITIONS.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, climb performance published for icing
conditions MUST BE regarded as operational information only.
ATR 42 Model : 400/500

CLIMB 3.04.04
P 11 200
ICING CONDITIONS NOV 99
AA
MAXIMUM OPERATIONAL CEILING (Twin engine)

R ICING CONDITIONS - FLAPS 0° - VMLB0 = 1,45 VSR
MINIMUM RATE = 100 FT/MN

APPROACH - LANDING 3.04.05
P1 001
CLIMB GRADIENT DEC 03
AA
INTRODUCTION
The Standard Instrument Departure Procedures (SID) can require a climb gradient to
clear obstacles or to join a flight level at a given distance.
The gross climb gradients are displayed in the following graphs for :
-One engine out - one engine at Maxi Continuous Power - IAS = Final Take Off Speed
-Two engines at Max Climb Power - IAS = 160 kt
-Two engines at Max Climb Power - IAS = VMLB
DIRECTION FOR USE
If a departure requires a climb gradient X% between the two altitudes Z1 and Z2 (Z2>Z1) :
-if the climb gradient at Z2 (the highest altitude) is better than X, then the
procedure can be applied
-if the climb gradient at Z2 is lower than X, then determine the climb gradient at
0.5x (Z1 + Z2):
- if the climb gradient at 0.5x(Z1 + Z2) is better than X then the SID
procedure can be applied
- if the climb gradient at 0.5x(Z1 + Z2) is lower than X then the SID
can not be used
ATR 42 Model : 400/500

P2 001
AA
ATR 42 Model : 400/500

CLIMB 3.04.05
P3 001
AA
GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MAX CONTINUOUS POWER
IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.22 VSR - ICING CONDITIONS FLAPS 15 / 1.31 VSR

CLIMB 3.04.05
P4 001
AA
GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 160 KT
NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0

CLIMB 3.04.05
P5 001
AA
GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER

IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.22 VSR - ICING CONDITIONS FLAPS 0 / 1.45 VSR

CRUISE 3.05.00
P1 OK
3.05.00 ..................... CONTENTS

3.05.01 ..................... INTRODUCTION
3.05.02 ..................... MAX CRUISE
ATR 42-500
CRUISE 3.05.01
P1 100
INTRODUCTION NOV 02
AA
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
conditioning in normal mode.
As soon as flight level is reached, select PWR MGT on CRZ position.
R When using air conditioning in high mode increase fuel consumption by 3 % and
subtract 5 kt on True Airspeed.
All charts are established with a center of gravity location corresponding to 25 %.
Max cruise tables are given with NP = 82 %.
CRUISE IN ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Tables are established only for the altitudes where icing conditions may be encountered
and for different temperatures (ISA - 20, ISA - 10, ISA, ISA + 10, ISA + 20).
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, cruise performance published for icing
conditions MUST BE regarded as operational information only.
Mod : 4601 or (4372 + 4540) Eng. : PW127E ATR 42 Model : 500

HOLDING 3.06.00
P1 OK
3.06.00 ..................... CONTENTS

3.06.01 ..................... INTRODUCTION
3.06.02 ..................... NORMAL CONDITIONS
ATR 42-500
HOLDING 3.06.01
P1 100
INTRODUCTION NOV 99
AA
Holding charts are established :
- in clean configuration
- with air conditioning in normal mode.
- with NP = 82 % propeller speed
- at VmHBO of icing conditions.
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of consumption.
When using air conditioning in high mode, fuel consumption is increased by 3 %.
All charts are established with a center of gravity location corresponding to 25 %.
The temperature effect is negligible.
R ICING CONDITIONS
R Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
R moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
R snow, sleet and ice crystals).
Mod : 4601 or (4372 + 4540) Eng. : PW127E ATR 42 Model : 500

DEC 06
R 15
FCOATO-03.06.02.002.200
FCOATO-03.06.03.002.200
DESCENT 3.07.00
P1 OK
3.07.00 ..................... CONTENTS

3.07.01 ..................... INTRODUCTION
3.07.02 ..................... NORMAL CONDITIONS
ATR 42-500
DESCENT 3.07.01
P1 100
INTRODUCTION NOV 99
AA
Descent charts are established in clean configuration for 3 sped laws (200, 220,
240 kt) and one reference weight (15 T = 33 000 Lb).
Two kinds of descent are proposed :
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
1) set power to reach the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
R from cruise altitude, descent at chosen gradient (3° with pressurization in NORMAL
R mode, 4° or 5° with pressurization in FAST mode)
1) set power to reach the desired descent speed
2) maintain descent speed and gradient of descent
R
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 30 kg (66 lb) for the consumption
WEIGHT CORRECTION
- Increase the fuel consumption by :
+ 2.5 % at 1500 ft of rate of descent
+ 5.0 % at 2000 ft of rate of descent
+ 2.5 % at 3° descent gradient
+ 3.5 % at 4° descent gradient
+ 5 % at 5° descent gradient
for a 1000 kg (2200 Lb) weight decrease
- No correction for weight increase
- No influence on time and distance
Mod : 4601 or (4372 + 4540) ATR 42 Model : 500

P1 OK
3.08.00 ..................... CONTENTS

3.08.01 ..................... APPROACH CLIMB LIMITING WEIGHT
3.08.02 ..................... FINAL APPROACH SPEEDS
3.08.03 ..................... LANDING DISTANCES
3.08.04 ..................... EXAMPLE OF LANDING CHART COMPUTED WITH FOS
ATR 42-500
P 4A 320
APPROACH CLIMB LIMITING WEIGHT NOV 97
AA
R CAT II - ICING CONDITIONS - V = 1.29 VSR

In icing conditons, decrease the approach climb gradient limiting weight determined on
paragraph 3.08.01 p 2A by the following values.
FLAPS 25
WEIGHT KG / LB CORRECTION KG / LB
21 000 / 46 300 - 350 / - 775
19 000 / 41 900 - 250 / - 550
17 000 / 37 480 - 200 / - 440
15 000 / 33 070 - 150 / - 330
and below
Mod : 1112 + 4372 + 4540 Eng. : PW127E ATR 42 Model : 500

P1 200
FINAL APPROACH SPEEDS NOV 97
AA
FINAL APPROACH SPEED
VAPP = VmHB + WIND FACTOR

or VMCL (whichever is higher)
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 35°
Weight VmHB IAS limited by VMCL
(1000 kg) (1000 lb) Normal conditions Icing conditions
12 27 94 94
13 29 94 96
14 31 94 100
15 33 94 103
16 35 97 108
17 37 100 112
18 40 103 116
18.6 41 104 118
R Mod : 4372 + 4540 ATR 42 Model : 500

P3 001
LANDING DISTANCES NOV 00
AA
CORRECTION ON LANDING DISTANCES

- Wind : S dry or wet runway
add 10 % per 5 kt tailwind
subtract 2 % per 5 kt headwind
S contaminated runway
add 12 % per 5 kt tailwind
subtract 3 % per 5 kt headwind
- Airport elevation : S dry or wet runway
add 3 % per 1000 ft above sea level
S contaminated runway
add 5 % per 1000 ft above sea level
- Effect of reverse : landing distances are decreased by
S 5 % on dry runway
S 13 % on wet runway
R S 13 % on runway contaminated by water or slush
R S 12 % on runway contaminated by compact snow
R S 29 % on runway contaminated by ice
R CAUTION : On contaminated runway, performances without reverser only are to be

used for flight preparation.
Note : Landing on damp runway.

A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
ATR 42 Model : 500

APPROACH LANDING 3.08.04
USE OF FOS P1 001
FOS LANDING CHART EXAMPLE NOV 01
AA AA
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 ATR42-500 JAR
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
– WIND F35 QNH = 1013.25 (HPA) F35

– (KT) APPROACH F25 APPROACH F25
0– CAT I LANDING WEIGHT (KG) CAT I
A– DRY RUNWAY CODE WET RUNWAY
T–
(DC) - -10 –5 0 10 20 –10 –5 0 10 20
–10.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
0.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
5.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
10.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
15.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
20.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance
data. In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in
runway or obstacle characteristics or in case of amendment of the AFM
performance data.
Example 1 :
Wind : 10 kt
Wet runway
Temperature : 15 °C
The maximum landing weight (Regulatory Landing Weight) is 16 458 kg because of the runway
limitations
ATR 42 Model : 400/500

ONE ENGINE INOPERATIVE 3.09.00
P1 OK
3.09.00 ..................... CONTENTS

3.09.01 ..................... GENERAL
3.09.02 ..................... FLIGHT PREPARATION
02.P1 ................ METHOD
02.P3 ................ NET CEILING
02.P6 ................ DOWN HILL RULE
02.P8 ................ 200 kt IAS DESCENT
3.09.03 ..................... IN FLIGHT – PROCEDURE
3.09.10 ..................... IN FLIGHT – NORMAL DRIFT DOWN DESCENT
3.09.15 ..................... IN FLIGHT – ICING DRIFT DOWN DESCENT
3.09.16 ..................... IN FLIGHT – NORMAL 200 kt IAS DESCENT
3.09.17 ..................... IN FLIGHT – ICING 200 kt IAS DESCENT
3.09.20 ..................... IN FLIGHT – NORMAL CRUISE 1 ENGINE
3.09.25 ..................... IN FLIGHT – ICING CRUISE 1 ENGINE
3.09.30 ..................... IN FLIGHT – NORMAL HOLDING 1 ENGINE
3.09.35 ..................... IN FLIGHT – ICING HOLDING 1 ENGINE
ATR 42-500
P1 OK
F.C.O.M. GENERAL AUG 00
En route single engine performance have to be considered at two levels:

• FLIGHT PREPARATION
Net performance are used (the 1,1% gradient penalty is applied to the gross flight path)
• IN FLIGHT
Gross performance are used (real performance without penalties)
In both cases, operative engine is at MCT power (NP = 100 %). Air conditioning is ON above
10000 ft, OFF below.
Both atmospheric conditions are considered:

• NORMAL CONDITIONS
• ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible moisture in any
form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
Note: All performance data given for ICING CONDITIONS derive from flight tests measurements
performed with ICE SHAPES representative of the worst icing cases considered by
certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, performance published for icing conditions must
be regarded as operational information only.
The en route single engine performance may be determine by the following ways:
a) using the table computed by FOS module 4,
b) if FOS computation is not available, use computation method published at the following
subchapters:
• FLIGHT PREPARATION
The method, the net ceilings and the down hill rules 3.09.02
• IN FLIGHT - PROCEDURE
The drift down procedure, with or without obstacles 3.09.03
• NORMAL CONDITIONS
Drift down descent tables 3.09.10
200 KT lAS descent tables 3.09.16
Cruise 1 engine tables 3.09.20
Holding 1 engine tables 3.09.30
• ICING CONDITIONS
Drift down descent tables 3.09.15
200 KT lAS descent tables 3.09.17
Cruise 1 engine tables 3.09.25
Holding 1 engine tables 3.09.35
ATR 42-500
P2 OK
DESCRIPTION OF THE TABLE COMPUTED BY THE FOS MODUL 4
See figure on the following page.
¢ Departure airport identification and elevation.
£ Destination airport identification and elevation.
¤ Ground distance.
¥ Aircraft and engine version identification.
¦ If engine failure occurs before the critical point, the aeroplane must return to an aerodrome
where a landing can be made (designated "R").
§ Critical point location (e.g. 6 NM before Breno).
¨ In case of engine failure between critical points where leg is designated "XX", it is impossible
either to continue the flight or return without flying below the minimum altitude required above
the obstacles. Flight in these conditions is therefore forbidden.
© Identification of the critical condition ("O" - obstacle/ "F" - fuel).
ª If engine failure occurs between critical points where leg is designated ". .", aircraft can either
fly ahead or return to an aerodrome where a landing can be made.
« If engine failure occurs behind critical point, the aircraft must fly ahead to an aerodrome where
a landing can be made (designated "C").
ATR 42-500
P3 OK
4 1 3 2
-------------------------------------------------------------------------------
: * EN-ROUTE NET FLIGHT PATH * : RNP: B3 NOV.1998 :
: **************************** -------------------:
: DEPARTURE : ARRIVAL : ROUTE NBR : :
: LIPE - BOLOGNA LKPR - PRAGUE #1 :
: ELEV. 125 ft - DIST. 424 nm - ELEV. 1247 ft :
: :
: ATR42400/AA/PWC121A RNPNET-MA-BY8------A :
:-----------------------------------------------------------------------------:
: DEVIATION FROM ISA : 7.0 °C :
: NORMAL ATMOSPHERIC CONDITION :
-------------------------------------------------------------------------------
: ROUTE DEFINITION : FL 180 :
:------------------------------: WEIGHT AT BRAKE RELEASE POINT (kg) :
: WAYPT : DIST :WD FL150 FL200 :----------------------------------------------:
: CODE : : MEA QNH : 17000. : 17300. : 17600.XX :
:------------------------------:--------------:--------------:--------------:
: LIPE : : : R : R : R :
: : : 140/26 140/28 : R : R : R :
: : 18 : 5000 1015.00 : R : R : R :
: D039N :----------------------: R : R : R :
: : : 140/26 140/28 : R : R : R :
: : 8 : 5000 1015.00 : R : R : R :
: : 12 : 13000 1015.00 : R : R : R : 5
: BZO :----------------------: R : R : R :
: : : 150/16 140/23 : R : R : D 6/BRENO O :
:
: BRENO
: 32 : 14000 1022.00 :
:----------------------:
R
R
:
:
R
R
:
:
XX
XX
:
:
6
: : : 150/16 140/23 : D 10/INN O : D 1/INN O : XX :
: : 14 : 12000 1022.00 : .. : .. : XX : 7
: INN :----------------------: .. : .. : XX :
: : : 150/16 140/23 : .. : .. : D 5/NORIN O : 8
: : 9 : 12000 1022.00 : .. : .. : C :
: NORIN :----------------------: .. : .. : C :
:
:
:
:
: 150/16 140/23 :
14 : 12000 1022.00 :
..
..
: D 10/KOGOL O :
: C :
C
C
:
:
9
: KOGOL :----------------------: .. : C : C :
: : : 150/16 140/23 : .. : C : C :
: : 18 : 13000 1022.00 : .. : C : C : 10
: TULSI :----------------------: .. : C : C :
: : : 160/16 150/18 : D 3/XX1 O : C : C :
: : 15 : 13800 1025.00 : C : C : C :
: XX1 :----------------------: C : C : C :
: : : 160/16 150/18 : C : D 3/XX2 F : C :
: : 6 : 14800 1025.00 : C : C : C :
: XX2 :----------------------: C : C : C :
: : : 160/16 150/18 : D 14/MDF F : C : C :
: : 18 : 5000 1025.00 : C : C : C :
: MDF :----------------------: C : C : C :
: D112C :----------------------: C : C : C :
: : : 160/16 150/18 : C : C : C :
: : 28 : 4900 1025.00 : C : C : C :
: GOGEL :----------------------: C : C : C :
: : : 160/16 150/18 : C : C : C :
: : 14 : 0 1025.00 : C : C : C :
: LKPR : : : C : C : C :
:------------------------------:-------------------------------------------------
: TOTAL : 424 : : D DIST TO WPT - CODE : .. NO LIMITATION :
:------------------------------: O : OBSTACLE : R RETURN MANDATORY :
: : nm : deg/kt deg/kt : F : FUEL : C CONTINUE MANDATORY :
: : ft hPa : : XX CROSSING IMPOSSIBLE :
---------------------------------------------------------------------------------
ATR 42-500
P4 OK
F.C.O.M. GENERAL MAY 04
ONE ENGINE INOPERATIVE CRUISE SPEEDS AND MAXIMUM DISTANCE FROM

AN ADEQUATE AERODROME
The one engine inoperative cruise speeds and the maximum distances from an adequate
aerodrome are determined in accordance with JAR-OPS 1 regulation, paragraph 1.245.
The speeds and distances specified below are intended to be used for flight planning purposes
only.
TAS [kt] Distance [NM]

ATR 42-320 200 200
ATR 42-500 215 215
ATR 72-202 200 200
ATR 42-500
P2 001
FLIGHT PREPARATION NOV 00
AA
R NET CEILING METHODOLOGY

R According to the atmospheric conditions of the day, refer to the normal condition graph
(page 3) or to the icing condition graph (page 4).
R Atmospheric Normal conditions (page 3)

R For a given weight and temperature, read the value of the ceiling.
R Atmospheric Icing conditions (page 4)

R For a given weight and temperature, read the ceiling value in icing conditions ;
R .IF the corresponding OAT is lower than 5°C :
R ⇒ keep the value as the icing conditions ceiling
R .IF the corresponding OAT is greater than 5°C :
R 1 Read the transition altitude (Zt) from normal to icing conditions (intersection
R between OAT = 5°C line and the line of the considered ISA)
R 2 Using the normal conditions graph, read the ceiling Zcn corresponding to the
R considered weight temperature

R ⇒ The ceiling in icing conditions is : min {Zt ; Zcn}
R DOWN HILL RULES (DHR)

R Single engine net ceiling being computed, the DHR graphs (page 6 and 7) give net
R descent flight path down to this ceiling with the LO BANK speed VMLB associated to the
R day conditions (flaps 0 in normal conditions or flaps 15 in icing conditions).
R A complete DHR example is given in page 5.
ATR 42 Model : 500

P3 001
AA
R NET CEILING
R Considering the atmospheric conditions of the day, read your net ceiling on one of the
R two following graphs :
R D NORMAL CONDITIONS - FLAPS 0
ISA ISA - 10 ISA - 20
R
ISA + 10
R TO USE THIS GRAPH, REFER TO THE
Zp(nc) (1000 FT)
R ISA + 20
ISA ( oC) in DASHED LINE
R OAT ( oC) in CONTINUOUS LINE
R 22
ISA + 30
R
R
R ISA + 40
R 20
R
R
R 18
R
R
R
R 16
OAT = - 40oC
R
R OAT = - 30oC
R 14
R OAT = - 20oC
R
R OAT = - 10oC
R 12
R OAT = 0oC
R
R
FCOM 42–500–3–09–02–002–001
AIR CONDITIONING ON
10 OAT = + 10oC
R AIR CONDITIONING OFF
R OAT = + 20oC
R
R 8
R OAT = + 30oC
R
R 6
R 12 13 14 15 16 17 18 19
R WEIGHT (x 1000 KG)
Examples :
R 1 Weight = 15000 kg ; ISA + 20 ⇒ Net Ceiling : Zp(nc) = 16600 ft
R 2 Weight = 16500 kg ; OAT = 30°C ⇒ Net Ceiling : Zp(nc) = 18100 ft
P4 200
AA
R D NET CEILING IN ICING CONDITIONS - FLAPS 15

R ISA - 10 ISA - 20
R ISA
R
Zp(ic) (1000 FT)
ISA + 10
R ISA ( oC) in DASHED LINE
R OAT ( oC) in CONTINUOUS LINE
ISA + 20
R 22
R
R
ISA + 30
R 20
R
R
R ISA + 40
R 18
R
R
R 16
R
R Zp(OAT 5) OAT = - 40oC
R
R 14
OAT = - 30oC
R
R OAT = - 20oC
R 12
R OAT = - 10oC
R
R OAT = 0oC
FCOM 42–500–3–09–02–003–200
AIR CONDITIONING ON
R 10
OAT = + 5oC
AIR CONDITIONING OFF
R OAT = + 15oC
R
R
8
R OAT = + 25oC
R
R
R 6
R 12 13 14 15 16 17 18
WEIGHT (x 1000 KG)
R
Examples :
R 1 Weight = 16500 kg ; OAT = - 30°C ⇒ Net Ceiling : Zp(ic) = 16800 ft
R 2 Weight = 16500 kg ; ISA + 20°C ⇒ The corresponding OAT is greater than 5°C, so
R refer to the Normal Conditions graph (page 2). For 16500 kg and ISA + 20°C, the Net
R Ceiling is : Zp(nc) = 13600 ft.
R Transition altitude from Icing to Normal Conditions for ISA + 20°C (intersection between
R ISA + 20°C line and OAT = 5°C line) : Zp(OAT 5) = 15200 ft.
P5 200
AA
R DHR EXAMPLES IN ICING CONDITIONS

R In Icing Conditions, two kinds of DHR have to be considered :
R - The level off net ceiling corresponds to an OAT less than 5°C : all the descent is
R performed in Icing Conditions (Example 1 )
R - The level off net ceiling corresponds to an OAT greater than 5°C : the descent is
R performed in Icing Conditions until OAT = 5°C, and in Normal Conditions for OAT
R greater than 5°C (Examples 2 and 3 )
R 1 Initial parameters at engine failure :
R 25000 ft ; Icing Conditions ; 16500 kg ; OAT = -30°C ; No wind

R ⇒ Read the net ceiling on the Icing Conditions graph (page 4) : Zp(ic) = 16800 ft.
R The height above the ceiling is : 25000 - 16800 = 8200 ft.
R ⇒ Refering to page 7, the distance to reach the ceiling of 16800 ft is : 220 - 45 = 175 NM.
R 2 Initial parameters at engine failure :

R 25000 ft ; Icing Conditions ; 16500 kg ; ISA + 20°C ; No wind
R ⇒ Refering to the Icing Conditions graph (page 4), for 16500 kg and ISA+20, the associated
R OAT is greater than 5°C, so read on this graph :
R - The Icing Conditions fictitious Net Ceiling, i.e. : Zp(ic) = 12000 ft ;
R - The transition altitude from Icing to Normal Conditions for ISA+20°C (intersection between
R ISA+20°C line and OAT = 5°C line) : Zp(OAT 5) = 15200 ft.
R ⇒ The level off net ceiling is read on the Normal Conditions graph (page 3) : Zp(nc) = 13600 ft.
R a) Determine the distance covered in Icing Conditions using the graph page 7 :
R D(ic) = d(25000-12000) - d(15200-12000) = d(13000) - d(3200) = 203 - 122 = 81 NM ;
R b) Determine the distance covered in Normal Conditions using the graph page 6 :
R D(nc) = d(15200-13600) = d(1600) = 210 - 115 = 105 NM ;
R c) The total distance to reach the ceiling of 13600 ft is :
R D = D(ic) + D(nc) = 81 + 105 = 186 NM
R 3 Same example than 2 , but with weight = 15500 kg :
R ⇒ Refering to the Icing Conditions graph (page 4), for 15500 kg and ISA+20, the associated
R OAT is greater than 5°C. So, read on this graph the transition altitude from Icing to Normal
R Conditions for ISA+20°C : Zp(OAT 5) = 15200 ft.
R ⇒ On the Normal Conditions graph (page 3), you read a net ceiling Zp(nc) = 15500 ft that is
R higher than Zp(OAT 5) = 15200 ft. So, you must keep as level off net ceiling Zp(OAT 5) =
R 15200 ft, the aircraft being set to the Normal Condition configuration (Flaps 0°, Anti/De-icing
R Off).
R It is prohibited to go up to Zp(nc).
R ⇒ The total distance to reach the ceiling of 15200 ft is determined using the graph page 7 :
R D = D(ic) + d(25000 - 15200) = d(9800) = 220 - 32 = 188 NM.
R CORRECTIONS ON GEOMETRICAL ALTITUDE

R To take into account the actual atmospheric conditions (pressure, temperature), refer to the
operating data 3.01 chapter.
Mod : 4372 + 4540 ATR 42 Model : 500

P6 001
AA
R DOWN HILL RULE - NORMAL CONDITIONS - FLAPS 0

R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R Examples :
R Height above ceiling = 5000 ft
R No wind
R Distance to reach the ceiling = 220 - 55 = 165 Nm

R Wind = - 80 kt (headwind)
R Distance to reach the ceiling = 120 - 20 = 100 Nm.

P7 001
AA
R DOWN HILL RULE - ICING CONDITIONS - FLAPS 15
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R Examples :
R No wind

R Wind = 80 kt (tailwind)

P8
NOV 00
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R P8
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
P9
NOV 00
PROCEDURE P1 001
IN FLIGHT MAY 98
AA
PROCEDURE
J If obstacle problem exists
In order to maintain the highest level possible, the drift down procedure should be used :
D MCT on operative engine
R D Action related to decision points
D Deceleration in flight level down to drift down speed which then will be maintained
(IAS mode)
- In normal conditions VMLB0
- In icing conditions VMLB15 (flaps 15 will be selected when below VFE)
D LO BANK mode selection
- If, having reached drift down ceiling altitude, obstacle problem persists, the drift
down procedure is continued to make an ascending cruise.
- If, after drift down, obstacles are cleared, the subsequent cruise will be performed
using MCT thrust on the remaining engine and the 1 engine cruise tables.
When possible FL 70/80 is recommended in order to optimize the cruise speed.
Note : A special attention should be paid to the fuel unbalance.

It is recommended to balance the tanks using the fuel crossfeed when the
dissymmetry reaches 100 kg (or 200 lbs).
R
R
R
ATR 42 Model : 400/500

PROCEDURE P2 001
IN FLIGHT MAY 98
AA
J If no obstacle problem exists
Drift down procedure is not necessary. A descent at maximum continuous power will
be performed at 200 kt IAS. When the vertical speed slows down to 500ft/mn maintain
this value by increasing the speed.
Aircraft will be levelled when reaching the chosen cruise altitude.
R When possible, FL 70/80 is recommended in order to optimize the speed.
Use 200 kt IAS descent tables (3.09.16 or 17) and 1 engine cruise tables (3.09.20 or
25).
R
R
Note : A special attention should be paid to the fuel unbalance.

It is recommended to balance the tanks using the fuel crossfeed when the
dissymmetry reaches 100 kg (or 200 lbs).
ATR 42 Model : 400/500

PROCEDURE P3 001
IN FLIGHT NOV 98
AA
DRIFT DOWN DESCENT TABLES
METHOD OF USE
Choose in the next pages, the table corresponding to atmospheric conditions (normal or
icing, ∆ ISA).
R Select aircraft weight and flight level when failure occurs.
R Example : 18000 kg, FL 230 :
INIT. GW INITIAL FLIGHT LEVEL
(1000 KG) 200 210 220 230 240 250
65 22.0 120 40.4 144 48.1 161 53.5 175 58.0 185 61.3
18.0 134 138 134 249 134 294 134 324 135 349 135 366
19600 19800 19800 19900 19900 20000
R Values to be used as example only.
Table gives drift down ceiling (19900 ft) and air distance to cover to reach this altitude
(161 Nm).
It is also possible to determine air distance to cover to reach an intermediate level.
From FL 230 down to FL 200, Air Dist = 161 - 65 = 96 Nm
The ground distance corresponding to the air distance according to the wind value is
given in the chart hereafter :
Air Wind (kt)
Distance
Nm -80 -40 0 40 80
10 5 8 10 12 15
20 11 15 20 25 29
30 16 23 30 37 44
40 21 31 40 49 59
50 26 38 50 62 74
60 32 46 60 74 88
70 37 54 70 86 103
80 42 61 80 99 118
90 48 69 90 111 132
100 53 76 100 124 147
R COMPUTATION ASSUMPTIONS IN ICING CONDITIONS
R The drift down tables are computed with flaps 15° and ice accretion above icing altitude
R (TAT ≤ 7°C) and with flaps 0° without ice accretion below icing altitude (TAT > 7°C).
R ATR 42 Model : 400/500

ICING 200 KT IAS DESCENT P3 001
IN FLIGHT MAY 98
AA
DESCENT 1 ENGINE
200KT(IAS) THEN VZ = 500 FT/MN
AIR COND FLOW NORM
1 ENGINE AT MCT (NP=100%) ICING CONDITIONS
FLAPS 0 ISA + 10
WEIGHT (1000KG)
FL 12 13 14 15 16 17 18 18.5
24 175 24 180 25 183 25 184 25 185 25 185 25 184 25 184
250 100 65 103 65 106 65 107 65 107 65 107 65 107 65 107 65
22 168 23 172 23 175 23 176 24 176 24 176 23 176 23 175
230 94 69 97 69 99 69 99 69 100 69 100 69 99 69 99 69
21 160 21 163 22 166 22 166 22 166 22 166 22 165 22 165
210 87 72 89 72 91 72 91 72 92 72 91 72 91 72 91 72
19 149 20 152 20 154 20 154 20 154 20 154 20 153 20 153
190 79 76 81 76 82 76 83 76 83 76 82 76 82 76 82 76
17 136 17 138 18 140 18 140 18 140 18 139 17 138 17 138
170 71 80 72 80 73 80 73 80 73 80 72 80 72 80 72 80
15 120 15 121 15 122 15 122 15 122 15 121 15 120 15 120
150 61 85 61 85 62 85 62 85 62 85 61 85 61 85 61 85
12 98 12 98 12 99 12 99 12 98 12 98 12 98 12 97
130 48 90 48 90 49 90 49 90 48 90 48 90 48 90 48 90
8 68 8 68 8 68 8 68 8 68 8 68 8 68 8 68
110 33 95 33 95 33 95 33 95 33 95 33 95 32 95 32 95
4 34 4 34 4 34 4 34 4 34 4 34 4 34 4 34
90 16 100 16 100 16 100 16 100 16 100 16 100 16 100 16 100
2 17 2 17 2 17 2 17 2 17 2 17 2 17 2 17
80 8 100 8 100 8 100 8 100 8 100 8 100 8 100 8 100
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
70 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100
FROM START OF DESCENT TIME FUEL
(MIN) (KG)
FROM START OF DESCENT DIST TORQUE
(NM) (%)

ICING 200 KT IAS DESCENT P4 001
IN FLIGHT MAY 98
AA
DESCENT 1 ENGINE
200KT(IAS) THEN VZ = 500 FT/MN
AIR COND FLOW NORM
1 ENGINE AT MCT (NP=100%) ICING CONDITIONS
FLAPS 0 ISA + 20
WEIGHT (1000KG)
FL 12 13 14 15 16 17 18 18.5
23 164 24 168
24 172 25 173 25 174 25 175 25 175 25 175
250 99 61 102 61
104 61 106 61 106 61 107 61 107 61 107 61
22 158 22 161
23 164 23 166 23 166 23 167 23 167 23 167
230 93 64 95 64 98 64 99 64 99 64 99 64 99 64 99 64
20 150 21 153
21 156 22 157 22 158 22 158 22 157 22 157
210 86 68 88 68 90 68 91 68 91 68 91 68 91 68 91 68
19 141 19 144
20 146 20 147 20 147 20 147 20 146 20 146
190 79 72 81 72 82 72 83 72 83 72 83 72 82 72 82 72
17 130 17 132
18 134 18 134 18 134 18 134 18 133 18 133
170 71 76 72 76 73 76 74 76 74 76 73 76 73 76 73 76
15 116 15 117
15 118 15 118 15 118 15 118 15 117 15 117
150 62 80 63 80 63 80 63 80 63 80 63 80 62 80 62 80
12 94 12 94 12 94 12 94 12 94 12 94 12 94 12 94
130 48 84 49 84 49 84 49 84 49 84 49 84 48 84 48 84
8 64 8 64 8 64 8 64 8 64 8 64 8 64 8 64
110 32 88 32 88 32 88 32 88 32 88 32 88 32 88 32 88
4 33 4 33 4 33 4 33 4 33 4 33 4 33 4 33
90 16 92 16 92 16 92 16 92 16 92 16 92 16 92 16 92
2 17 2 17 2 17 2 17 2 17 2 17 2 17 2 17
80 8 94 8 94 8 94 8 94 8 94 8 94 8 94 8 94
0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0
70 0 95 0 96 0 96 0 96 0 96 0 96 0 95 0 95
FROM STARTOF DESCENT TIME FUEL
(MIN) (KG)
FROM START OF DESCENT DIST TORQUE
(NM) (%)

NORMAL HOLDING 1 ENGINE P1 200
IN FLIGHT NOV 97
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
R ANTI/DE ICING: OFF MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 20 40 60 80 120
42.6 43.1 43.7 44.6 46.4
319 310 301 293 282
12 0
12.0 132 132 132 132 133
46.9 47.7 48.6 49.5 51.4
336 327 318 311 302
13 0
13.0 138 138 138 138 138
51.5 52.5 53.5 54.5 56.4
352 344 336 331 322
14 0
14.0 143 143 143 143 143
56.4 57.5 58.5 59.5 62.0
370 361 356 351 344
15 0
15.0 148 148 148 148 148
61.4 62.5 63.5 64.7 67.6
387 381 376 372 366
16 0
16.0 153 153 153 153 153
66.4 67.5 68.7 70.2 73.7
407 401 397 394 389
17 0
17.0 158 158 158 158 158
69.0 70.0 71.5 73.1 77.0
417 412 408 405 402
17 5
17.5 160 160 160 160 160
71.4 72.7 74.3 75.9 80.2
427 423 419 416 416
18 0
18.0 162 162 162 162 162
74.4 76.0 77.7 79.4 84.2
439 436 433 430 432
18 6
18.6 165 165 165 165 165
TQ
KG/H/ENG
IAS
Mod. : 4372 + 4540 Eng. : PW127E ATR 42 Model : 500

NORMAL HOLDING 1 ENGINE P2 200
IN FLIGHT NOV 00
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
R ANTI/DE ICING: OFF MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 140 150 160 180 200
47.2 47.6 48.0 49.1 50.3
278 276 274 271 268
12 0
12.0 133 133 133 133 133
52.2 52.8 53.4 54.7 56.2
298 296 295 292 291
13 0
13.0 138 138 138 138 138
57.7 58.4 59.1 60.7 62.8
319 318 317 316 320
14 0
14.0 144 144 144 144 144
63.4 64.2 65.1 67.3 69.6
341 340 340 344 351
15 0
15.0 149 149 149 149 149
69.5 70.6 71.7 74.1
364 366 368 375
16 0
16.0 154 154 154 154
76.0 77.3 78.5
391 394 398
17 0
17.0 158 158 158
79.4 80.7 82.0
406 410 415
17 5
17.5 161 161 161
82.8 84.2
421 427
18 0
18.0 163 163
87.0
441
18 6
18.6 166
TQ
KG/H/ENG
IAS

ICING HOLDING 1 ENGINE P1 200
IN FLIGHT NOV 97
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
R ANTI/DE ICING: ON MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 20 40 60 80 120
42.6 43.1 48.2 49.1 50.9
319 310 316 309 299
12 0
12.0 132 132 132 132 133
46.9 47.7 53.4 54.4 56.6
336 327 336 330 322
13 0
13.0 138 138 138 138 138
51.5 52.5 58.8 59.9 62.4
352 344 356 351 345
14 0
14.0 143 143 143 143 143
56.4 57.5 64.3 65.7 68.5
370 361 378 375 369
15 0
15.0 148 148 148 148 148
61.4 62.5 70.1 71.6 75.1
387 381 402 398 395
16 0
16.0 153 153 153 153 153
66.4 67.5 76.0 77.6 82.2
407 401 425 423 424
17 0
17.0 158 158 158 158 158
69.0 70.0 79.1 80.8 86.0
417 412 437 435 441
17 5
17.5 160 160 160 160 160
71.4 72.7 82.1 84.1 89.7
427 423 450 448 457
18 0
18.0 162 162 162 162 162
74.4 76.0 85.9 88.4
439 436 465 465
165 165 165 165
18 6
18.6
TQ
KG/H/ENG
IAS

ICING HOLDING 1 ENGINE P2 200
IN FLIGHT NOV 00
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
ANTI/DE ICING: ON MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 140 150 160 180 200
51.9 52.5 53.1 54.3 55.6
296 294 293 291 290
12 0
12.0 133 133 133 133 133
57.8 58.4 59.1 60.6 62.8
319 318 316 316 320
13 0
13.0 138 138 138 138 138
63.8 64.6 65.5 67.8 70.2
343 341 342 346 355
14 0
14.0 144 144 144 144 144
70.3 71.5 72.8 75.3
369 370 373 381
15 0
15.0 149 149 149 149
77.6 78.9 80.2
399 402 407
16 0
16.0 154 154 154
85.0
432
17 0
17.0 158
17 5
17.5
18 0
18.0
18 6
18.6
TQ
KG/H/ENG
IAS

FLIGHT PLANNING 3.10.00
P1 OK
3.10.00 ..................... CONTENTS

3.10.01 ..................... FUEL POLICY
3.10.02 ..................... FUEL AND TIME TO DESTINATION
3.10.03 ..................... ALTERNATE
3.10.04 .................... FERRY FLIGHTS
ATR 42-500
P1 OK
F.C.O.M. FUEL POLICY JAN 07
FUEL AMOUNT
The Commander is responsible for the required quantity of fuel for the given flight. The required
quantity of fuel must be in accordance with JAR-OPS1 regulations.
The required amount of fuel can be determined in the OFP in accordance with "Determination of the
quantities of fuel and oil" published in the OM-A.
Computation of the required amount is normally made automatically by the Jeppesen JetPlan when
processing the OFP.
Exceptionally, when a connection to the Jeppesen JetPlan is not available, the required amount of
fuel shall 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.
RECOMMENDED FUEL REQUIREMENTS

The total fuel quantity required to fly a given sector is the sum of the following quantities:
TAXI FUEL (TXF)
Quantity required for start up and TAXI (average quantity 2 min / 14 kg - 30 Ib).
Furthermore, for determination of taxi fuel, local conditions at the departure aerodrome and ENG
HOTEL MODE expected consumption shall be taken into account.
Fuel for "HOTEL MODE" (if used) for 30 minutes duration is 55 kg.
TRIP FUEL (TPF)
Fuel required from departure to destination includes the following quantities:
• take-off and initial climb (average quantity 1 min / 24 kg - 53 Ib);
• climb at selected speed;
• cruise;
• descent from cruising level to 1.500 ft above destination airport;
• approach and landing (average quantity 3 min / 30 kg — 66 Ib).
ATR 42- 500

P2 OK
RESERVE FUEL (RSF) – CONTINGENCY FUEL

Reserve fuel is amount of fuel, which should include:
• contingency fuel (CFG)
• alternate fuel (ALF)
• final reserve fuel (FRF)
• additional fuel, if required by the type of operation (ADF)
EXTRA FUEL (EXF)
Extra fuel is an amount of fuel, which should be filled at the commander discretion.
ATR 42- 500

P3 OK
ATR 42- 500

P1 001
FERRY FLIGHTS NOV 97
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

SPECIAL OPERATIONS 3.11.00
P1 OK
3.11.00 ..................... CONTENTS

3.11.01 ..................... FLIGHT WITH LANDING GEAR DOWN
3.11.02 ..................... DISPATCH WITH FLAPS RETRACTED
3.11.03 ..................... DISPATCH WITH ANTI SKID INOPERATIVE
3.11.04 ..................... DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE
3.11.05 ..................... DISPATCH WITH EEC OFF
3.11.06 ..................... DISPATCH WITH ONE AFU INOPERATIVE
3.11.07 ..................... DISPATCH WITH ONE TQ INDICATOR INOPERATIVE
3.11.08 ..................... DISPATCH WITH ATPCS OFF
3.11.09 ..................... ETOPS
3.11.10 ..................... OPERATION ON NARROW RUNWAYS
3.11.11 ..................... DRY UNPAVED RUNWAYS
ATR 42-500
P2
DISPATCH INTRODUCTION NOV 00
All dispatch cases are described in the AFM, part 7-02.
Many dispatches may be taken into account using the FOS software that given
accurate computation.
Nevertheless, no combination of dispatches is allowed.

P1 001
FLIGHT WITH LANDING GEAR DOWN NOV 97
AA
GENERAL
Extended overwater flight is not allowed. It is necessary to take into account the
increased drag to determine the take-off weight and fuel consumption.
R FLIGHT IN ICING CONDITIONS IS PROHIBITED WITH GEAR DOWN

The propeller speed used is 82 %.
Refer to the MMEL for the operating procedures.
DETERMINATION OF MAX TAKE OFF WEIGHT

Penalties on performance affect the WAT ; Enter in the quick reference tables with
Weight reduction 15 %.
APPROACH CLIMB PERFORMANCE

Decrease the basic limiting weight by 11 %.
FLIGHT PLANNING
Climb
Climb at VmHB0 icing (1.5 VSR) with both engines at maximum climb power setting. The
tables in 3.11.01 p 2 to 5 give the time, distance and fuel consumption according to
take-off weight.
Cruise
R
The maximum recommended altitude is 16000 ft.
R The maximum cruise speed is 165 kt.
Pages 3.11.01 p 6 to 9 give cruise tables at this maximum speed.
Obviously, the ceiling on one engine may be a limiting factor, and the choice of the route
should reflect this concern.
Engine failure
The weight penalty on single engine ceiling computation is 15 %, consequently
decrease the single engine ceiling by :
ACTUAL WEIGHT KG (lb) ISA - 10 ISA ISA + 10 ISA + 20
18 600 (41005) - 22 % - 23 % - 27 % - 31 %
17 500 (38580) - 18 % - 20 % - 22 % - 24 %
16 500 (36375) and below - 17 % - 19 % - 21 % - 22 %
Holding
Page 3.11.01 p. 10 gives the holding parameters.
P2 200
FLIGHT WITH LANDING GEAR DOWN NOV 96
AA

P1 001
DISPATCH WITH FLAPS RETRACTED MAY 98
AA
R S Refer to the AFM supplements (7.02.03), or use the FOS.
ATR 42 Model : 400/500

P1 001
DISPATCH WITH ONE TQ INDICATOR INOPERATIVE NOV 98
AA
R S Refer to the AFM Supplements (7.02.09), or use the FOS.
ATR 42 Model : 400/500

P1 001
OPERATION ON NARROW RUNWAYS NOV 97
AA
NOT APPLICABLE
ATR 42 Model : 400/500

OPERATIONS ENGINEERING 3.12.00
BULLETINS
P1 OK
3.12.00 ..................... CONTENTS

3.12.10 ..................... GENERAL DESCRIPTION
3.12.20 ..................... LIST OF EFECTIVE O.E.B
ATR 42-500
OPERATIONS ENGINEERING BULLETINS 3.12.10
P1 001
GENERAL DESCRIPTION DEC 05
AA
R Operations Engineering Bulletins, OEB, are issued by ATR, under supervision of Flight
Test Department, as the need arises to transmit in advance technical or procedural
information before technical solutions is developped and implemented.ALL OEB are
R distributed to ALL FCOM holders.Information in OEB is responsibility of ATR in the same
manner as the whole FCOM, and may not be approved by Airworthiness Authorities at the
R time of release.In case of conflict with the certified Flight Manual, the latter will
R supersede.When an operator implements a modification cancelling an OEB, this operator
may not take into account this OEB anymore for the concerned aircraft.
ATR 42 Model : 400/500

P1 001
LIST OF EFFECTIVE O.E.B. DEC 05
AA
O.E.B.
DATE SUBJECT VALIDITY
No/ISSUE
01/01 21 SEP (on ground) propeller brake CANCELLED by Mod 4506
95 and engine shut off procedure
02/01 DEC 95 ICE SHED selection on PWR ATR 42-- 400 487 and 491
MGT rotactor CANCELLED by mod 4489
03/01 JUN 97 GNSS HT 1000 operation CANCELLED by mod 4885
04/01 OCT 97 VHF INTERFERENCES CANCELLED by mod 4885

ON GNSS HT 1000
05/01 DEC 98 KLN 90B GPS operation All aircraft fitted with
mod 4890 or 5022
R 07/01 MAR 05 PEC OFF Operations Pending Modification 4883
application
(or SB ATR42-- 73-- 0007)
R 08/01 MAR 05 STATIC INVERTER DOUBLE Pending Modification 5544
LOSS application
ATR 42 Model : 400/500

P1 001
Issued by
O.E.B. N° 1 DESCRIPTION BTV/PN SEP 95
AA
SUBJECT : (ON GROUND) PROPELLER BRAKE AND ENGINE

SHUT-OFF PROCEDURE
1 - Reason for issue

A quick engine shut-off or propeller brake application after the propeller feathering may
induce
an undue PEC FAULT warning.
2 - Background information
If the engine is shut-off or the propeller brake applied too early after the propeller
feathering, the subsequent oil pressure loss does not allow the propeller blades to
reach the correct feather pitch angle. This will induce a discrepancy detection by the
PEC internal monitoring, thus causing an undue PEC FAULT warning.
3 - ATR action
ATR WILL ISSUE A MODIFICATION TO ELIMINATE THIS PROBLEM, NO LATER
THAN
MAR 96.
4 - Procedure
Before shutting off an engine or applying the propeller brake, allow a 30 seconds
minimum delay after the feathering action.
Validity : All ATR 42 model 500 until further notice
ATR 42 Model : 500

P1 001
Issued by
O.E.B. N° 7 DESCRIPTION DEC 05
DO/TV
AA
SUBJECT : PEC OFF operations
1. REASON FOR ISSUE
In the PEC OFF condition, if the NP becomes inferior to 77% at idle power, the engine
eventually will not spool up when advancing the power lever.
2. BACKGROUND
Np < 77% at idle power is never reached at normal operating speeds, therefore this
problem could only be met in training flights during stall exercices or touch and go
maneuvers.
3. ATR ACTION
Implementation of modification 4883 or SB ATR42-- 73-- 0007 cancels this OEB.
4. PROCEDURES
- Flight at airspeeds inferior to 90kt is prohibited in the PEC OFF condition
- Training : In the PEC OFF condition touch and go and stall maneuvers are
prohibited.
Validity : For model 42-- 500
Eng : PW127E ATR42 Model : 500

P1 001
Issued by
O.E.B. N° 8 DESCRIPTION DEC 05
DO/TV
AA
SUBJECT : STATIC INVERTER DOUBLE LOSS

1 - Reason for issue
Warning to crew before modification application.
2 - Applicability
All aircraft not fitted with modification 5544.
3 - Background information
In flight it is difficult to identify which bus is in short-- circuit.
Considering also the particular pilot workload following system failure and that
several circuit breakers must be opened for the faulty unit isolation.
4 - ATR action
A modification is already defined and must be applied for OEB cancellation.
5 - Procedures
Note : ATR recommend application of SB ATR42-- 24-- 0055 (mod 5546) which
facilitates identification of involved C/B by means of orange caps.
STATIC INVERTER DOUBLE LOSS
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON)
R C/B 3XA INV1 127VU position AB3 . . . . . . . . . . . . RESET
C/B 10XA INV2 124VU position AB4 . . . . . . . . . . . . RESET
KEEP FLYING WITH BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON)
Q If no static inverter recovered
C/B 3XD 26VAC STBY BUS 122VU position Q39 . . . . . . . . . . . OFF
C/B 4XD 115VAC STBY BUS 122VU position Q40 . . . . . . . . . . . OFF
R C/B 3XA INV1 127VU position AB3 . . . . . . . . . RESET
C/B 10XA INV2 124VU position AB4 . . . . . . . . . RESET
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (ISOL light OFF)
Validity : pending application of modification 5544 or SB ATR42-- 24-- 0056
ATR 42 Model : 400/500

FCOM ATR42-500 Vol 01

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Droits d'auteur :

FCOM ATR42-500 Vol 01

Transféré par

Droits d'auteur :

FLIGHT CREW OPERATING MANUAL

AVIONS DE TRANSPORT REGIONAL

1ST PART: SYSTEMS DESCRIPTION

AEROPLANE OPERATING MATTERS

SECTION SEE PUBLICATION

SECTION SEE PUBLICATION

SECTION SEE PUBLICATION

Chapter 3 ABNORMAL AND EMERGENCY PROCEDURES

SECTION SEE PUBLICATION

SECTION SEE PUBLICATION

Responsibility for revision service processing:

No. T.R. DATE IN DESTROYED POSITION REMARKS

DATE REASON OF REVISIONS AFFECTED PAGES

ATR 42 Model : 400/500

You must hold in your manual the following pages

N°REV DATE IN INSERTION DATE NAME

ATR 42 Model : 400/500

REV No. EDITION DATE INSERTION DATE INSERTED BY

ATR 42- 500

REV No. EDITION DATE INSERTION DATE INSERTED BY

ATR 42- 500

DATE REASON FOR ISSUE CHAP

- 4273 : MODIFY A/C FOR CONTAINER CARRYING 1.08.10

- WORDING AND STANDARDIZATION 2.05.09

* ACTION ON THE PART

DATE REASON FOR ISSUE CHAP

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

NOV 98 * INTRODUCTION OF MODIFICATIONS

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAPTER

- 5205 : ATC/TCAS via BUS ARINC 429 2.05

- 4928, 5007 : VHF 8.33 KHz instead of 25 KHz : 1.05

-5021 : GPS KLN90B+ 1.04 - 1.10 - 1.15

- Breakers circuit for ADC 2.05.12

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAPTER

- Yellow pages to be turned to white 1.09 - 1.15 - 2.02

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP INVOLVED

-MOD 4580 : Indicating/recording systems- Provide landing with 1.09.50

-MOD 5285 : HF 9000 1.05.10

-MOD 3832 or 5103 or 5146 : 1.05-1.10-2.01

-MOD 5313: EGPWS 1.15-2.01-2.04

-MOD 5350: Installation of a second navigation light in wing tip 1.00.40

-MOD 3019 : 1.00.30

-Engine Parameters Tolerance decription 2.02.11

* ACTION ON PART III

Minor modifications 3.05.01

Yellow pages to be turned to white 1.05-2.01-2.04

ATR 42 Model : 400/500

DATE REASON FOR ISSUE PAGES INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE PAGES INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

ATR 42 Model : 400/500

CSA Revision Number 23 ATR Revision Number 15

P CH S PAGE CODE OK EFF DATE NOTE

MULTIFUNCTION COMPUTER (MFC)

CENTRALIZED CREW ALERTING SYSTEM (CCAS)