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FLIGHT CREW OPERATING MANUAL

(F.C.O.M.)

AVIONS DE TRANSPORT REGIONAL


DIRECTION SUPPORT EXPLOITATION
1,Alle Pierre Nadot
FLIGHT CREW OPERATING MANUAL

(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
OPERATIONS MANUAL – PART B 0.00.01
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
TECHNIQUES, Adverse weather, Page 21
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
OPERATIONS MANUAL – PART B 0.00.01
P3 OK
F.C.O.M. NOV 03

SECTION SEE PUBLICATION


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
FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND
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
FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND
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
FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND
TECHNIQUES, Flight patterns, Page 4
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
FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND
TECHNIQUES, Flight patterns, Page 3
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

SECTION SEE PUBLICATION


ATR 42-500
OPERATIONS MANUAL – PART B 0.00.01
P4 OK
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
FCOM Vol. 2, Chapter 2.02.10 PROCEDURES AND
TECHNIQUES, Flight patterns, Page 2
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
FCOM Vol. 2, Chapter 2.02.15 PROCEDURES AND
TECHNIQUES, TCAS
Windshear ⇒ FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
TECHNIQUES, Adverse weather, Page 22
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
OPERATIONS MANUAL – PART B 0.00.01
P5 OK
F.C.O.M. NOV 03

SECTION SEE PUBLICATION


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 2.02.08 PROCEDURES AND
TECHNIQUES, Adverse weather, Page 4
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
FCOM Vol. 2, Chapter 2.02.08 PROCEDURES AND
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
OPERATIONS MANUAL – PART B 0.00.01
P6 OK
F.C.O.M. NOV 03

SECTION SEE PUBLICATION


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
FLIGHT CREW OPERATING MANUAL 0.01.00
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
FLIGHT CREW OPERATING MANUAL 0.05.00
P1 001
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


FLIGHT CREW OPERATING MANUAL 00.05.01
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


FLIGHT CREW OPERATING MANUAL 00.05.01
L.C.R. P2 OK
F.C.O.M. LIST OF CSA REVISION JAN 07

REV No. EDITION DATE INSERTION DATE INSERTED BY

ATR 42- 500


FLIGHT CREW OPERATING MANUAL 0.06.00
P1 001
R.N.R.
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
* ACTION ON THE PART
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

* ACTION ON THE PART


- 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
FLIGHT CREW OPERATING MANUAL 0.06.00
P2 001
R.N.R.
REASON OF NORMAL REVISION NOV 98
AA

DATE REASON FOR ISSUE CHAP


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


FLIGHT CREW OPERATING MANUAL 0.06.00
P3 001
R.N.R.
REASON OF NORMAL REVISION NOV 98
AA

DATE REASON FOR ISSUE CHAP


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


FLIGHT CREW OPERATING MANUAL 0.06.00
P4 001
R.N.R.
REASON OF NORMAL REVISION NOV 98
AA

DATE REASON FOR ISSUE CHAP


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


FLIGHT CREW OPERATING MANUAL 0.06.00
P5 001
R.N.R.
REASON OF NORMAL REVISION NOV 99
AA

DATE REASON FOR ISSUE CHAP


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
* ACTION ON THE PART
- ICING LT UPDATING AND WORDING 1.13
- ADDITIONAL INFORMATION AIL LOCK 1.09
- ADDITIONAL INFORMATION MAN IGNITION 1.16
- CORRECTIONS 1.06
* ACTION ON THE PART
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
* ACTION ON THE PART
- 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


FLIGHT CREW OPERATING MANUAL 0.06.00
P6 001
R.N.R.
REASON OF NORMAL REVISION NOV 00
AA

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


FLIGHT CREW OPERATING MANUAL 0.06.00
P7 001
R.N.R.
REASON OF NORMAL REVISION NOV 01
AA

DATE REASON FOR ISSUE CHAPTER


NOV 01 * NEW MODIFICATIONS
- 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


FLIGHT CREW OPERATING MANUAL 0.06.00
P8 001
R.N.R.
REASON OF NORMAL REVISION NOV 02
AA

DATE REASON FOR ISSUE CHAP INVOLVED


NOV 02 * NEW MODIFICATIONS
-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

* 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


FLIGHT CREW OPERATING MANUAL 0.06.00
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
* ACTION ON PART III
- 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


FLIGHT CREW OPERATING MANUAL 0.06.00
P 10 001
R.N.R.
REASON OF NORMAL REVISION DEC 04
AA

DATE REASON FOR ISSUE PAGES INVOLVED


DEC 04 Yellow pages to be turned to white
-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


FLIGHT CREW OPERATING MANUAL 0.06.00
P 11 001
R.N.R.
REASON OF NORMAL REVISION DEC 05
AA

DATE REASON FOR ISSUE CHAP INVOLVED


DEC 05 Yellow pages to be turned to white
- 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
* ACTION ON PART III
- 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


FLIGHT CREW OPERATING MANUAL 0.06.00
P 12 001
R.N.R.
REASON OF THE REVISION DEC 06
AA

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED


DEC 06 Yellow pages to be turned to white
- 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
* ACTION ON PART III
- 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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 2 Date: JAN 07

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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
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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
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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
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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
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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
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1 09 30 2-8 001 ALL DEC 95


1 09 40 1 001 ALL NOV 96
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1 09 50 1 001 ALL NOV 96
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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
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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

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0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 6 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
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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
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3 001 ALL DEC 95
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11-12 001 ALL DEC 95
13 001 ALL MAR 96
14 001 ALL DEC 95
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16 001 ALL DEC 95
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1 16 60 1-4 001 ALL DEC 95

ÚLP/AC/LPS 07
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 8 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 9 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 10 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 11 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 12 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 13 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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
FLIGHT CREW OPERATING MANUAL ATR 42-500
0.08.00 - LIST OF EFFECTIVE PAGES - LEP Page: 14 Date: JAN 07

P CH S PAGE CODE OK EFF DATE NOTE

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

P CH S PAGE CODE OK EFF DATE NOTE

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
FCOM FLIGHT CREW OPERATING MANUAL 0-09 page 1-004

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
FCOM FLIGHT CREW OPERATING MANUAL 0-09 page 2-004

ATR L.O.M.
DEC 06
42-400/500 List of Modifications

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
FCOM FLIGHT CREW OPERATING MANUAL 0-09 page 3-004

ATR L.O.M.
DEC 06
42-400/500 List of Modifications

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
FCOM FLIGHT CREW OPERATING MANUAL 0-10 page 1-004

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
FLIGHT CREW OPERATING MANUAL 0.40.00
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


FLIGHT CREW OPERATING MANUAL 0.40.00
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


FLIGHT CREW OPERATING MANUAL 0.40.00
PRELIMINARY PAGES P3 OK
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
FLIGHT CREW OPERATING MANUAL 0.40.00
PRELIMINARY PAGES P4 OK
F.C.O.M. ORGANIZATION OF THE MANUAL DEC 05

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
FLIGHT CREW OPERATING MANUAL 0.40.00
PRELIMINARY PAGES P5 OK
F.C.O.M. ORGANIZATION OF THE MANUAL DEC 05

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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P1 OK
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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P2 OK
F.C.O.M. STANDARD NOMENCLATURE JUL 01

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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P3 OK
F.C.O.M. STANDARD NOMENCLATURE JUL 01

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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P4 OK
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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P5 OK
F.C.O.M. STANDARD NOMENCLATURE JUL 01

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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P6 OK
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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P7 OK
F.C.O.M. STANDARD NOMENCLATURE JUL 01

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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P8 OK
F.C.O.M. STANDARD NOMENCLATURE JUL 01

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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P9 OK
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
FLIGHT CREW OPERATING MANUAL 0.50.00
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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P 11 OK
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
FLIGHT CREW OPERATING MANUAL 0.50.00
PRELIMINARY PAGES P 12 OK
F.C.O.M. STANDARD NOMENCLATURE JUL 01

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
FLIGHT CREW OPERATING MANUAL 0.60.00
P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE NOV 98
AA

ATR 42 Model : 400/500


FLIGHT CREW OPERATING MANUAL 0.60.00
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
AIRCRAFT GENERAL 1.00.20
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


AIRCRAFT GENERAL 1.00.20
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


AIRCRAFT GENERAL 1.00.30
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


AIRCRAFT GENERAL 1.00.40
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


AIRCRAFT GENERAL 1.00.40
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
AIRCRAFT GENERAL 1.00.40
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
F.C.O.M. CONTENTS DEC 05

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

R LEFT INTENTIONALLY BLANK

ATR 42 Model : 400/500


MFC 1.01.10
P 15 001
GENERAL DEC 05
AA

R LEFT INTENTIONALLY BLANK

ATR 42 Model : 400/500


MFC 1.01.10
P 16 001
GENERAL DEC 05
AA

R LEFT INTENTIONALLY BLANK

ATR 42 Model : 400/500


CCAS 1.02.00
P1 OK
F.C.O.M. CONTENTS DEC 05

1.02.00 ..................... CONTENTS


1.02.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ OPERATION
10.P4 ................ ELECTRICAL SUPPLY / MFC LOGIC
10.P5 ................ LATERAL MAINTENANCE PANEL
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
- STICK PUSHER SHAKER - TEST 2 :
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
- STICK PUSHER SHAKER - TEST 3 :
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
F.C.O.M. CONTENTS DEC 05

1.03.00 ..................... CONTENTS


1.03.10 ..................... GENERAL
1.03.20 ..................... PNEUMATIC SYSTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
20.P4 ................ LATERAL MAINTENANCE PANEL
20.P5 ................ SCHEMATIC
1.03.30 ..................... AIR CONDITIONING
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
30.P4 ................ SCHEMATIC
1.03.40 ..................... PRESSURIZATION
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
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
PNEUMATIC SYSTEM NOV 99
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
PNEUMATIC SYSTEM NOV 99
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
PNEUMATIC SYSTEM NOV 99
AA

20.5 SCHEMATIC

ATR 42 Model : 500


DEC 04

R FLT COMPT CABIN


DEC 06

R
AFCS 1.04.00
P1 OK
F.C.O.M. CONTENTS DEC 05

1.04.00 .................... CONTENTS


1.04.10 .................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC
10.P4 ................ LATERAL MAINTENANCE PANEL
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
F.C.O.M. CONTENTS DEC 05

1.05.00 ..................... CONTENTS


1.05.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
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
COMMUNICATIONS 1.05.10
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


COMMUNICATIONS 1.05.10
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


COMMUNICATIONS 1.05.10
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


COMMUNICATIONS 1.05.10
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


COMMUNICATIONS 1.05.10
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


COMMUNICATIONS 1.05.10
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
COMMUNICATIONS 1.05.10
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


COMMUNICATIONS 1.05.20
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


COMMUNICATIONS 1.05.20
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.

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


COMMUNICATIONS 1.05.20
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
COMMUNICATIONS 1.05.20
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


COMMUNICATIONS 1.05.20
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


COMMUNICATIONS 1.05.20
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
FLAPS 25_ AUTHORIZED INHIBITED
FLAPS 35_ AUTHORIZED INHIBITED

S ICING CONDITIONS of inhibition

CONFIGURATION RA CLIMB RA INCREASE CLIMB


FLAPS 0_ AUTHORIZED AUTHORIZED
FLAPS 15_ AUTHORIZED INHIBITED
FLAPS 25_ AUTHORIZED INHIBITED
FLAPS 35_ AUTHORIZED INHIBITED

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
F.C.O.M. CONTENTS DEC 05

1.06.00 ..................... CONTENTS


1.06.10 ..................... GENERAL
1.06.20 ..................... DC POWER
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
20.P4 ................ LATERAL MAINTENANCE PANEL
20.P4 ................ SCHEMATICS
1.06.30 ..................... AC CONSTANT FREQUENCY
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
30.P3 ................ LATERAL MAINTENANCE PANEL
1.06.40 ..................... AC WILD FREQUENCY
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
40.P4 ................ LATERAL MAINTENANCE PANEL
1.06.50 ..................... EXTERNAL POWER
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P3 ................ LATERAL MAINTENANCE PANEL
1.06.60 ..................... DISTRIBUTION EQUIPMENT LIST

ATR 42-500
ELECTRICAL SYSTEM 1.06.10
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


ELECTRICAL SYSTEM 1.06.20
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


ELECTRICAL SYSTEM 1.06.20
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


ELECTRICAL SYSTEM 1.06.20
P 11 001
DC POWER NOV 98
AA

MFC LOGIC See chapter 1.01


SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts :
- 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


ELECTRICAL SYSTEM 1.06.30
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


ELECTRICAL SYSTEM 1.06.60
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


ELECTRICAL SYSTEM 1.06.60
DISTRIBUTION P3 001
EQUIPMENT LIST NOV 97
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


ELECTRICAL SYSTEM 1.06.60
DISTRIBUTION P4 001
EQUIPMENT LIST NOV 97
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


ELECTRICAL SYSTEM 1.06.60
DISTRIBUTION P5 001
EQUIPMENT LIST NOV 97
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


ELECTRICAL SYSTEM 1.06.60
DISTRIBUTION P7 100
EQUIPMENT LIST NOV 97
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
ELECTRICAL SYSTEM 1.06.60
DISTRIBUTION P8 001
EQUIPMENT LIST NOV 97
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


ELECTRICAL SYSTEM 1.06.60
DISTRIBUTION P 11 001
EQUIPMENT LIST NOV 97
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


ELECTRICAL SYSTEM 1.06.60
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


ELECTRICAL SYSTEM 1.06.60
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
F.C.O.M. CONTENTS DEC 05

1.07.00 ..................... CONTENTS


1.07.10 ..................... GENERAL
1.07.20 ..................... OXYGEN SYTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
20.P4 ................ SCHEMATICS
1.07.30 ..................... EMERGENCY EVACUATION

ATR 42-500
EMERGENCY EQUIPMENT 1.07.10
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
EMERGENCY EQUIPMENT 1.07.10
P2 OK
F.C.O.M. GENERAL DEC 05

ATR 42-500
EMERGENCY EQUIPMENT 1.07.20
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


EMERGENCY EQUIPMENT 1.07.20
P2 001
OXYGEN SYSTEM NOV 98
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


EMERGENCY EQUIPMENT 1.07.20
P3 001
OXYGEN SYSTEM NOV 98
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
EMERGENCY EQUIPMENT 1.07.20
P 7/8 001
OXYGEN SYSTEM DEC 04
AA

20.4 SCHEMATICS

(number depends on configuration)

ATR 42 Model : 400/500


EMERGENCY EQUIPMENT 1.07.30
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


EMERGENCY EQUIPMENT 1.07.30
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
F.C.O.M. CONTENTS DEC 05

1.08.00 ..................... CONTENTS


1.08.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING

ATR 42-500
FIRE PROTECTION 1.08.10
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


FIRE PROTECTION 1.08.10
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


FIRE PROTECTION 1.08.10
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
F.C.O.M. CONTENTS DEC 05

1.09.00 ..................... CONTENTS


1.09.00 ..................... GENERAL
1.09.20 ..................... ROLL
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY
1.09.30 ..................... PITCH
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
30.P4 ................ LATERAL MAINTENANCE PANEL
30P.5 ................ SCHEMATIC
1.09.40 ..................... YAW
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC
40.P4 ................ SCHEMATIC
1.09.50 ..................... FLAPS
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
50.P4 ................ LATERAL MAINTENANCE PANEL
50.P5 ................ SCHEMATIC
1.09.60 ..................... GUST LOCK
60.P1 ................ DESCRIPTION
60.P2 ................ CONTROLS
60.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING

ATR 42-500
FLIGHT CONTROLS 1.09.20
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


FLIGHT CONTROLS 1.09.30
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


FLIGHT CONTROLS 1.09.50
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
FLIGHT CONTROLS 1.09.60
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
F.C.O.M. CONTENTS DEC 05

1.10.00 ..................... CONTENTS


1.10.10 ..................... AIR DATA SYSTEM
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
10.P4 ................ SCHEMATIC
1.10.20 ..................... ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
1.10.30 ..................... ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ ELECTRICAL SUPPLY
30.P4 ................ SCHEMATIC
1.10.40 ..................... CLOCKS
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY
1.10.50 ..................... FLIGHT RECORDERS
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P3 ................ ELECTRICAL SUPPLY

ATR 42-500
FLIGHT INSTRUMENTS 1.10.10
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.
R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500
FLIGHT INSTRUMENTS 1.10.10
P5 001
AIR DATA SYSTEM NOV 01
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

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


NOV 02

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


FLIGHT INSTRUMENTS 1.10.10
P8 001
AIR DATA SYSTEM NOV 97
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


FLIGHT INSTRUMENTS 1.10.10
P 9/10 060
AIR DATA SYSTEM NOV 02
AA

10.4 SCHEMATIC

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


FLIGHT INSTRUMENTS 1.10.30
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


FLIGHT INSTRUMENTS 1.10.30
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
FLIGHT INSTRUMENTS 1.10.50
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
FLIGHT INSTRUMENTS 1.10.50
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
F.C.O.M. CONTENTS DEC 05

1.11.00 ..................... CONTENTS


1.11.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
10.P4 ................ LATERAL MAINTENANCE PANEL
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
F.C.O.M. CONTENTS DEC 05

1.12.00 ..................... CONTENTS


1.12.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
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
F.C.O.M. CONTENTS DEC 05

1.13.00 ..................... CONTENTS


1.13.10 ..................... GENERAL
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
1.13.20 ..................... ANTI ICING ADVISORY SYSTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
1.13.30 ..................... ENGINE AND WING PROTECTION
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
30.P4 ................ SCHEMATIC
1.13.40 ..................... PROPELLER ANTI ICING
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
40.P4 ................ LATERAL MAINTENANCE PANEL
1.13.50 ..................... WINDOW HEAT
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / MONITORING
50.P4 ................ LATERAL MAINTENANCE PANEL
1.10.60 ..................... PROBE HEAT
60.P1 ................ DESCRIPTION
60.P2 ................ CONTROLS
60.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
1.13.70 ..................... RAIN PROTECTION
70.P1 ................ DESCRIPTION
70.P1 ................ CONTROLS
70.P3 ................ ELECTRICAL SUPLY

ATR 42-500
ICE AND RAIN PROTECTION 1.13.20
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


ICE AND RAIN PROTECTION 1.13.30
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


ICE AND RAIN PROTECTION 1.13.30
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
ICE AND RAIN PROTECTION 1.13.30
P5 001
ENGINE AND WING PROTECTION NOV 01
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


ICE AND RAIN PROTECTION 1.13.30
P8 001
ENGINE AND WING PROTECTION NOV 01
AA

SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts :
- 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


ICE AND RAIN PROTECTION 1.13.40
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


ICE AND RAIN PROTECTION 1.13.40
P4 001
PROPELLER ANTI ICING NOV 01
AA

40.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING

ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY AC BUS 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
The following conditions are monitored by visual and aural alerts :
- 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


ICE AND RAIN PROTECTION 1.13.70
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

EQUIPMENT DC BUS 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
F.C.O.M. CONTENTS DEC 05

1.14.00 ..................... CONTENTS


1.14.10 ..................... GENERAL
1.14.20 ..................... LANDING GEAR
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
20.P4 ................ LATERAL MAINTENANCE PANEL
1.14.30 ..................... NOSE WHEEL STEERING
30.P1 ................ DESCRIPTION
30.P2 ................ CONTROLS
30.P3 ................ ELECTRICAL SUPPLY
30.P4 ................ SCHEMATIC
1.14.40 ..................... BRAKES AND ANTISKID
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
40.P4 ................ LATERAL MAINTENANCE PANEL
40.P5 ................ SCHEMATIC

ATR 42-500
DEC 06

R brakes, each operated


NAVIGATION SYSTEM 1.15.00
P1 OK
F.C.O.M. CONTENTS DEC 05

1.15.00 ..................... CONTENTS


1.15.10 ..................... VOR / ILS / MKR / DME SYSTEM
10.P1 ................ DESCRIPTION
10.P2 ................ CONTROLS
10.P3 ................ ELECTRICAL SUPPLY
1.15.20 ..................... ADF SYSTEM
20.P1 ................ DESCRIPTION
20.P2 ................ CONTROLS
20.P3 ................ ELECTRICAL SUPPLY
1.15.30 ..................... RADIO ALTIMETER
30.P1 ................ DESCRIPTION
30.P2 ................ ELECTRICAL SUPPLY
1.15.40 ..................... GROUND PROXIMITY WARNING SYSTEM
40.P1 ................ DESCRIPTION
40.P2 ................ CONTROLS
40.P3 ................ ELECTRICAL SUPPLY / SYSTEM MONITORING
40.P4 ................ SCHEMATIC
1.15.50 ..................... WEATHER RADAR
50.P1 ................ DESCRIPTION
50.P2 ................ CONTROLS
50.P3 ................ ELECTRICAL SUPPLY
1.15.60 ..................... GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)
60.P1 ................ DESCRIPTION
60.P2 ................ CONTROLS
60.P3 ................ ELECTRICAL SUPPLY
60.P4 ................ SCHEMATIC

ATR 42-500
NAVIGATION SYSTEM 1.15.20
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.

20.3 ELECTRICAL SUPPLY

EQUIPMENT DC BUS SUPPLY


(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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
P3 110
GPWS DEC 04
AA

S FLAPS IN LANDING CONFIGURATION


When the aircraft penetrates the envelope, the TERRAIN -TERRAIN" voice alert is
generated and the red GPWS" warning lights illuminate.

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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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
generated and the red GPWS" warning lights illuminate.

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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
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
NAVIGATION SYSTEM 1.15.40
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


NAVIGATION SYSTEM 1.15.40
P 9/10 110
GPWS DEC 04
AA

40.4 SCHEMATIC

R Mod. : 5313 or 5467 ATR 42 Model : 400/500


NAVIGATION SYSTEM 1.15.50
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


NAVIGATION SYSTEM 1.15.50
P2 010
WEATHER RADAR NOV 99
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


NAVIGATION SYSTEM 1.15.50
P3 010
WEATHER RADAR NOV 99
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


NAVIGATION SYSTEM 1.15.50
P4 010
WEATHER RADAR NOV 99
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


NAVIGATION SYSTEM 1.15.50
P5 010
WEATHER RADAR NOV 99
AA

LEFT INTENTIONALLY BLANK

Mod : 5016 ATR 42 Model : 400/500


NAVIGATION SYSTEM 1.15.50
P6 010
WEATHER RADAR DEC 03
AA

50.3 ELECTRICAL SUPPLY

EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY


(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


NAVIGATION SYSTEM 1.15.60
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P2 090
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P3 090
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.

R Mod : 4654 or 4885 or 5020 or 5176 ATR 42 Model 400/500


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P4 110
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P5 110
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P6 110
GNSS NOV 00
AA
EHSI - ARC DISPLAY

1 NAV source annunciation


Identifies the source which supplies the EHSI.
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
WPT illuminates amber when approaching a waypoint
DGR illuminates amber when the UNABLE RNP" message is displayed on
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P7 110
GNSS NOV 00
AA

EHSI - FULL MODE

1 NAV source annunciation


Identifies the source which supplies the EHSI.
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
WPT illuminates amber when approaching a waypoint
DGR illuminates amber when the UNABLE RNP" message is displayed on
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P8 110
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


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P9 110
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.

60.3 ELECTRICAL SUPPLY

EQUIPMENT DC BUS SUPPLY


GNSS DC STBY BUS
(on overhead panel GPS)

Mod : 5176 ATR 42 Model 400/500


NAVIGATION SYSTEM 1.15.60
GLOBAL NAVIGATION SATELLITE SYSTEM P 10 090
GNSS NOV 00
AA

LEFT INTENTIONALLY BLANK

R Mod : 4654 or 4885 or 5020 or 5176 ATR 42 Model 400/500


NAVIGATION SYSTEM 1.15.60
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
F.C.O.M. CONTENTS DEC 05

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
SYSTEMS OPERATING NOV 98
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
SYSTEMS OPERATING NOV 98
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


FLIGHT CREW OPERATING MANUAL

(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.

Eng. : PW127E ATR 42 Model : 500


LIMITATIONS 2.01.04
P2 001
POWER PLANT MAY 98
AA

R
R
R

R
R

Eng. : PW127E ATR 42 Model : 500


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.

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


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

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


LIMITATIONS 2.01.06
P4 050
TCAS NOV 02
AA

TCAS (cont'd)
8- Inhibition schemes
8.1- Non icing conditions

CONFIGURATION RA CLIMB RA INCREASE CLIMB


FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 25 TO AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED INHIBITED
FLAPS 25 Approach AUTHORIZED INHIBITED
FLAPS 25 Landing AUTHORIZED INHIBITED
FLAPS 35 Landing AUTHORIZED INHIBITED

8.1- Icing conditions

CONFIGURATION RA CLIMB RA INCREASE CLIMB


FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 25 TO AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED INHIBITED
FLAPS 25 Approach AUTHORIZED INHIBITED
FLAPS 25 Landing AUTHORIZED INHIBITED
FLAPS 35 Landing AUTHORIZED INHIBITED

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.

R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500


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
AT72 10 kt 35 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
AT43 15 kt 38 kt no limit
Landing CAT I 200 ft 550 m AT45 15kt 30 kt no limit
AT72 10 kt 35 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
PROCEDURES AND TECHNIQUES 2.02.00
P2 OK
F.C.O.M. CONTENTS JAN 07

2.02.23 ............... LOW VISIBILITY OPERATIONS

2.02.24 ............... EMERGENCY DESCENT

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.01
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 ].


1,25 applied to V s min becomes 1,18 when applied to V SR [AT72 - V s 1g ].
1,3 applied to V s min becomes 1,23 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
PROCEDURES AND TECHNIQUES 2.02.01
P2 OK
F.C.O.M. OPERATING SPEEDS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.01
P3 OK
F.C.O.M. OPERATING SPEEDS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.01
P4 OK
F.C.O.M. OPERATING SPEEDS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.01
P5 OK
F.C.O.M. OPERATING SPEEDS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.01
P6 OK
F.C.O.M. OPERATING SPEEDS JAN 07

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

BUG MARKING MEANING DEFINITION


Yellow V1 Decision speed
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
- it enables to retract the
flaps during acceleration
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
PROCEDURES AND TECHNIQUES 2.02.01
P7 OK
F.C.O.M. OPERATING SPEEDS JAN 07

[AT45] Take-off - icing conditions

BUG MARKING MEANING DEFINITION


Yellow V1 Decision speed
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°
- it enables to retract the
flaps during acceleration
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
PROCEDURES AND TECHNIQUES 2.02.01
P8 OK
F.C.O.M. OPERATING SPEEDS JAN 07

Note: XX means landing flaps configuration 30° AT72/43


35° AT45

Landing - normal conditions

BUG MARKING MEANING DEFINITION


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°
- it enables to retract the
flaps during acceleration
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
PROCEDURES AND TECHNIQUES 2.02.01
P9 OK
F.C.O.M. OPERATING SPEEDS JAN 07

[AT43/72] Landing - icing conditions

BUG MARKING MEANING DEFINITION


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
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 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
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
- it enables to retract the
flaps during acceleration
V mHB 0 Minimum HI BANK speed V mHB0 AT72 1,48 V S
with flaps 0° AT43 1,50 V S

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.01
P 10 OK
F.C.O.M. OPERATING SPEEDS JAN 07

[AT45] Landing - icing conditions

BUG MARKING MEANING DEFINITION


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
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 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
speed with flaps 15°
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°
- it enables to retract the
flaps during acceleration
V mHB 0 Minimum HI BANK speed V mHB0 AT45 1,50 V SR
with flaps 0°

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.02
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
PROCEDURES AND TECHNIQUES 2.02.04
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
PROCEDURES AND TECHNIQUES 2.02.04
P5 OK
F.C.O.M. AFCS JAN 07

• 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
PROCEDURES AND TECHNIQUES 2.02.04
P6 OK
F.C.O.M. AFCS JAN 07

• 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
PROCEDURES AND TECHNIQUES 2.02.04
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


PROCEDURES AND TECHNIQUES 2.02.05
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
PROCEDURES AND TECHNIQUES 2.02.06
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
PROCEDURES AND TECHNIQUES 2.02.06
P2 OK
F.C.O.M. FLIGHT CONTROLS JAN 07

[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
PROCEDURES AND TECHNIQUES 2.02.06
P3 OK
F.C.O.M. FLIGHT CONTROLS JAN 07

• 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
PROCEDURES AND TECHNIQUES 2.02.06
P4 OK
F.C.O.M. FLIGHT CONTROLS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.08
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


PROCEDURES AND TECHNIQUES 2.02.08
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


PROCEDURES AND TECHNIQUES 2.02.08
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
PROCEDURES AND TECHNIQUES 2.02.08
P4 OK
F.C.O.M. ADVERSE WEATHER JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.08
P6 100
ADVERSE WEATHER NOV 00
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


PROCEDURES AND TECHNIQUES 2.02.08
P7 050
ADVERSE WEATHER NOV 00
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


PROCEDURES AND TECHNIQUES 2.02.08
P8 001
ADVERSE WEATHER NOV 00
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


PROCEDURES AND TECHNIQUES 2.02.08
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


PROCEDURES AND TECHNIQUES 2.02.08
P 12 001
ADVERSE WEATHER NOV 99

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


PROCEDURES AND TECHNIQUES 2.02.08
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


PROCEDURES AND TECHNIQUES 2.02.08
P 15 001
ADVERSE WEATHER NOV 99

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


PROCEDURES AND TECHNIQUES 2.02.08
P 17 001
ADVERSE WEATHER NOV 00
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


PROCEDURES AND TECHNIQUES 2.02.08
P 19 OK
F.C.O.M. ADVERSE WEATHER JAN 07

► 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
PROCEDURES AND TECHNIQUES 2.02.08
P 20 OK
F.C.O.M. ADVERSE WEATHER JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.08
P 21 OK
F.C.O.M. ADVERSE WEATHER JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.08
P 22 OK
F.C.O.M. ADVERSE WEATHER JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.08
P 23 OK
F.C.O.M. ADVERSE WEATHER JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.08
P 24 OK
F.C.O.M. ADVERSE WEATHER JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.09
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
4 - Slush or water for depths between 6 and 13 mm
5 - Slush or water for depths between 3 and 13 mm
6 - Compact snow
7 - Ice
8 - Runway with high risk of hydroplaning

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.09
P2 OK
F.C.O.M. LANDING GEAR / BRAKES JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.09
P3 OK
F.C.O.M. LANDING GEAR / BRAKES JAN 07

[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
PROCEDURES AND TECHNIQUES 2.02.09
P4 OK
F.C.O.M. LANDING GEAR / BRAKES JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.10
P1 OK
F.C.O.M. FLIGHT PATTERNS JAN 07

[AT43/45]

ATR42-500
PROCEDURES AND TECHNIQUES 2.02.10
P2 OK
F.C.O.M. FLIGHT PATTERNS JAN 07

[AT43/45]

ATR42-500
PROCEDURES AND TECHNIQUES 2.02.10
P3 OK
F.C.O.M. FLIGHT PATTERNS JAN 07

[AT43/45]

ATR42-500
PROCEDURES AND TECHNIQUES 2.02.10
P4 OK
F.C.O.M. FLIGHT PATTERNS JAN 07

AT 45

[AT43] GEAR DOWN

[AT45]
[AT45] FLAPS 25
[AT45/72]
[AT45/72]

ATR42-500
PROCEDURES AND TECHNIQUES 2.02.10
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


PROCEDURES AND TECHNIQUES 2.02.10
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


PROCEDURES AND TECHNIQUES 2.02.10
P8 001
FLIGHT PATTERNS NOV 97
AA

R
R
R
R
R
R
R
R
R
R
R

ATR 42 Model : 400/500


PROCEDURES AND TECHNIQUES 2.02.11
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


PROCEDURES AND TECHNIQUES 2.02.11
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


PROCEDURES AND TECHNIQUES 2.02.12
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


PROCEDURES AND TECHNIQUES 2.02.12
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
PROCEDURES AND TECHNIQUES 2.02.12
P4 OK
F.C.O.M. FLIGHT CHARACTERISTICS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.12
P5 OK
F.C.O.M. FLIGHT CHARACTERISTICS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
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
PROCEDURES AND TECHNIQUES 2.02.13
P2 OK
F.C.O.M. RNAV JAN 07

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:
ƒ check for the bold faced R in the ICAO FPL for B-RNAV
ƒ 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
PROCEDURES AND TECHNIQUES 2.02.13
P3 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P4 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P5 OK
F.C.O.M. RNAV JAN 07

Upon initial contact with ATC, the pilot must use the phrase “UNABLE RNAV DUE
EQUIPMENT” after the aircraft’s call-sign.

ATR 72-202
PROCEDURES AND TECHNIQUES 2.02.13
P6 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P7 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P8 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P8 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P9 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P 10 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P 11 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P 12 OK
F.C.O.M. RNAV JAN 07

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.
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.

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.
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.

ATR 72-202
PROCEDURES AND TECHNIQUES 2.02.13
P 13 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P 14 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.13
P 15 OK
F.C.O.M. RNAV JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.14
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


PROCEDURES AND TECHNIQUES 2.02.14
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


PROCEDURES AND TECHNIQUES 2.02.15
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
PROCEDURES AND TECHNIQUES 2.02.15
P2 OK
F.C.O.M. TCAS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.15
P3 OK
F.C.O.M. TCAS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.15
P4 OK
F.C.O.M. TCAS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.15
P5 OK
F.C.O.M. TCAS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.16
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
PROCEDURES AND TECHNIQUES 2.02.16
P2 OK
F.C.O.M. EGPWS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.16
P3 OK
F.C.O.M. EGPWS JAN 07

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
„ In day visual conditions with adequate ground reference
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
PROCEDURES AND TECHNIQUES 2.02.16
P4 OK
F.C.O.M. EGPWS JAN 07

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.

„ In day visual conditions with adequate ground reference


"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
PROCEDURES AND TECHNIQUES 2.02.18
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
PROCEDURES AND TECHNIQUES 2.02.18
P2 OK
F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.18
P3 OK
F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

- 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.
- 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.
- 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
PROCEDURES AND TECHNIQUES 2.02.18
P4 OK
F.C.O.M. A/C EMERGENCY EVACUATION JAN 07

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
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 performs check of toilet, passenger cabin, cockpit
area and will evacuate through one of the front emergency exits.
- 2L will take along the first aid kit, flash light, and the megaphone.

Note: The preselected passengers are not turned into account during unprepared emergency
situation.

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.19
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


PROCEDURES AND TECHNIQUES 2.02.20
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
PROCEDURES AND TECHNIQUES 2.02.20
P2 OK
F.C.O.M. ENGINE FAILURES JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.20
P3 OK
F.C.O.M. ENGINE FAILURES JAN 07

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
COMPLETED" when the check list is completed.

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
PROCEDURES AND TECHNIQUES 2.02.20
P4 OK
F.C.O.M. ENGINE FAILURES JAN 07

CM

ENGINE FIRE (OR SEVERE DAMAGE) AT V 1 +


AT V 1
PNF .........Call out "V ONE".

ENGINE FIRE or SEVERE DAMAGE


PF............CONTROL THE AIRCRAFT!

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.

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.


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".

PF............Visually check the proper PL and call out "CHECK".

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.20
P5 OK
F.C.O.M. ENGINE FAILURES JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.20
P6 OK
F.C.O.M. ENGINE FAILURES JAN 07

CM

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 .........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.

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
COMPLETED" when the check list is completed.

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
PROCEDURES AND TECHNIQUES 2.02.20
P7 OK
F.C.O.M. ENGINE FAILURES JAN 07

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
PF............CONTROL THE AIRCRAFT!

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".

PF............Visually check the proper PL and call out "CHECK".

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
PROCEDURES AND TECHNIQUES 2.02.20
P8 OK
F.C.O.M. ENGINE FAILURES JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.20
P9 OK
F.C.O.M. ENGINE FAILURES JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.21
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


PROCEDURES AND TECHNIQUES 2.02.21
P2 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

LEFT INTENTIONALY BLANK

ATR 42 Model : 400/500


PROCEDURES AND TECHNIQUES 2.02.21
P3 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P4 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P5 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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
PROCEDURES AND TECHNIQUES 2.02.21
P6 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P7 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567


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


PROCEDURES AND TECHNIQUES 2.02.21
P8 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

2.2 APM FUNCTION DESCRIPTION (cont’d)


2.2.8 - APM ARCHITECTURE

ATR 42 Model : 400/500


PROCEDURES AND TECHNIQUES 2.02.21
P9 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

2.2 APM FUNCTION DESCRIPTION (cont’d)


2.2.9 - COCKPIT APM INTEGRATION

ATR42 Model 400/500


PROCEDURES AND TECHNIQUES 2.02.21
P 10 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567


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


PROCEDURES AND TECHNIQUES 2.02.21
P 11 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
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
PROCEDURES AND TECHNIQUES 2.02.21
P 12 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)


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


PROCEDURES AND TECHNIQUES 2.02.21
P 13 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)

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


PROCEDURES AND TECHNIQUES 2.02.21
P 14 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P 15 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567
2.4 - EHS FUNCTION (cond’t)
The EHS aircraft architecture is as follows :

ATR 42 Model : 400/500


PROCEDURES AND TECHNIQUES 2.02.21
P 16 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P 17 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P 18 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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


PROCEDURES AND TECHNIQUES 2.02.21
P 18A 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

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
PROCEDURES AND TECHNIQUES 2.02.22
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
PROCEDURES AND TECHNIQUES 2.02.22
P2 OK
F.C.O.M. BRIEFINGS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.22
P3 OK
F.C.O.M. BRIEFINGS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
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
PROCEDURES AND TECHNIQUES 2.02.23
P2 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P3 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P4 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
- standard call-outs
- announces deviation and/or problems of engine parameters

monitors - engine parameters


- aircraft systems through CCAS
- ADU
- basic flight parameters

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.23
P5 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P6 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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
PROCEDURES AND TECHNIQUES 2.02.23
P7 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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
PROCEDURES AND TECHNIQUES 2.02.23
P8 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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
PROCEDURES AND TECHNIQUES 2.02.23
P9 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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
PROCEDURES AND TECHNIQUES 2.02.23
P 10 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P 11 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P 12 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
- standard call-outs

monitors - aircraft flight path


- aircraft systems and equipment

CM2 - PNF performs - radio communications


- changes of aircraft configuration
- check lists
- standard call-outs
- 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
PROCEDURES AND TECHNIQUES 2.02.23
P 13 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P 14 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P 15 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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:


- switch off the autopilot
- 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
PROCEDURES AND TECHNIQUES 2.02.23
P 16 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

In case of "GUIDANCE" indication CM1must immediately:


- switch off the autopilot
- 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
PROCEDURES AND TECHNIQUES 2.02.23
P 17 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P 18 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
PROCEDURES AND TECHNIQUES 2.02.23
P 19 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

From LOC capture


Conditions CM 1 - PF CM 2 - PNF
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
acknowledge "CHECK".
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
PROCEDURES AND TECHNIQUES 2.02.23
P 20 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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


acknowledge "CHECK".
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".
Select FLAP lever to 15.
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
PROCEDURES AND TECHNIQUES 2.02.23
P 21 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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".
Select FLAP lever to 25.
Observe the moving on the
flaps position indicator.
[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].
Observe the moving on the
flaps position indicator.
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
PROCEDURES AND TECHNIQUES 2.02.23
P 22 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
[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
PROCEDURES AND TECHNIQUES 2.02.23
P 23 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
Conditions CM 1 - PF CM 2 - PNF
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
PROCEDURES AND TECHNIQUES 2.02.23
P 24 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

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
continue the approach
loss of one CRT apply associated
PROCEDURES
FOLLOWING FAILURES
continue the approach
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
PROCEDURES AND TECHNIQUES 2.02.23
P 25 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
FAILURE ACTION H > 1000 ft RA ACTION H < 1000 ft RA COMMENTS

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
revert to CAT I minima
engine failure apply associated
PROCEDURES
FOLLOWING FAILURES
revert to CAT I minima
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
revert to CAT I minima
CONTINUED

ATR 42-500
PROCEDURES AND TECHNIQUES 2.02.23
P 26 OK
F.C.O.M. LOW VISIBILITY OPERATIONS JAN 07

CONTINUED
FAILURE ACTION H > 1000 ft RA ACTION H < 1000 ft RA COMMENTS

loss both CRT apply associated


on one side PROCEDURES
FOLLOWING FAILURES
revert to CAT I minima
* loss of any ADC apply associated
PROCEDURES
FOLLOWING FAILURES
revert to CAT I minima
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]
PROCEDURES AND TECHNIQUES 2.02.24
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
PROCEDURES AND TECHNIQUES 2.02.24
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
F.C.O.M. CONTENTS JAN 07

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
NORMAL PROCEDURES 2.03.01
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
NORMAL PROCEDURES 2.03.02
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).
NORMAL PROCEDURES 2.03.06
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
NORMAL PROCEDURES 2.03.06
P2 OK
F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.06
P3 OK
F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.06
P4 OK
F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.06
P5 OK
F.C.O.M. PRELIMINARY COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.07
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
NORMAL PROCEDURES 2.03.07
P4 OK
F.C.O.M. COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.07
P5 OK
F.C.O.M. COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.07
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
NORMAL PROCEDURES 2.03.07
P9 OK
F.C.O.M. COCKPIT PREPARATION JAN 07

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
NORMAL PROCEDURES 2.03.08
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%]
- FF about 110 kg/h [AT43 - 80 kg/h]
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
NORMAL PROCEDURES 2.03.08
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
COMPLETED" when the check list is completed.

ATR 42-500
NORMAL PROCEDURES 2.03.09
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
NORMAL PROCEDURES 2.03.09
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
NORMAL PROCEDURES 2.03.10
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
NORMAL PROCEDURES 2.03.10
P2 OK
F.C.O.M. ENGINE START JAN 07

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%]
- FF about 110 kg/h [AT43 - 80 kg/h]

ATR 42-500
NORMAL PROCEDURES 2.03.10
P3 OK
F.C.O.M. ENGINE START JAN 07

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
NORMAL PROCEDURES 2.03.10
P4 OK
F.C.O.M. ENGINE START JAN 07

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
check list is completed.

„ 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
NORMAL PROCEDURES 2.03.11
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
NORMAL PROCEDURES 2.03.11
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
NORMAL PROCEDURES 2.03.12
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".
2 ..............Check right side clear and report "RIGHT SIDE CLEAR".

ATR 42-500
NORMAL PROCEDURES 2.03.12
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
NORMAL PROCEDURES 2.03.13
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
NORMAL PROCEDURES 2.03.13
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
PNF .........Call out "V ONE".

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.

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 and maintain V 2 +5 kt until
passing acceleration altitude. Do not exceed 15 degrees pitch angle.
PNF .........Select L/G lever UP.
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
NORMAL PROCEDURES 2.03.14
P1 OK
F.C.O.M. AFTER TAKE OF JAN 07

CM

PASSING ACCELERATION ALTITUDE (MIN 1 500 ft AGL)


PNF .........Call out "ACCELERATION ALTITUDE".
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
NORMAL PROCEDURES 2.03.14
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.
PF............Order "AFTER TAKE OFF CHECK LIST".
PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED", when
the check list is completed.
Note: If cruising altitude is below transition altitude, AFTER TAKE OFF CHECK LIST will
be initiated after level-off.

ATR 42-500
NORMAL PROCEDURES 2.03.15
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
NORMAL PROCEDURES 2.03.16
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
NORMAL PROCEDURES 2.03.16
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
NORMAL PROCEDURES 2.03.17
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
NORMAL PROCEDURES 2.03.18
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".
PF+PNF ..Cross-check the altimeter settings.
PNF .........Report altitude indicated on ALTM in hundreds of feet, e.g. "SEVEN THOUSAND ONE
HUNDRED FEET".
PF............Check the altitude indication(s), acknowledge "CHECK" if indication is within allowable
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
check list is completed.
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
NORMAL PROCEDURES 2.03.19
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
NORMAL PROCEDURES 2.03.19
P2 OK
F.C.O.M. ILS APPROACH JAN 07

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".

PASSING IAS 170 KT [AT43 - 160 KT]


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
NORMAL PROCEDURES 2.03.19
P3 OK
F.C.O.M. ILS APPROACH JAN 07

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
NORMAL PROCEDURES 2.03.19
P4 OK
F.C.O.M. ILS APPROACH JAN 07

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)


Meeting OM-A stabilized approach criteria?
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
NORMAL PROCEDURES 2.03.19
P5 OK
F.C.O.M. ILS APPROACH JAN 07

CM

[ ILS CAT II ]

PASSING 1 000 FT RA
Meeting OM-A stabilized approach criteria?
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
(e.g. “FLAPS”, SPEED”, “CHECK LIST” …)
PF............Initiate GA procedure (see part 2.03.22)]

500 FT RA
Meeting OM-A stabilized approach criteria?
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”.
PF............Monitor outside visual references (head up/head down scanning).

AT DH
PNF .........Verify RA 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
NORMAL PROCEDURES 2.03.20
P1 OK
F.C.O.M. VOR/LOC/BC APPROACH JAN 07

CM

APPROXIMATELY 10 NM BEFORE INTERCEPTING FINAL TRACK


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.
1 ..............Order by PA "CABIN CREW, ARRIVAL POSITION, PLEASE".

ATR 42-500
NORMAL PROCEDURES 2.03.20
P2 OK
F.C.O.M. VOR/LOC/BC APPROACH JAN 07

CM

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 CHECKED". 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".

PASSING IAS 170 KT [AT43 - 160 KT]


PF............Order "GEAR DOWN".
PNF .........Check IAS is 170 kt [AT 43 - 160 kt] or less and call out "SPEED CHECKED". 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.

[AT 45] PASSING IAS 160 KT


PF............Order "FLAPS TWENTY FIVE".
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


PF............Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"].
PNF .........Check IAS is 150 kt or less and call out "SPEED CHECKED". Select FLAP 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 "CONDITION LEVERS MAX RPM
SET".
PF............Adjust PLs to maintain speed not exceeding V APP + 20 kt.
PF............Order "LANDING CHECK LIST".
PNF .........Read the check list and report "LANDING CHECK LIST COMPLETED" when the checklist
is completed.

ATR 42-500
NORMAL PROCEDURES 2.03.20
P3 OK
F.C.O.M. VOR/LOC/BC APPROACH JAN 07

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
NORMAL PROCEDURES 2.03.20
P4 OK
F.C.O.M. VOR/LOC/BC APPROACH JAN 07

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)


Meeting OM-A stabilized approach criteria?
YES
PNF .......................... Call out: “ONE THOUSAND, STABILIZED”
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 MDA)


Meeting OM-A stabilized approach criteria?
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”.
PF............Monitor outside visual references (head up/head down scanning).
PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for
landing.

ATR 42-500
NORMAL PROCEDURES 2.03.20
P5 OK
F.C.O.M. VOR/LOC/BC APPROACH JAN 07

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+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".
PF............Initiate GA procedure (see part 2.03.22)

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
NORMAL PROCEDURES 2.03.21
P1 OK
F.C.O.M. NDB APPROACH JAN 07

CM

APPROXIMATELY 10 NM BEFORE INTERCEPTING FINAL TRACK


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.
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".

ATR 42-500
NORMAL PROCEDURES 2.03.21
P2 OK
F.C.O.M. NDB APPROACH JAN 07

CM

PASSING IAS 170 KT [AT43 - 160 KT]


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.

[AT 45] PASSING IAS 160 KT


PF............Order "FLAPS TWENTY FIVE".
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


PF............Order "FLAPS THIRTY" [AT45 - "FLAPS THIRTY FIVE"].
PNF .........Check IAS is 150 kt or less and call out "SPEED CHECK". Select FLAP 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 "CONDITION LEVERS MAX
RPM SET".
PF............Adjust PLs to maintain speed not exceeding V APP + 20 kt.
PF............Order "LANDING CHECK LIST".
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
NORMAL PROCEDURES 2.03.21
P3 OK
F.C.O.M. NDB APPROACH JAN 07

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 .
PF+PNF .........Check green ALT on EADI.

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
NORMAL PROCEDURES 2.03.21
P4 OK
F.C.O.M. NDB APPROACH JAN 07

CM

„ PASSING 1 000 FT HAT (if at least 100 feet above MDA)


Meeting OM-A stabilized approach criteria?
YES
PNF .......................... Call out: “ONE THOUSAND, STABILIZED”
PF............................. Acknowledge: “CHECK”
NO
PNF .......................... Call out: “ONE THOUSAND, NOT STABILIZED” and announce deviation
(e.g. “FLAPS”, SPEED”, “CHECK LIST” …)
PF............................. Acknowledge: “CHECK”

„ PASSING 500 FT HAT (if at least 100 feet above MDA)


Meeting OM-A stabilized approach criteria?
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 .........Check BARO ALTM and call out "APPROACHING MINIMUM".
PF............Monitor outside visual references (head up/head down scanning).
PF............Check if visual conditions are sufficient and the aircraft position suitable to continue for
landing.

ATR 42-500
NORMAL PROCEDURES 2.03.21
P5 OK
F.C.O.M. NDB APPROACH JAN 07

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"
PF............Initiate GA procedure (see part 2.03.22)
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
NORMAL PROCEDURES 2.03.22
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".

POSITIVE RATE OF CLIMB


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
NORMAL PROCEDURES 2.03.22
P2 OK
F.C.O.M. GO AROUND JAN 07

CM
PASSING ACCELERATION ALTITUDE (MIN 800 ft AGL)
PNF .........Call out "ACCELERATION ALTITUDE".
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"
PF............Order "FLAPS FIFTEEN".
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
NORMAL PROCEDURES 2.03.22
P3 OK
F.C.O.M. GO AROUND JAN 07

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".
PF............Order "AFTER TAKE OFF CHECK LIST".
PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED" when the
check list is completed.

„ 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"
PF+PNF ..Cross-check the altimeter settings.
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.
PF............Order "AFTER TAKE OFF CHECK LIST".
PNF .........Read the check list and report "AFTER TAKE OFF CHECK LIST COMPLETED", when
the check list is completed.

ATR 42-500
NORMAL PROCEDURES 2.03.23
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
NORMAL PROCEDURES 2.03.24
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
check list is completed.

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
NORMAL PROCEDURES 2.03.24
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
NORMAL PROCEDURES 2.03.25
P1 OK
F.C.O.M. PARKING JAN 07

CM

ENTERING PARKING POSITION


1 ..............Check left side clear, report: "LEFT SIDE CLEAR".
2 ..............Check right side clear and report "RIGHT 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
NORMAL PROCEDURES 2.03.25
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
NORMAL PROCEDURES 2.03.26
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
NORMAL PROCEDURES 2.03.27
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
NORMAL PROCEDURES 2.03.28
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
NORMAL PROCEDURES 2.03.28
P2 OK
F.C.O.M. CHECKLISTS JAN 07

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
NORMAL PROCEDURES 2.03.28
P3 OK
F.C.O.M. CHECKLISTS JAN 07

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
NORMAL PROCEDURES 2.03.28
P4 OK
F.C.O.M. CHECKLISTS JAN 07

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
NORMAL PROCEDURES 2.03.28
P5 OK
F.C.O.M. CHECKLISTS JAN 07

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
NORMAL PROCEDURES 2.03.28
P6 OK
F.C.O.M. CHECKLISTS JAN 07

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
NORMAL PROCEDURES 2.03.28
P7 OK
F.C.O.M. CHECKLISTS JAN 07

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 ..................................