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This manual is intended for Flight Simulation use only, and may not be used in any real
world aviation applications. The authors are not responsible for any errors or omissions.
This manual may be printed out by the user or at the user’s request by a commercial
print shop. This authorization is provided by both the publisher of this product, and the
manufacturer of the aircraft that is represented in this manual.
ATR 72-500
Table of Contents
0. Introduction
0-1: Important Information
0-2: Product Support
0-3: About this manual
0-4: The Incredible ATR
1. Getting Started
A Flight Simulation approved version of the ATR AFM, which includes many system and operation descriptions,
aircraft performance charts and checklists.
Operation Tutorials
Two separate tutorials which document operations on flights between TFFR and TFFF and EDDM and LIPE.
The below instructions are provided by the developers of the ATR72-500, who have years of experience
programming in the FS environment, and know what is best in order to operate within the structure of
Flight Simulator. These instructions do not indicate that there is any defect in the ATR product, but
instead tell you how you should properly load new aircraft and save flights within the FS environment in
order to avoid operational problems.
With any add-on as complex as the ATR72-500 it is ESSENTIAL that after installation of the product that you first
load it into Flight Simulator AFTER first loading the default FS start flight. This is the start flight that features the
Cessna at Seattle - Tacoma (KSEA) airport.
NEVER load the ATR over some other saved flight, especially one containing another complex add-on
aircraft.
If your default start flight is not the default start flight described above, please do the following :
Always save your flight from the 2D cockpit view, and NEVER from
any other view. This will ensure proper loading of gauges and
initialization of the aircraft.
Product Support
You can also visit the support pages at www.flight1.com for other customer service issues.
Support at this forum may be provided by any one of the following individuals:
While anyone may read this support forum, you will need to register in order to post a question or reply
with an answer.
Thank you.
This manual is intentionally written using “gray scale” colored text in many areas, and much of the print is
intentionally this medium gray color. This has been done to conserve ink while printing. In some cases “black”
type has been used for emphasis. Photographs used in this manual have also been reduced to black and white,
and also in contrast in order to conserve ink. Please be sure to double-check your printer’s settings prior to
printing in order to achieve the best results.
We have tested, and experienced no issues printing this manual on laser printers. If you are experiencing a
problem using a laser printer, you should check the printer’s quality settings.
By reading this manual you should become well acquainted with the simulated ATR 72-500, and
should be able to obtain the information necessary to “fly” the ATR within Flight Simulator. It is
also suggested that you have taken the lessons provided in Flight Simulator, and have at least
passed the Commercial Pilot or ATP flight exam that is provided in Flight Simulator.
Please take the time to read this manual completely; so that you can become properly acquainted with the ATR
72-500, its operation and systems, doing so will help avoid unnecessary support questions, and will allow you to
enjoy the ATR 72-500 to its fullest.
While assembled in Toulouse, France, in a historic facility that once manufactured the famed “Caravelle” jet
airliner, the ATR is truly a multi-national product. Just some examples: The fuselage is built in Italy. The wings are
manufactured for ATR by Airbus, who is located nearby. Engines, propellers and most of the avionics come from
the United States.
ATR is a part of the EADS family of companies and employs 570 people world wide.
If you wish to learn more about ATR feel free to visit their web site:
http://www.atraircraft.com/home.htm
Also, our sincere thanks to you for purchasing the ATR72-500, as we hope you enjoy many hours flying this
wonderful aircraft.
IMPORTANT WARNINGS!
Click Spots
All of the ATR 72-500’s gauges and controls utilize a relatively unique implementation of click spots. In general
they work as follows:
1. As you pass your mouse cursor over the panel, passing over a click spot will cause it to turn from an arrow
cursor into a “hand” cursor. There are no + or - click spots as you might see on other panels. The hand
cursor will be empty.
2. In general a single click spot is used, and depending upon the function of that click spot, a left click will
accomplish the same task as a right click. Or, in other cases, a left click will accomplish one task, while a right
click will accomplish another.
EXAMPLE: To turn on the Landing Light switch, locate its click spot, then left click to toggle it on/off, or right click
to toggle it on/off. You could also left click to turn it on and right click to turn it off, or the reverse!
3. In some instances the click spot will not function as stated above, and instead will feature separate functions for
the left and right clicks. EXAMPLE: For a toggle switch with 3 positions, left clicks will move the switch in one
direction, while right clicks in the opposite direction.
4. Certain click spots will work with left and right clicks, and the mouse wheel, if you have such on your mouse.
This type of click spot is used on gauges that require adjustment, such as the radio knobs, etc. In this case the left
click turns the item ”left” and a right click turns it “right”. Forward / back scrolling on your house wheel will also do
the same.
EXAMPLE: To adjust the Barometric pressure on the altimeter, you would locate the click spot over the “Baro”
knob. Then, left clicks would turn the knob to the left, and right clicks would turn it to the right. If you have a wheel,
scrolling forward / back on the wheel would accomplish the same thing. Thus, in the case of changing a setting,
the left click does one thing, and the right does another.
Computer Performance (Frame rates)
The ATR 72-500 is a VERY complex aircraft and panel product. With a highly detailed aircraft model, virtual
cockpit and cabin, a complete 2D interior, and highly detailed gauges and systems. It will place a greater
performance strain on your system than other similar aircraft. To date, no aircraft yet released for Flight Simulator
has been as complex as the ATR 72-500.
With the latest versions of FS, many users are under the somewhat false impression that products such as the
ATR 72-500 should run faster (frames per second) than they might have in previous versions; this is only partially
correct.
The newest versions of FS are more complex from a scenery standpoint than previous versions. From its
textures, to AI aircraft, to “Auto Gen” scenery, enhanced clouds and weather generation, all of these features tax
your system to a greater degree than previous versions of FS did. For example: A “medium” scenery density
setting in the current version of FS is still MORE than a “medium” density setting was in previous versions.
For those with slower computer systems especially, it will still be necessary to keep your scenery density at
minimum levels, and this may even require decreasing Auto Gen density, and reducing the number of AI aircraft.
Remember, some earlier versions of FS had none of these features, and these features do degrade performance,
often to a great degree.
If you find the ATR 72-500 running slower than you would like, then you will need to reduce your scenery density
settings further.
FS Performance Notes
Make no mistake about it: The current version FS is a far more complex simulator than its predecessor. It is not
just a “minor upgrade”.
These notes do not just apply to the ATR 72-500 product, but to FS in general.
Aside from the advice provided on the previous page, we wish to strongly caution you concerning the various
scenery density, options, and hardware display settings available in FS. You will need to spend some time
“experimenting” with these settings, in order to see what works best with your system, and which settings provide
the best performance.
These various settings can be found off of the FS menu bar, under: Options / Settings – then look for “Display”
and “Traffic”, and make changes as required under each of these headings.
Unless you have the very fastest computer available, with the most system and video memory, you will need to be
prepared to turn down some of these display settings and options.
Do not expect to simply push all the sliders to their maximum settings, enable all options, and then fly
away with fast, smooth performance. You may be lucky, and your computer can handle this. Then again,
if you have an older computer, such settings may prove un-wise.
In some cases updating your video card’s drivers may help. If you are using a particularly old video card, you may
wish to consider upgrading it. In some cases increasing your system’s memory (RAM) may help. We consider the
bare minimum of system RAM for FS to be 256mb, and this is a MINIMUM, 512mb would be preferable. Some
users even install a gigabyte or more of memory, but in most cases this is not necessary.
Locking Frame Rates: Flight Simulator allows you to “lock” the maximum frame rates you will get, and we strongly
suggest doing this. Lock your frame rates at no more than 30, or as low as 18; you need no more than this for
smooth operation.
AI Traffic: Do not assume that this has no impact, as on the ground, and at very busy airports it can.
If you find yourself running slow at a particular airport, turn down the volume of AI traffic.
Weather: It’s a whole new world of weather in FS, and such realism, as always, comes at a price. Be sure you
examine the various settings available for weather (this is under the “Display” menu) and experiment with various
adjustments to see their effect on performance.
These settings are based on tests conducted with the popular CH Yoke and Rudder Pedals, and Microsoft
Sidewinder Joystick.
It is not required that you have a registered version of FSUIPC, however, please take note of the
suggestions concerning it’s use for those of you who have FSUIPC.
Control sensitivity:
If you have FSUIPC setup to control inputs, switch them all off first.
In the FS user interface for sensitivity make sure you have all axis sliders on maximum for sensitivity and the null
zones as small as possible. With these settings FS gets the full range of input to work with. To check the
minimum null zones, go in to slew mode and make sure that your aircraft is stable in position and moves
controllable with input on all 3 axis. If you have a registered FSUIPC version you may then go on the joystick tab
and adjust zero zones further to eliminate any noise (running numbers or off center positions). You then need to
set maximum value inputs to FS to +/-16384. This is the maximum value for FS needed to use the full range. It
gives true maximum and minimum inputs.
Control levers:
Do the same for all levers. Maximum/minimum is vital as otherwise you will get incorrect ground prop blade
angles resulting in excessive taxi speed, lack of de-acceleration on approach and no additional prop brake force
on 100% override.
Trim speed:
The FS user interface gives 3 options on repeat for trim buttons: No repeat, slow repeat and high repeat. Please
make sure that you use SLOW repeat. Only this one will give you the right time for the trim to run through its
range as it does on the real aircraft.
For those with FSUIPC, check the box for "fix control acceleration" on the technical tab in FSUIPC. If you do not
have this you may need to set repeat to 0 to avoid fast running of trim.
Brake power:
Again, put the repeat slider into the middle position in the assignment. That will give you a softer brake power at
short button or key press and increase brake power when you hold the button/key for more than a second.
As you no doubt learned installing the ATR 72-500 was easy; a simple click on the executable that you
downloaded, or installing from the CD-ROM, and then following of the installer’s instructions.
Now that the ATR 72-500 is installed in to FS, it is time to go find it and become familiar with it. This is where this
manual will be very handy once printed out and at your side.
While you may wish to skip to read the ATR Configuration Manager Manual, and how it may be used to modify
numerous options concerning your ATR, we suggest familiarizing yourself with the ATR by using the default
configuration it is installed with. Then, once you are familiar with the aircraft, and have read other sections of this
manual, in order to learn about it various systems, gauges, etc. you can then proceed to modifying various
options on the ATR using the Configuration Manager.
Let’s begin!
The ATR 72-500 can be found under the manufacturer “Flight One Software”; it will NOT be found under
“ATR”.
With the ATR 72-500 now located you will see that it appears with one of the several airline liveries it is provided
with. In time, using the included Text-o-Matic utility (described later in the manual) you will be able to create
additional ATR 72-500s with other liveries / paint schemes. For now, let’s fly the ATR 72-500!
Select the ATR 72-500 version that you wish to fly and load it into FS. Be sure you load it over the default FS
start flight, the one that features the Cessna at Seattle / KSEA.
NOTE: As it is a highly complex aircraft you will note that the ATR takes longer to load than other aircraft
you have, and this time will depend upon your system resources. Tests have shown an average load time
of approximately 30 seconds, with a minimum of about 20 and a maximum of over one minute, but this
higher figure is quite rare.
The main, 2D instrument panel will now appear before you, and it does not get more real than this! From the
gauges programmed using actual photos of the real ATR 72-500’s gauges, to the panel itself, there is little
compromise in design here, and you are looking at almost exactly what a real pilot sees when he flies the ATR
72-500.
Before moving on to the next section of this manual, let’s take a moment to talk about how to navigate through the
various 3D views.
By default, changing your 3D view is accomplished using the “S” key on your keyboard to move forward through
these views, and Shift-S to move backward through them. These 3D views are:
From the 2D Main Panel, hitting the S key will take you to the virtual cockpit (VC). Hitting the S key again will take
you to the Tower View, and so on. For example, if you are on the Tower View, hitting S will take you to the Spot
Plane view, and hitting Shift-S will take you back to the Tower view.
Take a moment to cycle through your 3D views, and then return to the 2D main panel. Yes, the VC is nice to look
at, and you might be spending much of your time flying behind it, however it is the 2D main panel that has the
easiest access to all the gauges and various features you will need to operate the aircraft with and that is where
we will start.
With your tour of the 3D world complete, go back to the main 2D instrument panel, and turn to the next section of
this manual. There you will find described all of the various instrument panels (there are as many as 5 instrument
panels) and the panel windows. You will also learn about the complete, photo real 2D interior that is also included
with the ATR 72-500 (yes, you get your choice of using 3D virtual cockpit and cabin, or 2D interior!).
This section will also describe how to access these instrument panels, panel windows, and 2D interior views,
using either keyboard, click spots, or in some case both.
There are two, 2D panel arrangements available for the ATR. These can be selected, along with various other
options for them using the ATR Configuration Utility (described later in this manual).
2. Condensed View Panel (“CVP”): This must be selected using the ATR configuration utility.
Both panel arrangements are similar, with the Condensed View Panel lacking some of the instrument panels
available on the Expanded View Panel. These are noted below.
The EXPANDED View Panel arrangement The CONDENSED View Panel arrangement
provides the following instrument panel provides the following instrument panel
views: views:
Click spots for accessing the above instrument panel windows will be described later in this section.
The 2D cockpit & cabin / interior view windows provided for BOTH panel arrangements are:
* These views can be accessed either via the provided click spots (described later in this section) or by using the
default key strokes of these same names as provided for in FS.
These panel windows can be accessed via click spot, keyboard (for certain windows only), or via the Panel
Window Controller (PWC), which is described on the next page.
These windows may be accessed either via keyboard (Shift 1 through Shift 9) or via click spot separate click spot,
or via the Panel Window Control unit.
1 2 3 4 5 6
7 8 9 10 11
By default, the PWC appears below the RMI. It may be closed from view by clicking on the [X] and brought back
into view by clicking on the hidden click spot beneath the RMI.
Use the PWC to conveniently open / close all of the Panel Windows described on the previous page.
NOTE: When a window has been opened using the PWC in most cases you can close that window using the
same button on the PWC or, in the event the window covers over the PWC (such as the overhead panel) you can
locate click spots on the corners of that panel window to close it.
In addition to the PWC, hidden click spots have been placed in intuitive spots on the main instrument panels that
also allow access to these windows. By turning on FS “Tool Tips” you will see descriptions of these clicks spots
when your mouse cursor is placed over them. Examples: Below the EHSI there is a click spot for the EFIS control
unit. On the autopilot display there is a click spot to access the autopilot panel window.
Turn on FS “Tool Tips” to help locate all click spots used to operate the
various Panel Windows.
1. The black boxes describe the general location of click spots, and their associated BLACK arrows the
direction of movement to the adjacent instrument panel view when clicking on that spot.
2. The black boxes describe the general location of click spots, and their associated WHITE arrows the
direction of movement to the adjacent 2D interior view when clicking on that spot.
Left Main Panel View Center Main Panel View Right Main Panel View
Turn on FS “Tool Tips” to help locate all click spots used to operate the
various Panel Windows.
The black squares indicate the size and position of the click spot, which in most cases is one-half the size of the
screen. The Arrow indicates the direction of travel when clicking on that spot.
NOTE: The click spots are only operative over aircraft structure / interior. That area of a click
spot which overlays the outside view (window area) will not operate. Be sure to click over
aircraft structure, not outside view.
To To Main
To Rear To Left To Rear Forward To Left Panel View
View View Left View Left View View
Rear Left Cockpit View Left Cockpit View Forward Left Cockpit View
To Main To Right To To Rear To Right To Rear
Panel View View Forward Right View View View
Right View
Forward Right Cockpit View Right Cockpit View Rear Right Cockpit View
Table of Contents
3 - Table of Contents.................................................................................................................................................1
4 - CCAS & MFC.......................................................................................................................................................7
4.1CCAS – Centralized Crew Alerting System.....................................................................................................7
4.1.1Controls...................................................................................................................................................9
4.1.1.1Crew alerting panel, CAP................................................................................................................9
4.1.1.2Master Warning (MW) / Master Caution (MC) Lights...................................................................10
4.1.1.3Control Panel................................................................................................................................10
4.2MFC – Multi Function Computer...................................................................................................................10
4.2.1Controls.................................................................................................................................................11
5 - Fuel System.......................................................................................................................................................12
5.1Fuel Control Panel.........................................................................................................................................12
5.2Fuel quantity Indicator...................................................................................................................................13
5.3Fuel Flow / Fuel used Indicator.....................................................................................................................13
5.4X-Feed Advisory Light...................................................................................................................................14
5.5Fuel temperature indicator............................................................................................................................14
6 - Powerplant..........................................................................................................................................................15
6.1Fuel system...................................................................................................................................................16
6.2Lubrication system........................................................................................................................................18
6.3Ignition system...............................................................................................................................................19
6.4Propeller / Power Controls............................................................................................................................19
6.4.1Hydromechanical Unit (HMU)...............................................................................................................20
6.4.2Engine Electronic Control (EEC)...........................................................................................................21
6.4.3Propeller Valve Modulator (PVM)..........................................................................................................21
6.4.4Power Controls......................................................................................................................................21
6.4.4.1Power Levers................................................................................................................................22
6.4.4.2Idle Gate........................................................................................................................................22
6.4.4.3TOGA / Go Around Button............................................................................................................23
6.4.4.4Power Management......................................................................................................................23
6.4.4.5Condition Levers...........................................................................................................................24
6.4.5Hotel Mode............................................................................................................................................24
6.4.6ATPCS..................................................................................................................................................24
6.5Fire Protection...............................................................................................................................................25
6.6Controls and Indicators.................................................................................................................................26
6.6.1Torque indicator (TQ)............................................................................................................................26
6.6.2Propeller speed indicator (NP)..............................................................................................................27
6.6.3InterTurbineTemperature indicator (ITT)..............................................................................................27
6.6.4High pressure Turbine speed indicator (NH)........................................................................................28
6.6.5Oil Indicator...........................................................................................................................................28
6.6.6Engine 1&2 control panel......................................................................................................................29
6.6.7Engine start panel.................................................................................................................................30
6.6.8X-Start Fault Light.................................................................................................................................31
6.6.9IGN / Prop Brake Light..........................................................................................................................31
6.6.10Eng Test Panel....................................................................................................................................31
6.6.11ADC Switch.........................................................................................................................................32
6.6.12Engine Fire Panel................................................................................................................................32
Alerts in case of system malfunctions are divided into four alert levels:
• LEVEL 3: Warnings
Warnings indicate an emergency and immediate crew action is required.
These warnings are identified by
- The Master Warning light is flashing associated with a continuous repetitive chime (CRC),
- a red warning on the Crew Alerting Panel, CAP
- a spefic aural warning
• LEVEL 2: Cautions
Timely crew action is required for cautions which indicate abnormal aircraft situations.
Cautions are identified by:
- The Master Caution light flashes amber associated with a single chime (SC) and an
- amber light on the CAP
• LEVEL 1: Advisories
Advisories indicate situations where crew monitoring is required.
Advisories are identified by:
- an amber local light without chime
• LEVEL 0: Information
Just for crew information – like DME hold
The information is provided by blue, green or white lights on the control panels
As already mentioned different kinds of aural warnings sound depending on the situation:
The following list shows which indications on the CAP can be expected during normal operation:
Before takeoff
Press TO CONFIG TEST
• if aircraft is in correct configuration (Trim, Flaps, Gust Lock, PWR MGT selector) no light will illuminate
• if aircraft is not in correct configuration:
• Master Warning light will flash red
• CRC will sound
• CONFIG red light will illuminate on CAP with
• FLT CTRL when pitch trim and/or wing slaps are not in TO position and/or AIL Lock is illuminated
indicating a disagree between the gust lock control and the actuators
• ENG when PWR MGT is not set to TO position
• the TLU FAULT light if the Travel Limiting Unit is not set in LO SPD mode
Press TO on CAP, INHI light illuminates blue and takeoff may be initiated. When gear is retracted the inhibition is
disengaged and the INHI light extinguishes.
1. Warning Lights
Illuminate red
2. Caution Lights (LEVEL 2)
Illuminates amber
3. Caution Lights (LEVEL 1)
Amber lights that can only be cleard by corrective action
4. Recall, RCL pushbutton
When pressed all inhibited or cancelled caution lights will illuminate if the respective system is still not
functioning.
All aural warnings will be reactivated
5. Clear, CLR pushbutton
When depressed, certain LEVEL 2 caution lights will be cleared
6. Takeoff, TO pushbutton
When depressed the INHI light illuminates blue and the ENG OIL warning lights, Smoke Warnings, all CAP
amber lights except EFIS COMP, PARKG BRK, GPWS FAULT, MAINT PNL, ENG, FLT CTRL and
associated aural warnings are inhibited.
The blue INHI light extinguishes when TO INHI function is cancelled
The ATR is equipped with two independent Multi Function Computers MFC 1 and MFC 2 which perform
numerous logic functions.
Each computer includes two independent modules A and B and each module receives signals from various
systems and system controls. These signals are processed and the resulting orders are transmitted to the
various systems in order to
• monitor, control and authorize operation of the aircraft systems
4.2.1 Controls
The controls for the MFCs are located on the overhead panel:
FAULT The amber light illuminates and the CCAS is activated when a malfunction or
electrical supply fault is detected.
The module then automatically becomes inoperative.
During powering, since all four modules are selected ON, the following sequence
is executed:
MFC 1A and MFC 2A FAULT lights (self-test of these modules) are flashing.
MFC 1A and MFC 2A FAULT lights extinguish. MFC 1B and MFC 2B FAULT
lights (self-test of these modules) start flashing
The ATR 72 offers two fuel tanks each able to carry 3185 liters which equals 840 US gals. The tanks are placed
each in either wing. During normal operation each engine is fed by the respective fuel tank. Meaning the left
engine is fed with fuel from the left tank (no. 1). To ensure that fuel is provided to the engine throughout all
possible attitudes within the flight envelope each tank is fitted with a 200 liters feeder compartment.
Two pumps are installed in the feeder compartment: One electrical pump and one jet pump. The jet pump is
driven by high pressure, HP, fuel from the engine’s hydromechanicalunit, HMU, and is controlled by a motive flow
valve. Either pump is able to prevent sufficient fuel to the engine within the whole flight envelope.
There are controls for the electrical pump only. The jet pump is controlled automatically.
To monitor and control the fuel system several indicators and switches are included in the simulation.
The primary control is the fuel control located on the overhead panel. It comprises of:
1. Two fuel pump switches for the electrical pumps of each tank
Controls the electric pump and motive flow valve in each tank.
The switch has two positions: RUN and OFF.
RUN: illuminates green when the electrical fuel pump is activated.
This also activates the motive flow valve. The jet pump and electrical pump work according
the following logic:
o When jet pump low delivery is detected:
- Electrical pump is automatically activated
- Jet pump motive flow is controlled open but remains closed until sufficient
pressure has built up
o 30 seconds after HP fuel pressure is available and normal jet pump is working properly
(sensed by a 600 mbar / 8.5 PSI pressure switch) the electrical pump is switched off
OFF: illuminates white when electrical pump is deactivated and the motive valve controlled closed
2. Two LP valve position indicators, one for each tank
Each valve is controlled by the associated fire handle. Two possible positions can be indicated:
IN LINE: Flow bar illuminates green – the valve is open
CROSS LINE: valve is closed, green illuminated flow bars cross the flow line
As long as the valve is in transit, flow bars are extinguished
On the right hand side of the engine instruments the fuel X-Feed advisory light is located. In case X-Feed is
activated this advisory light illuminates.
In case the fuel filter is clogged the FUEL CLOG warning light illuminates.
Before starting to discuss the controls and indicators for the engine let’s get clear about the engines tasks,
interfaces and subsystems.
Basically the turbo-prop engine works similar to the jet-engine. Through the air inlet the compressor is fed with
air. The airflow is compressed and deccelerated in two compressors before it enters the combustion chamber.
Slower speeds are needed for proper combustion. In the cobustion chamber fuel is burned which rises the
airflows temperature and thus its kinetic energy. In the turbines the airflow accelerates again and the airflows
Now you’ve got a rough idea what the engine is comprised of. Well there are still some things to discuss before
taking a closer look at some of the mentioned subsystems:
6. The fuel system
7. The lubrication system
8. The ignition system
The oil for lubrication is contained in a 14.4 liters tank (1). The pressure pump (2) is driven by the accessory gear
box forces the oil through the air/oil cooler (3) and a filter (4) both fitted with bypasses in case of clogging. The
air/oil cooler is located in the air inlet in the engine nacelle.
The pressure regulating valve (7) controls oil pressure and the low temperature valve (8) prevents damaging
pressure surges on cold starts.
The oil flow then divides into two flows, one going to the reduction gear box (RGB) passing the fuel heater (5)
and the FCOC (6), while the other flow goes into the scavenge system.
Scavenging is blown down or gravity drained except for No. 6 and 7 bearing cavity and the reduction gear box, on
which gear pumps are used.
Furthermore exciters A and B are automatically activated if NH of one engine drops below 60%. This action is
inhibited if:
• NH drops below 30%
• EEC is deselected
Deselecting EEC enables manual activation of exciters A&B, using the MAN IGN guarded push-button
• Condition Lever (CL) is set on feather or fuel Shut Off (S/O) position or
• On the failed engine in case of ATPCS sequence
The propeller pitch is hydromechanically controlled by a Propeller Valve Module (PVM). This valve is controlled
by the Propeller Electronic Control (PEC) installed in each engine. The interface between the Propeller Electronic
Control (PEC) and the cockpit is the Propeller Interface Unit (PIU). Two systems remain: The EEC and the HMU.
Tasks:
• fuel metering in steady state operation
• commands rotor speed in accordance with 2 laws (1st:law: top law, with EEC on to protect NH overspeeds, 2nd
law: base law, EEC is OFF)
• Fuel Flow adjustment in accordance with commands transmitted by the EEC
• Ensures engine shutdown (HP fuel shutoff)
• Regulates a given power (by controlling the stepper motor in the HMU) to obtain a predicted torque. This
torque setting is a function of
• the power lever position
• the PWR MGT selector position
• flight conditions
• the position status of the bleed air valves
• Ensures minimum propeller speed control, on ground and at low power
• In case of engine failure, the EEC delivers uptrimmed take-off power for the remaining engine
• Controls the propeller maximum speed Np according PWR MGT selector at high power
• Controls propeller pitch at low power and when using reverse
• ensures low pitch through a solenoid (when Power levers are below Flight Idle, FI position)
Another important feature is the GUST LOCK. The gust lock is used to prevent excessive throttle used when
The Idle Gate prevents reducing power lever angle below flight idle as long as the aircraft is airborne. The gate is
removed automatically when the aircraft is landed so that ground idle can be selected. An amber band is
indicated when the idle gate is removed. The idle gate can not be adjusted manually.
Click the power levers with the right mouse button to cycle between flight idle and TO notch.
Note: The throttle axis of joysticks or other hardware may interfere with this feature !
The TOGA button in the ATR does not influence the power setting – see the Automatic Flight Control System
chapter for more information.
The Power Management system automatically adjusts torque setting when Power Levers are in TO Notch. The
calculated torque setting is displayed in the torque indicator (see respective section).
The Power Management system sets the following values according to power management selector position and
flight phase:
• TO on ground: NP = 100%
• TO in flight: NP = 82
• TO in flight and PL > ~50% (go around) NP = 100%
• MCT NP = 100%
(PWR MGT selector must remain for at least 2 seconds in this position before given NP is set)
• CLB NP = 82%
• CRZ NP = 82%
As mentioned before the Hotel mode is used to provide pneumatic air and electrical power when on ground and
the engines shall not be started yet. This is similar to an APU.
Perform the following steps to start HOTEL mode for the right engine:
• Check blue hydraulic systems is pressurized
• Move Engine 2 Condition Lever to FTR
• Enable the gust lock
• Wait for the ready light on the overhead panel (next to the prop brake switch)
• Flip the prop brake switch to ON
6.4.6 ATPCS
The ATPCS systems has two modes dependant which arming conditions are fulfilled:
The fire extinguishing system includes two bottles which may be used for engine 1 or engine 2. The bottles are
located on each side of the fuselage and dual squibs are installed in the discharge heads on each bottle.
The squibs are ignited by depressing the corresponding illuminated AGTN pushbutton on the ENG FIRE panel
(see Controls section)
engine power
The main parameter for engine thrust control is torque which is defined as TQ=
propeller speed
For each engine two sensing probes are fitted to the reduction gear box. One of them sends s signal to the Auto
Feather Unit, AFU which supplies the analogue torque indicator (pointer). The other probe sends a signal to the
Engine Electronic Control, EEC, which supplies the electronic torque indicator (digital counter).
1. Digital Counter
Displays actual torque – see definition above.
If “000” is displayed the probe failed.
If “---” is displayed, Engine Electronic Control, EEC cannot control the Handling Bleed Valve (HBV)
If “LAB” is displayed a wrong EEC is installed
2. Pointer
Displays actual torque – the scale is divided by colors according the following scheme:
Green sector 0-100%
Red mark 100%
Amber sector 100-106%
Red dashed radial 106,3%
Blue dot 115% (for Test function only)
Red dot 120%
3. FDAU target
The Flight Data Acquisitation Unit, FDAU, calculates depending on PWR MGT selector position and displays
the computed torque setting with a yellow triangle. During takeoff – the FDAU displays reserve takeoff torque
4. Manual target
Displays the manually selected torque (white triangle). Use Knob (see item 5) to select manual torque target
5. Knob
Adjusts manual torque target.
Left mouse button decreases torque setting
Right mouse button increases torque setting
6. Test pushbutton
Initiates the test sequence – while pressed the pointer and counter will display 115% torque
1. Digital Counter
Actual Propeller Rotation Speed, NP, is indicated
2. Pointer
Displays actual NP.
Amber sector 41,6 – 65%
Green sector 70,8 – 100%
Red mark 100%
Red dot 120%
1. Digital Counter
Actual ITT (T6) is displayed
2. Pointer
Displays actual ITT
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 takeoff)
White/red mark 800°C (Temperature limit in uptrim conditions)
Red point 840°C (Temperature limit for 20 seconds)
Red point + S 950°C (Temperature limit for 5 seconds during engine start)
Blue dot 1150°C (see test function)
3. Alert light
Illuminates amber and CCAS is activated when ITT > 800°C or > 715° in Hotel mode
4. Test pushbutton
Allows to test indicator – during test counter and pointer will display 1150°C (blue dot)
1. Digital Counter
Actual High Pressure Spool Rotation Speed, NH, is indicated
2. Pointer
Actual NH is displayed
Green sector 62 – 102,7%
1. EEC pushbutton
Controls the EEC of the associated engine
ON (pusbutton pressed in) EEC adjusts HMU action – see EEC and HMU section
OFF (pusbutton released) HMU controls only NH as a function of power lever position.
OFF Light illuminates white
The X-START FAULT Light illuminates to indicate that the cross start sequence has failed, although the other DC
Gen is connected.
It is located above the engine starter panel on the overhead panel.
The IGN Light is located on the right-hand side of the engine instruments (center panel). It illuminates blue to
indicate that exciters are energized.
The Prop Brake Light is located on the right-hand side of the engine instruments (center panel). It illuminates
blue to remind the crew that the PROP BRK pushbutton is selected ON and the mechanical lock is engaged.
The ADC is the Air Data Computer. The air data computers are not simulated thus this is switch with no function
nevertheless you can switch it as you like.
In the real plane this switch selects from which air data computer data is fed to the EEC and the FDAU.
No. 1 is used on odd days
No. 2 is used on even days
The FAULT light illuminates amber and indicates an missmatch between switch position and ADC selected.
Two ENG Fire panels are located on the overhead panel. The engine 1 fire panel is on the left hand side of the
overhead panel and the engine 2 fire panel on the right hand side. Both engine fire panels are identical.
On one side of these systems there are “producers” of electrical power and on the other side are “consuments”
of electrical power. Electrical Power is distributed through several busses.
Electrical power “producers” in the ATR:
• Main battery
• Emergency battery
• Two engine-driven direct current (DC) starter/generators
• Two alternating current (AC) wild frequency generators
• Two external power units (AC and DC)
The list of consuments is nearly endless and shall be spared for the sake of readability of the manual.
Of course it is possible to transfer electrical power from the AC system to the DC system and vice versa:
Two systems are available to transform DC power to AC and AC power to DC.
Two static inverters transform DC power to constant frequency AC power. One transformer rectifier unit (TRU)
transforms electrical power from the AC wild frequency system to the DC system.
7.1 DC power
The DC electrical system runs at 28 Volt direct current (28 VDC).
The DC system gets electrical power from
• the engines/generators
• the batteries (main and emergency)
• Transformer Rectifier Unit - TRU
Electrical Power is then dirstributed by several busses. At first the producers of electrical power will be discussed,
followed by the distributors and then the controls.
7.1.1 Generators
7.1.1.1 Batteries
The ATR uses two batteries: one 24V Ni-Cd battery of 43Ah (main battery) and another of 15 Ah (emergency
battery).
The emergency battery is capable of providing electrical power to the emergency network even if the main
battery is completely discharged by repeated engine start attempts.
The batteries are monitored by the Multi Function Computer (MFC) which:
• Connects the battery to the associated DC BUS for charging
• Analyses the charge current and/or associated DC BUS voltage
The two DC starters/generators are driven by the engine accessory gear box. Each generator is able to provide:
12 kW (400A) nominal output power @ 27 to 31 volts
Starter mode
At the end of the start sequence 45% NH the start contactor opens (START ON light extinguishes) and the
starter/generator switches to generator mode.
Generator mode
When the engine reaches 61.5% NH the starter/generator acts as a generator. Each generator feeds its DC BUS
through a generator contactor when DC Pushbutton is selected and external power is not used.
The generator control unit (GCU) is provided to control the generator and starter contactor. Furthermore it
establishes a constant voltage with various loads and provides several fault protections:
• Over/under voltage
• Over/under speed
• Differential fault current
• Generator overload
• Power and fault current limiting
• Bus tie lock out
• Reverse current
• Equalizing load (in case of BTC failed closed)
The BUS TIE CONTACTOR (BTC) allows DC BUS 1 and 2 on line, when only one generator is operating or
when the aircraft is powered from external power
7.1.2 Distributors
7.1.3.1 Generators
1. DC GEN pushbutton
ON (pusbutton pressed in): Associated generator is energized and associated generator contactor
closes
OFF (pusbutton released): associated generator is deenergized and disconnected by opening the
generator contactor
FAULT Illuminates amber together with activation of the CCAS in event of:
• a protection trip is initiated (by GCU). In case of generator
underspeed reset will be automatically otherwise a manual reset
must be performed
• A generator contactor opens and the pushbutton is not selected
OFF. The BUS TIE CONTACTOR closes and the affected bus is
automatically fed by the remaining bus.
2. BTC pushbutton
The DC BUS TIE CONTACTOR connects both main DC BUSSES in case either generator fails. The
BTC must be closed to do so.
NORM (released) The BTC is controlled by another the Bus Power Control Unit, BPCU:
• In normal conditions with both generators running, the BTC is opened
for isolated operation of both generator circuits
• in case of external power operation, operating in HOTEL mode or
with just one generator operating, the BTC is automatically closed
and the flow bar illuminated
ISOL (pressed in) The BTC is opened, the ISOL light illuminates white
3. EXT PWR pushbutton
Connects and Disconnects external power
AVAIL External power is available
ON External power is connected – see external power section for more details
4. DC SVCE/UTLY BUS pushbutton
Controls connection/disconnection of DC SVCE BUS and both UTLY BUSSES to associated main
busses.
NORM (pushbutton pressed in) DC SVCE BUS and both UTLY BUSSES are available
OFF (pushbutton released) DC SVCE BUS and both UTLY BUSSES are both disconnected from
DC BUS. The OFF light illuminates white
SHED Illuminates amber and the CCAS is activated when a load shed condition controlled by the BPCU
7.1.3.2 Distribution
7.2.1 Generators
The AC constant frequency system is supplied with electrical power by two static inverters. These inverters are
powered from DC BUS 1 and 2 and voltage shall range between 18 VDC and 31 VDC for satisfactory operation.
The inverters will produce voltage with the following characteristics:
• power: 500 VA (115 VAC BUS), 250 VA (26 VAC BUS)
• output voltage: 115 V ± 4 V and 26V ±1V
• Frequency: 400 Hz ± 5 Hz
• type: single phase
In event of power loss on both DC BUSSES, INV 1is automatically supplied by HOT MAIN BAT BUS, or by HOT
EMER BAT BUS in OVRD configuration or by TRU when selected ON.
7.2.2 Distributors
In case either inverter fails or there is a loss of input power the associated AC BUS is isolated and tied together
with the remaining bus as long as the BTC pushbutton is not in ISOL position.
In case INV 1 fails or input power on INV 1 is lost, AC STBY BUS is automatically supplied from INV 2.
7.2.3 Controls
7.3.1 Generators
Two propeller driven generators produce electrical power for the ACW frequency system. Each generator is a
brushless, air-cooled, 3 phase generator and is rated to deliver 20 KVA continously.
• Nominal set Voltage 115/200 V
• Operating frequency range 341 to 488 Hz (70 to 100% NP)
Each generator is controlled by a generator control unit, GCU. The GCU is in charge to ensure the following
control and protection functions:
• under- and overvoltage
• under- and overfrequency
• power and fault current limiting
• bus tie lock out
• differential protection
• open phase
• voltage regulation
The Bus power control unit, BPCU, ensures control and protection functions for:
• External Power
• BUS TIEs
• BTCs
• SVCE BUS
It is possible to partially energize the DC system from the ACW system using the transformer rectifier unit, TRU.
7.3.3 Controls
As there is a DC power receptable and a AC power receptable, there are two External Power switches. One is
located on the DC power controls (see DC controls section). In case DC power is available the AVAIL light
illuminates. To select external DC power press the pushbutton – it will the blue ON light illuminates to confirm
selection.
The same goes for external AC power. The External AC power switch is located on the AC Wild Frequency
Controls panel (see ACW control section).
The AVAIL light indicates that external AC power is available.
To select external AC power simply press the pushbutton – the blue ON light will illuminate to indicate external
AC power supply.
To deselect either external power supply press the respective external power switch once again. The blue ON
light will extinguish and the AVAIL light illuminate again.
Just make sure that the engines are started soon, or the right engine is started in HOTEL mode so that power
supply is given and the ATR's batteries won't drain.
When used this switch energizes the auxiliary DC hydraulic pump. To start engine No. 2 in Hotel mode (see
powerplant chapter for an explanation) hydraulic power is needed and in case no hydraulic ground power unit is
available the auxiliary hydraulic pump is able to provide hydraulic pressure for 30 seconds.
The following conditions have to be met:
• GND HDLG BUS under power
• other auxialiary pump operation conditions are not met
Caution: This switch operates even with battery master switch selected “OFF”. Excessive use might drain battery.
External air is used to operate the air condition and ventilation system, the pressurization system and the anti-
icing system. External air is sucked into the aircraft at four locations:
• engine air intakes
• main landing gear fairings
• low pressure ground unit (through a connector)
• bleed valves installed in the engine compressors (thus it is already pressurized)
Pneumatic air is conditioned by packs and then distributed to the pressurized zones by ducts. Afterwards it is
discharged through outflow valves.So the pneumatics in the ATR can be divided in three main systems:
• Pneumatic System
Which starts with the inlets and distributes air to the air conditioning
• Air Conditioning
Assures supply with fresh air with the right temperature
• Pressurization
To adjust the cabin pressure, the ratio of air flowing into the aircraft to air flowing out of the aircraft is
controlled by the pressurization system.
9.1 Pneumatic System
Compressed air is tapped of the engine's low pressure and high pressure compressor stages and then
distributed through several subsystems and ducts to the air condition and the ice protection systems.
Generally air is tapped of the low pressure stage through low pressure bleed air check valves. In case pressure
from the low pressure stage is insufficient, the air source is automatically switched to the high pressure
compressor stage. The high pressure, HP valve is a electrically controlled butterfly valve which remains closed in
absence of electrical supply. When air is tapped of the high pressure stage, thus the HP valves are open, the low
pressure check valves are closed automatically.
When the HP valves are closed air is drawn from the low pressure stage only.
Compressed air for the ice-protection systems is drawn from the high pressure stage only !
Before the air enters the pneumatic systems it has to pass the electronically controlled butterfly bleed valve. This
valve acts as a shutoff valve and closes automatically in the following cases:
• Bleed duct Overheat, OVHT
• Bleed duct leak, LEAK
• Associated Engine Fire Handle is actuated
• Engine failure during takeoff – UPTRIM signal
• Propeller Brake is selected ON (Only the left bleed valve is closed)
• in absence of air pressure the valve is spring-loaded closed, regardless of electrical power supply
To connect the left hand and right hand air bleed system a crossfeed valve is installed. This valve is a spring
loaded closed, solenoid controlled, pneumatic shutoff valve and is closed with the solenoid deenergized.
A leak detection system is installed to detect duct leaks. In case a leakage is sensed the associated pack valve,
HP valve and BLEED valve (and GRD X FEED valve if thge left loop is affected) are automatically closed.
Furthermore an overheat detection system is installed which closes the BLEED valve and the BLEED AIR SHUT-
OFF valve whenever any abnormal over temperature conditions occur. They operate at 274°C (525°F) and are
9.1.1 Controls
The conditioned air is then blown into the cabin by outlet ramps and evacuated through guides along the cabin
walls at floor level.
A part of the evacuated air is recirculated by recirculation fans and the other part is evacuated overboard through
the outflow valves.
For the flight deck, forward cargo compartment, electric and electronic equipment things look slightly different.
Again the ventilated air is ducted overboard or recirculated, but it is recirculated underfloor to the pressurized
compartment and the selection is operated by the overboard (OVBD) valve which controls the underfloor (U/F)
valve:
• OVBD full closed → U/F open
• OVBD partially or full open → U/F closed
• OVBD NORMAL MODE: Automatic selection
• OVBD MANUAL MODE: to be used in case of AUTO MODE failureor, on ground to accelerate
cabin heating (full closed position)
Recirculated air is extracted by a fan that can be operated at different speeds:
Rotation speed is minimum below 20°C (68°F)
Rotation speed is maximum above 52°C (126°F)
Rotation speed varies linearly between minimum and maximum.
The EXHAUST pushbutton may be used to control the OVBD valve in a partially open position but can only be
used when OVBD valve AUTO MODE is activated.
Temperature is regulated by mixing hot and cool air in the packs. As mentioned the left pack supplies the cockpit
and the cabin while the right pack supplies the cabin only. Two temperature control modes are available;
• AUTOMATIC MODE
Each pack discharge temperature is controlled by an electronic temperature controller which computes
temperature control valve position taking into account:
• Duct temperature
• Zone temperature demand selector
• Associated compartment temperature
• Aircraft Skin temperature
• MANUAL MODE
Each pack temperature control valve is controlled directly by the zone temperature demand selector and
limited by the pneumatic temperature sensor.
9.2.1 Controls
9.3 Pressurization
The ambient pressure decreases with increasing altitude. Thus the cabin is pressurized to reduce load on the
aircrafts hull due to differential pressure. Cabin pressure is controlled by the ratio of air flowing into the aircraft to
the aircraft which leaves the aircraft through outflow valves. The ATR is equipped with two outflow valves:
• one electropneumativ outflow valve
• one pneumatic outflow valve
Normally cabin pressure is controlled by the fully automatic digital electronic controller but the pressurization
system can be controlled manually by using the manual pneumatic controller. During automatic operation the
pneumatic outflow valve is slaved to the electropneumatic outflow valve and their opening will be the same.
Safety functions are implemented in case of controller failure:
• the positive differential pressure is limited to 6.35 PSI
• the negative differential pressure is limited to -0.5 PSI
9.3.5 Controls
9.3.5.1 Automatic Controls
- Mode pushbutton
Selects the pressure control mode:
pushbutton pressed in The digital controller is in operation (AUTO mode)
MAN (pushbutton released) The digital controller is out of operation and the manual controller
regulates cabin pressure. The MAN light illuminates white.
FAULT In case of digital controller failure the FAULT light illuminates amber and the CCAS is activated
- Manual rate knob
Selects cabin climb and descent rate when operating in manual mode. Maximum selectable cabin climb
rate is +2,500 ft/min and maximum selectable sinkrate is -1,500 ft/min.
When operating in AUTO mode the knob must be placed to NORM.
Left mouse button turns knob clockwise
Right mouse button turns knob counter-clockwise
- Ditch guarded pushbutton
Selects ditching mode.
ON (pushbutton pressed in) The outflow valves are forced to closed position regardless of the
pressure control mode. The ON light illuminates white.
The spoiler position indicator is located on the overhead panel in the upper-left corner.
When illuminated each blue light indicates that the associated spoiler is not in the retracted position.
The roll trim indicator is located on the right hand side of the engines.
In the real aircraft a stall warning, a stick shaker and stick pusher system is included – this is not possible within
flight simulators limitations. Thus only the stall warning is functional but stick shaker and stick pusher controls are
implemented to enhance realism.
When the aircraft approaches an critical angle of attack the stall warning sounds and the stick shaker somes on,
shaking the complete control column. In case the angle of attack is still increased the stick pusher comes on
pushing the control column forward.
The STBY pitch trim control switch is a guarded switch. To open protection click on the hinge to the left. There is
a click area above the switch – click there to trim nose up.
The click are to trim nose down is underneath the switch.
Notice that activation of standby pitch trim disengages autopilot
CAUTION: Do not use normal trim and standby trim simultaneously.
The stick pusher light is located on the first officers main panel. To access the first officers main panel
configurate the ATR for FO main view panel using the ATR configuration manager !
The stick pusher light illuminates green to indicate the stick pusher is operating.
Yaw Trim is performed by offsetting the spring tab zero position. Yaw trim is controlled from a twin rudder rotary
selector through a trim actuator. A Releasable Centering Unit, RCU, prevents pedal movement during trim
operation. So the pedals remain in neutral position when rudder trim is used. The trim setting is indicated on the
trim indicator. Maximum values are +/- 3 dots.
To prevent excessive movement of the rudder due to gusts a yaw damper is installed. In flight the yaw damper
regulates rudder travel speed.
The TLU control panel is located on the overhead panel in the upper left corner.
AUTO Automatic mode – HI SPD is automatically selected when reaching 185 kts during acceleration
LO SPD is automatically selected when reaching 180 kts during deceleration
HI SPD High Speed mode is selected manually
LO SPD Low Speed mode is selected manually
FAULT Illuminates amber when a system failure is detected:
• system disagree
• both ADCs failed
• ADC data corrupt
• TLU position synchro failure
This light is located on the right hand side of the engine instruments.
10.5 Flaps
Each wing is equipped with two mechanically linked flaps (inboard and outboard flap). The flaps are controlled by
the flap control lever which sends an electrical signal to the flap valve which hydraulically acuates the four flap
actuators. The flap lever can be positioned to 0°, 15° and 30°.
In case the flap angle differs by more than 6.7° the flap asymmetry warning is activated and the electrical supply
to the flap control system is isolated.
So flaps stay in their present position and the flap lever has no more effect on the system. Maintenance action is
required to reset flap system.
Controls the flap operation. Distinct positions correspond to flaps 0°, 15° and 30°. To change flap setting use
flight simulator commands for flap extension and retraction or the mouse buttons:
Left mouse button extends flaps
Right mouse button retracts flaps.
The flaps position indicator is located on the right hand side of the engine instruments. It indicates the actual
The nose wheel steering mechanism is mechanically controlled from the cockpit and powered by the blue
hydraulic system. Nose steering angle is +/- 60° and maximum possible nose wheel deflection (during towing !) is
+/- 91°. An internal mechanism returns the wheel to centered position when the aircraft is of ground. Steering
control will be as long maintained as one gear remains on the ground.
Use differential braking/differential thrust in case steering mechanism is deactivated.
Displays gear position as seen by MFC 2. ∇ illuminates green when respective down and locked is sensed.
UNLK illuminates red when respective gear is not locked in the lever selected position or, if on ground, the uplock
box is not in the open position.
11.2 Brakes
The four main gear wheels are equipped with multidisc carbon brakes, each operated by one set of five
hydraulically powered pistons. There is a normal brake and a parking brake. The normal brake is supplied with
hydraulic power from the green system while the parking brake is supplied by the blue hydraulic system.
To prevent locked wheels during braking am anti-skid-system is provided which is activated when the gear is
extended and aircraft speed exceeds 10 kts. Each wheel and each pair of external or internal wheels are
monitored. The aim of the anti-skid system is to minimize maximum stopping distance while minimizing wheel
slip and brake and rire wear as well.
The locked wheel protection system is realized by comparing left hand and right hand wheel speeds. The right
hand and left hand outboard wheels speeds are compared as well as the inboard wheel speeds. For velocities
above 23 kts and a speed differential of more than 50% or greater between the two speed signals will result in
generation of a locked wheel signal and thus in brake release.
When the aircraft touches down braking action is inhibited as long as wheel spin up is below 35 kts or for 5
seconds so th wheel speed can built up especially on low friction pavements or with light vertical wheel load.
The light illuminates amber and the CCAS is activated when at least one of the brakes temperature
exceeds 150°C.
Displays the pressure of the accumulator supplied by the blue system. Normal value is 3,000 PSI.
Check Hydraulic Chapter for more information on hydraulic system.
Remember that simulation of anti-skid is not possible in flight simulator. The panel is included to enhance
realism.
Furthermore an anti-icing advisroy system is installed to warn the crew in case build-up of ice is sensed.
The following sections will be discussed throughout this chapter
• Anti-Ice Advisory System
• Engine and Wing protection
• Propeller Anti-icing
• window HeatersProbe heat
• Rain protection
12.1.1 Controls
The icing evidence probe is located on captains side and visible through the side window. It indicates ice
The boots are inflated according defined sequences. The sequence for normal mode is shown below. Two
beginnings of the following sequence may be selected:
• Slow mode: next sequence starts at 180 seconds (SAT < -20°C)
• Fast mode: next sequence starts at 60 seconds (SAT > -20°C)
In OVRD mode the timer is completely seperated from the MFC and fast mode is available only. The following
graphic shows the sequence for OVRD mode.
12.2.1 Controls
ON (pushbutton pressed in) Associated anti icing units are activated. The ON light illuminates blue
Note: Selecting at least one horn of the horns ON, reduces stall alert
threshold
OFF (pushbutton released) Associated anti icing units are deactivated.
FAULT The light illuminates amber and the CCAS is activated to indicate that
electrical power is lost on the associated system
12.3.1 Controls
1. Prop pushbutton
Controls the propeller heating elements of left and right propeller.
ON (pushbutton pressed in) The heating units are activated – the ON light illuminates blue
pushbutton released The heating elements are not activated
FAULT The FAULT light illuminates amber to indicate that at least one blade is
not heated / electrically supplied.
2. Anti-Ice Mode Sel pushbutton
Controls the of propeller heat cycles. Only active when MAN is selected on MODE SEL AUTO pushbutton
(see item 3)
pushbutton released Low Power cycle selected
ON (pushbutton pressed in) High Power cycle selected. The ON light illuminates blue
Note: Select Low Power when temperature is between 0°C and -10°
(32°F and 14°F)
Select High Power when temperature is between -10°C and -30°C (14°
F and -22°F)
Below -30°C (-22°F) icing problems should not be existant
3. Mode Sel Auto pushbutton (same pushbutton as Engine and Wing protection)
pushbutton released Normal operation (automatic operating mode), Anti-Icing Mode Sel
pushbutton is inactive.
FAULT Illuminates amber and the CCAS is activated when MFC and/or ADC
fails. High Power Cycle is selected automatically.
MAN (pushbutton pressed in) DE-ICING MODE Sel pushbutton is operative and allows selection of
proper de-icing sequence depending on SAT. MAN illuminates white.
12.4 Window Heaters
The cockpit windows are electrically heated to prevent icing and fogging of the windows.
The front windows are protected by a thin heated film which is supplied with 200V electrical power from the AC
wild frequency system.. A temperature controller keeps the outer windshield temperature above 2°C (35.6 °F) to
prevent icing while the inner temperature is kept above 21°C (70°F) to prevent fogging.
The side windows are protected by an electrically heated system which comprises smal wires embeedded
between two lies of glass. It is supplied with 28 volts DC and keeps the inner temperature over 21°C (70°F) to
prevent fogging.
12.4.1 Controls
12.5.1 Controls
1. Pitot Lights
Illuminates amber and the CCAS is activated if any pitot tube is not heated on ground or in flight
Two independent Air Data Computers, ADC 1 and ADC 2 comprise the main systems. Several probes and ports
provide
• static air pressure
• total air pressure
• total air temperature
to both units so the ADCs are able to compute the following parameters:
• pressure altitude
• vertical speed
• indicated air speed (IAS)
• true air speed (TAS)
• total air temperature (TAT)
• static air temperature (SAT)
Just a quick explanation on total and static values. Take pressure as an example; total pressure may be devided
into static pressure and dynamic pressure. Static pressure is the ambient pressure, so to speak the pressure one
can measure when one is not moving while dynamic pressure is the pressure due to movement. Total pressure
is simply the sum of static and dynamic pressure.
ADC 1 supplies the computed data to the captains flight instruments (altimeter, airspeed indicator, vertical speed
indicator) and several other systems. ADC 2 supplies the first officers flight instruments some more systems.
The standby system consists of two static ports and one pitot probe. The standby airspeed indicator and standby
altimeter are directly supplied by raw data.
1. Airspeed Pointer
Indicated airspeed, IAS, is indicated by pointer on scale from 60 to 400 kts.
From 70 to 210 kts 2 kts increment
from 210 to 250 kts 5 kts increment
from 250 to 400 kts 10 kts increment
2. VMO pointer
The red and white striped pointer indicates maximum airspeed, calculated by the associated ADC. An aural
warning (clacker) will sound (initiated by the CCAS) if this value is exceeded.
3. Movable Indices (BUGS)
Four colored bugs – may be set manually to desired speeds. There are four clickareas for each bug which is
indicated by a number. Left mouse button click decreases value while right mouse button click increases
value. Green bug: 7, Red bug: 8, white bug: 9, yellow bug: 10
4. Speed selector
Sets speed bug (see item 5). Left mouse button click decreases selected speed and right mouse button cick
increases selected speed
5. Speed bug
Indicates the selected speed
6. OFF/Red Flag
not simulated
Indicates airspeed calculated from standby static and standby pitot pressures. Scale is graduated from 40 to 330
kts. From 40 to 200 kts the scale is graduated in 5 kts increments and from 200 to 330 kts in 10 kts increments.
13.1.1.3 Altimeters
1. MB counter
Display barometric pressure. Display range: 948 – 1049 mbar
2. Baroset knob
Selects barometric pressure. Left mouse button click decreases value and right mouse button click increases
value.
3. Altitude pointer
Indicates altitude – one revolution represents 1,000 ft altitude change
4. Altitude counter
Displays altitude, indicating ten thousands, thousands and hundreds feet increments.
When altitude is below 10,000 feet the most left drum shows a black and white flag.
When altitude is below 0 feet the most left drum shows an orange and white flag
The Vertical Speed Indicator displays the vertical speed of the airplane. Integrated into the ATRs vertical speed
indicator is a TCAS system. TCAS means Traffic Collision Avoidance System.
The TCAS display unit is included into the vertical speed indicator gauge by the little plane symbol and its
surrounding. Other traffic is diplyad by colored symbols depending on its relative position, speed and heading. In
case a collision might occur at first an traffic advisory (TA) is given – the display symbol of the incoming aircraft
changes to an amber colored filled circle. In case a collision becomes likely a resoultion advisory is given by the
TCAS system and the displayed symbol changes to an red colored filled square. Furthermore colored arcs are
displayed in the vertical speed indicator to indicate a flight path which avoids a collision. An red arc means
prohibited vertical speeds, a green arc displays the vertical speeds to choose in order to avoid a collision.
See the TCAS section in the communication chapter for more information on TCAS system.
9. Intruder Symbol
filled square (red) TCAS Resolution Advisory
filled circle (amber) TCAS Traffic Advisory
filled diamond (cyan) proximity traffic
blank diamond (cyan) other traffic
10.Intruder relative altitude
displays relative altitue of traffic. Altitude is displayed in x 100 feet by two digits and a + indicating position
above own altitude or a – indicating a position below own altitude
11.Relative vertical speed indicator
↑ indicates climbing traffic
↓ indicates descending traffic
12.Vertical speed flag
Appears when indicator is not able to display vertical speed of surrounding traffic. When V/S flag appears,
relative vertical speed indicator disappears
13.Resolution Advisory Flag
Appears only if the indicator is not able to display RA's or vertical speed
14.Traffic function flag
TD FAIL indicator is not able to display intruders
TCAS OFF TCAS is in STBY mode
TCAS FAIL TCAS is failed
TEST shows up during test
15.“TA” only indication
Indicator is in TA ONLY mode and won't give any Resolution Advisorys
1. TAS indicator
Indicates True Air Speed as three digits. Displays --- when selected ADC signal is not valid
2. TAT indicator
Indicates total air temperature in °C as three digits. A – indicates temperatures below 0°C. When selected
ADC signal is not valid --- is displayed
3. SAT pushbutton
Displays SAT when pressed. SAT is then displayed in °C in the TAT window
Selects ADC to feed both EEC, TAT/SAT/TAS Indicator. FAULT light illuminates when ADC selection does not
match switch position.
1. Compass Card
Displays heading. Graduated in 5 degree increments
2. Bearing pointers
Indicate the bearing to the station selected.
3. VOR/ADF selectors
Click to select whether the ADF or the respective VOR station is displayed. Possible selections:
ADF 1 or VOR 1 – use either left or right mouse button to toggle selection
ADF 2 or VOR 2 – use either left or right mouse button to toggle selection
1. Attitude sphere
Marked every 5 degrees of pitch axis, to +/- 80 degrees
Roll angle is given by a sclae marked at 10, 20, 30, 60 and 90 degrees
2. Aircraft symbol
Orange, represents the aircraft position on the attitude sphere
3. Setting knob
Causes rapid erection when pulled and instrument is powered
Normally the standby compass is in hidden up position. Move selector to Down, DN to bring standby into view.
The compass rose is graduated in 10 degree increments.
1. Stby compass selector
UP compass is idden from view
DN compass is in view
2. Standby compass
standby compass itself
To control both CRTs an EFIS Control Panel, ECP is provided. For course, heading and altitude selection two
panels are installed: One CRS/HDG panel on the captains side which allows course selection for VOR 1 and the
heading and one CRS/ALT panel on the first officer's side which allows course selection for VOR 2 and altitude
selection.
13.3.1 Controls
1. Aircraft Symbol
The fixed aircraft symbol indicates the aircrafts attitude by the relationship of the aircraftsymbol to the
movable horizon.
2. Roll attitude (white)
Displays actual roll attitude through a movable index and fixed scale reference marks at 0, 10, 20, 30, 45 and
60 degrees.
3. Horizon and Pitch scale
As mentioned for item 1the aircrafts attitude is displayed by the relationship of the aircraft symbol and the
movable horizon. The blue zone indicates the sky zone (nose up pitch) and the brown zone indicates earth
zone (nose down pitch). Furthermore a white pitch scale is integrated in the movable horizon with reference
marks at 5, 10, 15, 20, 30, 40 and 60 degrees nose up and 5, 10, 15, 20, 30, 45 and 60 degrees nose down.
Red arrows come into view for pitch angles above 40° nose up and below 30° nose down.
4. Slip indicator
Indicates if the flight is coordinated or not. Keep the ball centered for coordinated flight.
5. Fast / Slow Indicator
A moving white index indicates the difference between the selected airspeed (Airspeed Indicator speed bug)
and the aircrafts speed. Speed deviation is indicated from +15 kts to -15 kts. The lower end indicates slow
speeds and the upper end indicates speeds to fast.
At +/- 15 kts the white index is half visible.
At F or S deviation is +/- 11 kts
1. Lubber Line
The lubber line is used to read the aircrafts heading on the white heading dial
2. Heading Bug
Is positioned by the HDG knob and displays selected heading.
3. Aircraft Symbol
Displays aircrafts position
4. Course Pointer
Indicates selected course for NAV 1
5. Selected Heading Indicator
Digitally displays selected heading
6. Ground Speed / Time to go, TTG indicator
Indicates aircraft's ground speed or time to NAV 1 station. Tuned NAV station must provide DME (Distance
measuring equipment) signal so that ground speed or time to go can be computed and displayed
7. NAV 1 selected course indicator
Indicates selected course for NAV 1
ARC Mode
Composite Mode
The composite mode is used in case one of the CRT fails – the most important information from the EADI and
EHSI are presented together on the remaining CRT then.
You may also activate the composite mode by switching off either CRT using the brightness selector on the EFIS
control panel.
1. Heading Scale
Indicates heading linearly at the bottom of the attitude indicator
2. Heading digital display
Displays current heading
3. Selected heading bug
Indicates selected heading – in case a heading out of the scale is selected a small arrow is indicated
4. Selected course pointer
Is represented by a small arrow
5. TO/FROM indicator
Is written in letters next to the selected course
6. Heading indicator
Displays selected heading digitally
1. Altitude Selector
Selects altitude. There are two clickareas – one left of the knob and another on the right hand side.
Press left mouse button to increase/decrease selected altitude by 100 ft
Press right mouse button to increase/decrease selected altitude by 1,000 ft
2. NAV 2 course selector
Selects course for navigation station 2.
Press left mouse button to decrease selected course
Press right mouse button to increase selected course
13.5.1 Controls
1. Data display
Displays data and time. Use Update pushbutton to cycle through data.
2. Data entry panel
Enable to insert different data: hour, minute, month, day, year and flight number.
Use knob below digit to adjust associated digit.
Left mouse button decreases value
Right mouse button increases value
3. Update pushbutton
Update pushbutton is used to cycle through data and to update data.
The first digit of the Data entry panel must be set to “9” so that data may be entered:
• First sequence: hours and minutes
- Press Update pushbutton, the display flashes
- insert hour and minutes on data entry panel
- Press Update pushbutton. Entered data is corrected and is displayed for 5 seconds. The following
sequence must be initiated within these 5 seconds !
• Seconds sequence: month and day
Similar to first sequence – enter month and day instead
• Third sequence: year
Similar to first sequence – enter year instead
Note: Once data is inserted, reset the flight number on data entry panel
4. Events pushbutton
Marks tape record when momentarily depressed. Used to identify a special event.
5. Status FDAU light
Illuminates amber when FDAU is failed
6. Status SYST light
Illuminates amber when
- the DFDR is failed or
- electrical power is lost
1. Monitor indicator
Used for test function only. Movement of pointer indicates that all channels are operative
2. TEST pushbuttonSimilar to first sequence – enter month and day instead
Initiates test function – pointer movement indicates all channels are operative
3. ERASE pushbutton
Depress for 2 seconds to reset recordings.
Selection is on ground possible with parking brake set.
1. RCDR pushbutton
Cockpit voice recorder and digital flight data recorder are energized (manual mode) when button is pressed
2. RESET pushbutton
Inhibits recording in manual mode
The VOR receivers are independent but use the same VOR antenna which is fitted to the vertical stabilizer. Each
receiver is conrtolled by the respective NAV control box located on the glareshield. The ILS system is controlled
by the same panels but use two seperate antennas. One for localizer, LOC signals and the other for glideslope,
GS signals.
One control box is installed on captains side for NAV 1 and the other on first officers side for NAV 2.
The marker beacon receivers are connected to the marker antenna and are controlled by the NAV 1 and the
NAV 2 control boxes. Signals are caught by the marker antenna, processed for visual display and aural
annunciation.
The Distance Measuring Equipment, DME for NAV 1 and NAV 2 is controlled by the NAV 1 and NAV 2 control
boxes too. A Hold mode is available to lock the DME to one station and tune the NAV system to another station.
14.1.1 Controls
NAV 1 and 2 control box are indetical. The following graphic shows NAV 1 but NAV 2 looks the same and offers
the same functions.
See flight instruments chapter for description of Course 1 and Heading panel.
14.2.1 Controls
GPWS Mode 2 splits up into two modes dependent of the aircraft configuration:
When the warning condition no longer exists the 'TERRAIN TERRAIN' warning sounds until the aircraft
pressure altitude has increased by 300 feet of altitude or 45 seconds elapsed.
In case an altitude loss after take-off is sensed the 'DON'T SINK' warning sounds and the red 'GPWS' warning
light illuminates.
A 'FIVE HUNDRED' feet callout is available during non-precision approaches of if the aircraft is outside the +/- 2
dots glideslope deviation.
When the aircraft passes the selected decision height (see EFIS chapter) the 'MINIMUM MINIMUM' callout
sounds.
On the right hand side of the EADI on the main panel the GPWS/GS light is located:
The altitude alert provides visual and aural warnings when selected altitude is approached. The amber altitude
alert light located on the altimeter illuminates when aircraft is within +/- 1,000 till +/- 250 ft of selected altitude.
Every time the zone is entered a “C chord” is audible.
15.1.1 Controls
1. Autopilot AP pushbutton
Pressing Autopilot pushbutton once activates autopilot and yaw damper.
Pressing Autopilot pushbutton second time, disengages autopilot only !
Notice that activation of standby pitch trim disengages autopilot
2. Yaw Damper YD pushbutton
Pressing Yaw Damper pushbutton engages Yaw Damper.
Pressing Yaw Damper pushbutton second time, disengages Yaw Damper
3. CPL pushbutton
Enables selection of the panel (Captain or first officer) to be coupled to the AP/FD computer. Default after
startup is captain
4. Pitch Wheel
Rotate wheel to adjust Vertical Speed VS or Indicated Airspeed IAS selection.
Pitch wheel is not active in GS, ALT SEL CAPTURE, ALT HOLD modes.
Left mouse button decreases value
Right mouse button increases value
Use of mouse scroll wheel is possible too – just place over the pitch wheel and scroll to adjust values
5. Vertical modes pushbuttons
15.1.1.2 ADU
1. Display
First line shows advisories in white letters
Second line gives caution messages in amber letters
The third line shows armed modes in white letters
The fourth line shows modes in green letters
2. Reset pushbutton
This button is used to cancel a caution message or to confirm an AFCS automatic choice
3. BRT knob
Adjusts ADU brightness
4. L-SEL and R-SEL pushbutton
used for maintenance only
The autopilot OFF light illuminates and the CCAS is activated when autopilot is disengaged.
The Go Around, GA pushbutton is located on the engine control panel in the lower left corner.
When the Go around pushbutton is pressed, the go around mode is selected. All other armed and active Flight
Director modes are deactivated, the autopilot disengages and the Flight Director commands:
• Laterally: heading hold (on heading followed at Go Around engagement
• Vertically: predtermined minimum safe pitch attitude (flaps function)
To cancel the GA mode press STBY pushbutton, or select a new vertical more or engage the autopilot.
15.1.2 Operation
The yaw provides yaw damping and turn coordination. To activate the yaw damper press the YD button – a white
arrow indicates the yaw damper is active.
15.1.2.2 Autopilot
As soon as the autopilot is connected it controls the aircraft and follows the flight path selected by lateral and
vertical autopilot modes. When the autopilot is engaged and no vertical mode is selected the autopilot will
maintain the current pitch – this is the basic vertical mode.
Engagement with no lateral mode selected selects the basic lateral mode: wings levelled and maintain actual
heading when autopilot was engaged.
Engagement with armed lateral or vertcal mode: The autopilot will maintain basic modes until selected and
armed modes are engaged.
Engagement with vertical or lateral Flight Director modes active: the autopilot will fly to zero FD command bars.
The Flight Director shall help to follow a selected flight path. Vertical and lateral modes may be selected and two
bars (a vertical bar for the horizontal mode and a horizontal bar for the vertical mdoes) indicate where to fly to to
archieve the selected flight path. In case the bars are centered the selected flight path will be followed. In case no
lateral or no vertical mode is selected either bar is not displayed. Switching the FD master switch to OFF
removes both bars.
Available modes (see later sections for explanations)
Lateral: HDG
NAV
BC
Vertical ALT SEL
ALT
VS
IAS
Common APP (lateral and vertical guidance)
GO AROUND mode
Some modes have an initial arm status before becoming active. Their active phase is divided into a capture
phase which is followed by a track or hold phase.
The modes are selected and deselected by pressing and repressing the associated button on the AFCS control
panel. Exceptions are the ALT SEL mode which is armed automatically and the GO AROUND mode which is
activated by pressing either Go around pushbutton. The GO AROUND mode may be disengagedby using the
STBY pushbutton, by selecting a new vertical mode or by engaging the autopilot.
It is possible to activate one lateral and two vertical modes simultaneously. The first vertical mode which meets
the capture conditions becomes first active and the second remains armed.
Engaging Glideslope, GS capture during any of the mentioned phases will override the altitude mode and GS
mode will be activated.
Navigation mode
Press NAV button to activate Navigation mode. The lateral guidance is aremd to capture the selected navigation
source that is displayed on th EHSI. In case a VOR is tuned VOR ARM is activated, in case an ILS is tuned LOC
ARM is activated.
VOR ARM is annunciated on the ADU and the EADI by a white VOR. HDG SEL and HDG HOLD modes may be
used to navigate to the navigation source.
At capture the previous mode is cancelled. VOR CAPTURE is annunciated on the ADU and EADI by a green
VOR*. During the first five seconds of capture of the armed mode a white box surrounds the message on EADI
and ADU. VOR TRACK is annunciated by a green VOR.
16.1.1 Controls
1. ON/OFF knob
Switches COM unit On and OFF
Left mouse button turns knob counter-clockwise
Right mouse button turns knob clockwise
2. Frequency Selector
Inner knob selects digits right of the decimal in 25 kHz or 50 kHz increments (depending on flight simulator
setting for communication frequency increment)
Outer knob sets digits left of the decimal
Left mouse button decreases values
Right mouse button increases values
3. Frequencies display
Active frequency is displayed in upper window
Preset frequency is displayed in lower window
4. XFR/MEM switch
Move switch to upper position, XFR to toggle preset and active frequency
Move switch to lower position MEM to cycle through stored frequencies.
The Communication system is able to store six frequencies.
5. STO button
Allows entering of six frequencies to be stored in the memory. When depressed the upper window displays
channel number where frequency displayed in lower window will be stored. The MEM switch may be used to
select channel for 5 seconds after pressing STO button.
Pressing the STO the second time stores selected frequency.
6. ACT button
Allows to change active frequency.
When depressed the lower window displays dashes and first line may be tuned directly from frequency
selector.
16.1.1.4 Calls
This panel has no function in flight simulator and is included to enhance realism.
The emergency transmitter is installed in the cabin ceiling. This system provides its own battery.
AUTO transmission is made automatically
MAN allows commanded operaton (X MIT light illuminates amber)
AUTO TEST RST is used in case of undue alert (reset) or to test the emergency beacon.
All TCAS aural alerts are inhibited when aircraft is climbing and below 1,100 ft AGL and below 900 ft AGL and
descending.
The TCAS is controlled by the TCAS control box, described in the following section.
16.2.1 Controls
The TCAS resolution advisories are annunciated by the following voice messages:
A. CLIMB, CLIMB CLIMB
Climb the rate indicated by the green arc on the EVSI
B. DESCEND, DESCEND, DESCEND
Descent the rate indicated by the green arc on the EVSI
C. MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED
Spoken only once after a previous corrective issue.
Check that aircraft's climb/descent rate is out of the red arc
D. REDUCE CLIMB, REDUCE CLIMB
reduce vertical speed to value indicated by green arc
E. CLEAR OF CONFLICT
Collision was avoided, range to threat is increasing
F. CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB
Climb with the rate indicated by the green arc. Safe separation will best be archieved by climbing through the
threat's flight path
G. REDUCE DESCENT – REDUCE DESCENT
Reduce vertical speed to value indicated by the green arc
H. DESCENT, CROSSING DESCENT, DESCENT, CROSSING DESCENT
Descent with the rate indicated by the green arc. Safe separation will best be archieved by descending
through the threat's flight path
The following aural warnings indicate that initial TCAS RA does not provide sufficient vertical separation.
The SELCAL system is implemented to enhance realism but as you might imagine you can't actually use it in
flight simulator.
The controls for the SELCAL are located on the left hand side of the overhead panel.
There are two controls:
• The SELCAL code selector
• The SELCAL controls
The pushbuttons are included to enhance realism but don't fulfill any function.
The Flight Management System installed in each ATR is a Honeywell HT1000 and it is actually a Global
Navigation Satellite System, GNSS.
Basically it is a GPS system that uses a GPS antenna a navigation processor unit which processes the received
data from the antenna and transmits it to the multifunction control display unit, MCDU, and other aircraft systems
like the HSI or the autopilot.
The MCDU is the main interface between the GNSS and the pilot.
To open the MCDU – GNSS window press Shift+3 or the FMS icon.
17.1.2 Functions
17.1.2.1 Guidance
The guidance function guides the ATR along a programmed route. It compares the actual aircrafts position with
the programmed route and generates lateral steering commands to follow the programmed route. Be aware that
the HT1000 only capable of vertical navigation (VNAV) ADVISORIES - the autopilot is not able to follow a
predicted vertical path.
The title field indicates (see graphic above) which page is currently displayed. On the right side of the title field
the current page number (left hand side of the slash) and the number of available pages (right hand side of the
slash) is displayed. Use the PREV and NEXT key (special purpose keys) to cycle through the available pages.
Displayed information is furthermore colour-coded:
• Data is generally WHITE (Waypoints, courses, distances, etc.)
• The current active flight leg is displayed in MAGENTA (this affects the LEGS, the RTE DATA and the PROG
Display Screen
The display screen of the MCDU (see graphic above) splits up into:
• The title field
It is the uppermost line of the display and indicates the page title, current page number and number of
available pages.
• The left field
The left field has 6 lines with 11 characters each line.
Each line may be accessed through one line select key next to each line.
• The right field
Similar to the left field
• Center field
This field is used on the DEP/ARR index and PERF INIT page only to show system generated information
• Scratchpad
The bottom line of the display is the so called scratchpad. It is used to display system generated messages,
keyboard entries and data being moved from the display field into the scratchpad.
Annunciators
Two annunciators are available on the left side of the MCDU:
• MSG
17.1.3.3 Keyboard
The available keys on the keyboard split up into function keys, special purpose keys and alpha numeric keys
Function Keys
The function keys enable the pilots to access the different system pages to display, edit and enter data.
• RTE Key
Provides access to the Route page to enter, select and modify routes
• LEGS Key
Details (course and dtistance) of each leg are displayed on the LEGS page which can be accessed by
pressing the LEGS key.
• DEP/ARR Key
Opens a page with departure and arrival information for the selected airports (RTE page)
• HOLD Key
The HOLD key gives acces to a page for definition and execution of holdings
• PROG Key
This key enables access to a page showing flight progress data on the current leg of flight
• VNAV Key
Provides access to the PERF INIT and DESCENT pages. The PERF INIT page allows entry of fuel, gross
weight and cruise altitude.
The DESCENT page allows selection of VNAV path data for display
• ATC
Not used
The plus/minus (+/-) key allows to cycle between positive and negative values of entered numbers.
The space (sp) key is used to insert a space between characters.
The HT1000 uses different formats and labels to indicate different kind of information. See the following graphic
for examples:
Scratchpad Line
The bottom line of the display is the scratchpad line. System generated messages, keyboard entries and data
that is being moved from one line to another is displayed on the scratchpad line.
Entered data is displayed in the scratchpad line and then moved to another line by pressing the appropriate Line
Select Key. The alphanumeric keyboard and the LSKs may be used for data entry.
System generated messages are displayed in the scratchpad line as well. These messages only occur when
pilot-entry is not in progress.
Scratchpad entries are independant of page selections and remain in view even when a page-change occurs.
LARGE Font
Indicates crew-entered data or crew-verified information.
SMALL Font
Represents predicted, default or HT1000-calulated values. The Small font is also used for the label lines to
indicate which data is displayed on the data line
Label Line
Identifies the data displayed on the data line below.
Data Line
Contains box prompts, dashes, computer geneated or crew entered data
Page Number
in case more than one page is available the page number is displayed in the top right corner of the display
screen. The first digit indicates the current page number and the second digit indicates the overall number of
pages available.
Waypoint
Waypoint identifiers are displayed in LARGE font
To enter data use the alphanumeric keys to enter data into the scratchpad and the press the appropriate LSK to
transfer data from the scratchpad to the desired data field.
As long as data entry using the keyboard is enabled the CALL annunciator is illuminated.
You may also use your keyboard. To activate the keyboard entry mode for the HT-1000 you need to activate the
SCROLL-Lock key on your keyboard (ROLLEN key for German keyboards).
Then you can use the keyboard to enter data.
17.1.4 Terminology
• Active
Refers to route information being used to calculate lateral navigation guidance commands. The active
waypoint is the waypoint the aircraft is flying to. ACT is displayed on the respective page titles.
• Activate
Designating one route (out of two possible routes) as the active route. Activation is a two-step process: first
press activate LSK then press the illuminated EXEC key.
• Enter
Entering data into the system using the alphanumeric keys.
• Erase
Removes a modified flight path from the system by selecting the LSK adjacent to the word ERASE.
The prompt is present in 6L anytime MOD Route is in progress
• Execute
Part of the activation process – makes pilot-entered information part of the active route by pressing the
illuminates EXEC key.
• Inactive
Refers to route information currently not being used to calculate navigation commands.
• Initialize
Entering the required information to make the HT1000 operative.
• Message
Any messages to inform the pilots are written automatically into the scratchpad.
• Modify
Modification of data in active route. When a modification is made to the active route, MOD is displayed in the
The flight operation section describes how to use the GNSS in flight operation. The examples used for
clarification in this section are taken from both tutorial flights, tutorial flight 1 from Point-a-Pitre, TFFR, Guadelope
to Fort-de-France, TFFF, Martinique, and tutorial flight 2 from Munich, EDDM, Germany to Bologna, LIPE, Italy.
The section splits up into several subsections – one for each flight segment:
1. Preflight
2. Takeoff/Climb
3. Cruise
4. Descent
5. Arrival / Approach
17.2.1 Preflight
During preflight the pilot verifies the HT1000 status, initializes the system, enters or modifies the route, and
configures the HT1000 for flight.
When electrical power is supplied to the aircraft the HT1000 is powered up. It does not have a power-switch.
When the HT1000 starts up the first screen shown is the IDENT-page.
It allows the pilot to:
• review the aircraft type
• review the engine type
• review the navigational database
All data should be reviewed for accuracy and applicability.
1L MODEL
Displays the aircraft model stored in the configuration
2L NAVDATA
Displays the current database (AIRAC cycle).
3L NAVDATA
Displays the inactive alternative database
4L SOFTWARE
Displays the operating programm's identifier part number. This is the operating system of the HT1000
5L Not assigned
6L Not assigned
1R ENGINES
Displays the engine model
2R NAVDATA
Displays the active navigational database effective dates.
3R NAVDATA
Displays the inactive navigational database effective dates.
4R Not assigned
5R Not assigned
6R POS REF
Pressing the LSK 6R provides access to the POS REF page
1L POS (GPS)
Displays the present position of the aircraft (the source is the GPS system)
1R NOT ASSIGNED
2R GS
Displays the ground speed of the aircraft in knots (kts) – computed by the HT1000.
3R SV DATA
Not allowed
4R NOT ASSIGNED
5R DEST RAIM
Not allowed
6R ROUTE
Displays the RTE page, which is used to continue the preflight initialization sequence
Route Page 1
1L ORIGIN
Box prompts in LSK 1L allow entry of origin airport using ICAO identifiers.
An entry clears any previous route and allows entry of departure or arrival procedure
2L RUNWAY
Valid entries are runway numbers contained in the navigation database for the entered origin-airport. The
runway may be selected from the Departure / Arrival page alternatively
3L NOT ASSIGNED
4L NOT ASSIGNED
5L < RTE COPY
This prompt is only visible when an active route is available.
Pressing LSK 5L copies the RTE 1 to RTE 2 and vice versa. RTE COPY COMPLETE is displayed in LARGE
font when copying is completed.
6L < RTE 2
Displays RTE 2 page 1/X.
Thus inactive routes can be accessed, modified and activated.
When RTE 2 is active the prompt changes to < RTE 1.
Ih the route is modified active or pending activation < ERASE is displayed in LARGE font at LSK 6L. Pressing
LSK 6L erases the pending modification
1R DEST
Allows entry of destination airport ICAO identifier
2R FLT NO
Displays the entered pilot-entered flight number.
The entry is optional for activation of the route as indicated by the Dash prompts.
The flight number propagated to the PROGRESS and REPORT pages
3R CO ROUTE
Normally displays pilot-entered company route but as no company routes are available within flight simulator
this LSK is used to save a route to the user routes
4R USER RTES >
Opens page to access saved user routes. See 'Loading and Saving Routes' section for more information.
5R SAVE RTE >
Route Page 2
Route Leg information and all intermediate waypoint can always be viewed and checked on the RTE LEGS page.
See RTE LEGS page section for more information.
The way described in the example to enter a route is one possibility out of two:
• You can enter each waypoint, which you will pass along the way by entering them into the scratchpad and
then lineselect them to 1R-5R. This creates a track directly from waypoint to waypoint.
• Or you can enter an airway into the scratchpad, lineselect it to 1L-5L and then enter the waypoint where the
airway is left into the scratchpad and lineselect it to the associated LSK on the right.
You plan to fly from Munich, Franz-Josef-Strauss airport, EDDM to Bologna, Borgo Panigale airport, LIPE (Air
Dolomiti flight EN 3984. You plan to depart from runway 08L or R in Munich, follow KPT5E SID to KPT (Kempten)
VOR. Now you can start to follow airway UL607 to the intersection ALGOI, change onto airway UM738 and follow
it to ADOSA. There we'll change the airway to UP131 and follow it until FER (Ferrara) NDB.From here we'll follow
follow ADOLO Arrival into Bologna to finally land on runway 12.
Perform the following steps to program this route
1. Select RTE 1 page 1
2. Enter EDDM and lineselect it to LSK 1L
3. Enter LIPE and lineselect it to LSK 1R
4. Enter 08 L or R and lineselect it to LSK 2L
5. Enter EN3984 (the flight number) and lineselect to LSK 2R
6. Switch to the DEP/ARR page, open the departure pages, and select KPT5E SID out of EDDM, KPT transition
See the following section for more information on how to select arrival and departure routes.
7. Then select Arrival pages for LIPE (LSK 2R) and select runway 12. Notice that there is no STAR provided in
the navigation database !
See the following section for more information on how to select arrival and departure routes.
8. Proceed to RTE 1 page and cycle to page 2, pressing the NEXT button
9. Enter UL607 and lineselect to LSK 2L
10.Enter ALGOI and lineselect to LSK 2R
11.Enter UM738 and lineselect to LSK 3L
12.Enter ADOSA and lineselect to LSK 3R
13.Enter UP131 and lineselect to LSK 4L
14.Enter FER and lineselect to LSK 4R
15.Enter BOA and lineselect to LSK 5R, LSK 5L shows DIRECT then
Bologna airport does not offer STARS, only arrivals and as it is not possible at the moment to create pilot-
defined waypoints such as place-bearing-distance the approach into must be flown manually. No worries you
can still use the autopilot but will have to tune VORs, selected the right Course by yourself. The arrival route
for runway 12 starts 2.5 miles out Bologna, BOA VOR, thus the waypoint BOA is entered too although we
won't pass it.
Furthermore more than one waypoint BOA is available in the navigational database. Thus the 'Select Desired
WPT' page opens when BOA is entered. Check the 'Select Desired Waypoint' section for more information.
16.Now RTE 1 page 2 should look like this:
17.You may save the route or activate it by now. BUT be advised that there is still a route discontinuity which will
be discussed and cleared in the Route discontinuity section.
Departure Selection
The DEP/ARR INDEX gives access to departures and arrivals for the origin and destination airports.
Departures and arrivals for RTE 1 and RTE 2 are listed if the two routes have been entered.
The departure and arrival pages can be accessed at any time by pressing the DEP/ARR key on the MCDU.
The departure and arrival index page (DEP/ARR INDEX) is used to select the departure and arrival pages for the
origin and destination airports for each route. The DEP/ARR INDEX page also allows the pilot to browse
departure or arrival information for any other airport in the navigation database.
The first data field contains the LSKs to select the Arrival and Departure pages for the first routes airports while
the second field contains the LSKs to select the Arrival and Departure pages for the second routes airports
The active route is indicated by a ACT displayed next to RTE 1 or RTE 2.
In case neither Route 1 nor Route 2 is defined the data fields below the respective line titles remain blank.
The third data field, labeled OTHER provides access to Departure and Arrival pages of airports not defined in
either route. To access the departure pages of the desired airport enter the ICAO identifier into the scratchpad
and the press LSK 6L. Access to the Arrival pages is gained similar – press LSK 6R instead of 6L after entering
the ICAO identifier. The departures and arrivals may only be viewed by procedure name and may not be
appended to a flight plan.
Departure runways and SIDs are selected on the DEPARTURES page. To access the DEPARTURES page,
After selecting a SID, transition, or runway, the selections move to the top and all other choices are blanked out
as shown in the graphic above.
Press VNAV to access the PERF INIT page and initialize entries.
After initial power up, route entry, activation and execution the PERF INIT prompt is displayed at 6R on the RTE
page. Once the data is entered on the PERF INIT page, the prompt at 6R on the RTE page will not be displayed
again until the next power-up initialization of the HT1000.
The PERF INIT page will be cleared with flight complete logic (after landing plus five minutes).
The following graphic shows the PERF INIT page after initialization.
1L GR WT
The aircrafts gross weight – indicated in thousand lbs or tons.
The GR WT will decrease with fuel burned in flight
2L FUEL
Displays fuel quantity in tons or thousand lbs.
The fuel quantity is calculated automatically when the gross weight and the zero fuel weight is entered
3L ZFW
Displays Zero Fuel Weight in tons or thousand lbs. Box prompts are displayed until a valid value is entered.
4L RESERVES
Displays the fuel reserve weight in thousand lbs or tons.
The reserve fuel weight is used in determining an insufficient fuel condition. An insufficient fuel condition will
trigger the message CHECK FUEL - VNAV
5L TRANS ALT
Displays the altitude above which the HT1000 will display altitudes in a flight level format.
The default value is set to 5,000 ft by maintenance personnel but the value may be overriden by a pilot-
entered value.
6L NOT ASSIGNED
1R CRZ ALT
The desired cruise altitude. Valid entries are standard altitude entries – this entry is required for VNAV and
ETAs. This entry will not automatically change the aircrafts altitude – it must be changed manually by the flight
crew.
2R CLIMB
Indicates speed/mach numbers and angle of the climb or descent segments.
These values are used to determine top-of-climb, ETAs, and the top of descent points. The default values
may be overridden by the crew. To return to default values, line-select DELETE in the proper field.
3R CRUISE
Indicates speed/mach numbers and angle of the climb or descent segments.
These values are used to determine top-of-climb, ETAs, and the top of descent points. The default values
may be overridden by the crew. To return to default values, line-select DELETE in the proper field.
4R DESCENT
Indicates speed/mach numbers and angle of the climb or descent segments.
These values are used to determine top-of-climb, ETAs, and the top of descent points. The default values
may be overridden by the crew. To return to default values, line-select DELETE in the proper field.
5R SPD / TRANS
Displays the speed restriction of 250 knots below 10,000 feet. Modifcations are not possible.
6R NOT ASSIGNED
To activate the route the entries made for Vertical Navigation must be accepted first by pressing the EXEC key.
Now proceed to RTE 1 Page 1 and press LSK 6R to initiate the activation process and then press the EXEC key
to complete the activation process.
The Route Data Page is accessed via LSK 6R on the Active Legs page. It displays the flight plan waypoints
sequence as the legs page. The ETE column shows estimated time en route between waypoints before take off,
and estimated time of arrival (ETA) when airborne. Each waypoint on the Route Data page has an associated
wind page. The wind pages for each waypoint are accessed by pressing LSKs 1R through 5R.
See the 'Active RTE LEGS page' section for more information
The wind page provides entry and display of forecast winds and temperatures at specified altitudes for specific
waypoints.
For a selected waypoint a maximum of four wind altitudes my be entered and displayed.
Enter the desired altitude in the scratchpad and press LSK 1L.
This will display a prompt on the right hand side where wind direction and velocity can be entered. Wind direction
and velocity are then entered in the scratchpad and line-selected to the appropriate data line. Altitudes may be
entered in any order, the HT1000 sorts and displays them in ascending order. Initial cruise altitude and
temperature may be entered in 5R, which allows the system to calculate temperatures for the remaining altitudes.
The entered winds will propagate forward and backward along the entire route if there are no pilot-entered winds.
Winds entered at the next waypoint will propagate forward only.
17.2.2.1 Direct-To
Direct-To route entries allow the pilot to fly direct to a particular fix. The fix may be part of the active route or it
may be an off-path waypoint.
To perform a Direct-To, enter the desired fix from the scratchpad into 1L on the first ACT RTE LEGS page. The
following are allowable entries:
• Any navigation database-defined waypoint, airport, NAVAID or NDB
• Any fix defined in the active or modified active route
Once the entry has been made a modification is created and the title becomes MOD RTE LEGS. After verifying
the modified path, the pilot has the option to execute or erase the Direct-To operation.
Now you took of from Franz-Josef-Strauss airport in Munich and already reached cruise altitude. The moment
you established at cruise altitude ATC clears you directly to PITAR intersection. Well, this will save some time
and fuel but how to tell the HT-1000 ?
5. You can see that a route discontinuity is created by this change, so proceed to page 2 and lineselect RENTA
to the scratchpad by pressing LSK 1L and then lineselect RENTA from the scratchpad to LSK 2L to clear the
route discontinuity and delete the rest of the route. The display should look like this now:
6. Now press the EXEC key to accept the changes and change the route.
As long as the changes are not 'executed' they don't influence the aircraft's path and may be erased by
pressing LSK 6L (<ERASE).
17.2.3 Cruise
To remove a leg in an active route, downselect the waypoint below the unwanted leg or legs to the scratchpad.
The Erase ACT RTE Leg function is much more convenient in case you want to remove some parts of the route.
Assume you want to rmove the leg from RENTA to ADOSA, so you linselect ADOSA to the scratchpad and then
lineselect it to the LSK where RENTA is located at the moment.
Route Discontinuity
In case there is no defined path between two successive waypoints in a flight plan a route discontinuity is
created.
That may happen after waypoint deletion, addition or procedure stringing.
A discontinuity is not automatically bridged and the message DISCONTINUITY is displayed in the scratchpad
when a discontinuity is detected.
In case the autopilot is coupled to the HT1000 the aircraft will revert to HDG hold.
To clear a discontinuity downselect the next waypoint AFTER the discontinuity into the scratchpad. Then press
the LSK next to the discontinuity (where the box prompts are displayed), followed by the EXEC key.
The SELECT DESIRED WAYPOINT page is automatically displayed when a waypoint is entered that existst at a
number of different locations in the Navigation Data Base.
The SELECT DESIRED WPT page is displayed to allow the pilot to select the desired navigation database fix.
CAUTION:
Care should be exercised when selecting the proper navaid from the SELECT DESIRED WPT
page or list. The pilot should review the NAVAID type, position (LAT/LON) and frequency and
compare this data to the chart and the desired route to ensure proper waypoint selection
When you enter the route for the flight from Munich, Franz-Josef-Strauss airport (EDDM) to Bologna, Borgo
Panigale airport (LIPE) the last waypoint you have to enter is the Bologa BOA VOR. After you have entered BOA
a new page will be displayed as the HT-1000 knows several waypoints named BOA. To be precise, it knows
Bologna BOA VOR and Bologna BOA NDB. The 'Select Desired Waypoint' page offers you a choice of
waypoints stored in the navigational database. Press LSK 1L-5L to select the appropriate waypoint. The bearing
and distance to each waypoint is indicated as well as the waypoints position in North-East-ccordinates to make
selecting the right waypoint easier.
For the example waypoint BOA the 'Select Desired WPT' page looks like this:
The RTE LEGS pages display a consecutive listing of flight plan waypoints and pertinent information about each
waypoint on the route. To access the RTE Legs page press the LEGS key – an active route must exist. The
active waypoint is colored magenta.
The active waypoint displayed in the graphic above is (1900), which is part of a SID out of Munich. The computed
Distance-to-Go (DTG) is displayed in the center field and indicates nm. The Distance-to-Go is dynamic and will
countdown while the aircraft proceeds towards the waypoint. On case the DTG is greater than 100 nm it is
displayed in whole numbers and when below 100 nm it is displayed in tenth of a mile.
Preceding to each waypoint the calculated path for the aircraft is listed. For instance preceding PITAR
intersection is the course 163° indicating the course direction (path) for the aircraft.
When the active waypoint is passed it is deleted from the waypoint list, the ACT RTE LEGS display-set moves
upward and the next active waypoint is displayed in magenta at the top of the page.
1L (1900)
This is the waypoint toward which the HT1000 is providing navigation guidance (ACTIVE WPT)
2L L OR R
If the flight plan leg is part of a terminal area procedure (SID/STAR or approach) or holding pattern and the
procedure calls for a turn, the turn direction at the waypoint is specified. If a turn procedure is not specified, no
turn direction is displayed.
Note:
In case of a pilot-defined holding pattern, the L-R symbology will reflect the turn direction as entered by the
crew, regardless of the turn direction specified on the chart (the default setting is a right turn)
3L WAYPOINT
4L WAYPOINT
5L WAYPOINT
6L < RTE 2 LEGS
Returns the display to the LEGS page of the inactive route 2.
1R ALTITUDE CONSTRAINT
Displays the altitude constraint for waypoint (1900), that demands that the waypoint is passed above 1,900
feet. LARGE font in white for both of these constraints indicates that they are derived from a data base
procedure. See the passage below for more information on altitude and speed contraints.
Altitude constraints on the LEGS page are either AT or ABOVE, AT or BELOW, AT, or WINDOW constraint
altitudes.
• Pilot-entered constraints are displayed in LARGE font on CYAN
• Constraints supplied by the navigation data base procedure are displayed in LARGE font in white
• System predicted altitudes are displayed in small font in white
All constraints may be overridden by pilot-entered constraints.
Display-convention:
• If an altitude is AT or ABOVE then it is displayed as XXXXXA (example: 14000A)
• If an altitude is AT or BELOW then it is displayed as XXXXXB (example: 14000B)
• If it is a window constraint then it is displayed as XXXXXB XXXXXA (13000B 10000A)
Flight path angles are generated by the system or extracted from the navigation data base and are a function of
the geometric descent path that is drawn to meet the altitude constraints. FPA angles in LARGE font are NAV
data base angles.
Notes:
1. If an altitude entry has been modified by the pilot (adding, deleting, or changing an entry) and the entry is
different from the initial flight plan entry, the value will be displayed in CYAN
2. If a NAV data base flight path angle must be increased to adhere with a procedure specified altitude
constraint, the changed FPA angle will be displayed in small font CYAN
When an approach procedure is appended to the route, the final approach fix (FAF) and the missed approach
point (MAP) will be positively identified on the LEGS page.
An F will be displayed adjacent to the waypoint identifying the final approach fix. Likewise an M will be displayed
adjacent to the waypoint identifying the missed approach point. Both the F and the M will be shown in reverse
video and in the same color as the waypoint.
RTE Data
The ROUTE DATA page displays data for each waypoint on the ACT RTE 1 LEGS page and may be accessed
through the RTE DATA> prompt on line 6R of any ACT LEGS page.
The RTE DATA page displays Estimated Time of Arrival (ETA) when airborne or Estimated Time en Route (ETE)
on the ground and provides access to each waypoint WIND page. Data entry on the RTE DATA page is not
possible.
1L WAYPOINT ETA
Displays the HT1000-calculated waypoint ETA when airborne.
On ground ETE is displayed
2L WAYPOINT ETA
3L WAYPOINT ETA
4L WAYPOINT ETA
5L WAYPOINT ETA
6L <LEGS
LSK to return to ACT RTE 1 LEGS page
1. W> OR >
Displays the WIND page for the selected waypoint.
W indicates that wind data has been entered for the waypoint.
A chevron (>) without a W indicates that no wind data is entered for that way point or that wind data is
propagated from last entered waypoint-wind data.
2. W> OR >
3. W> OR >
4. W> OR >
5. W> OR >
6. NOT ASSIGNED
Progress pages 1/2 and 2/2 display information relative to the progress of the flight. The pages are accessed by
the PROG function key.
1L
Displays the last waypoint crossed, altitude, time and fuel at that point
2L TO
Displays the active waypoint identifier (in MAGENTA), distance-to-go (DTG), and ETA at the active waypoint.
The DTG is the direct distance from the aircraft current position to the active waypoint
3L NEXT
Displays the aypoint identifier, distance-to-go and ETA. The DTG is the distance along the flight path from the
aircraft to the next waypoint
4L DEST
Displays the destination ICAO identifier.
DTG and ETA are measured along the flight plan route. If another waypoint NAVAID or airport is inserted into
this field the distance and ETA are measured directly to that point. If a flight plan waypoint is entered into 4L,
ENROUTE WPT is displayed in the label line above 4L. If the waypoint is not in the flight plan, the DIR TO
ALTERNATE is displayed in the label line above 4L. To return the destination to the original destination to the
original destination, line-select delete up to 4L.
5L NOT ASSIGNED
6L <POS REPORT
Displays the POS REPORT page. See the following section for more information
1R NOT ASSIGNED
2R NOT ASSIGNED
3R NOT ASSIGNED
4R NOT ASSIGNED
5R TO T/C (TOP-OF-CLIMB)
Top-of-climb is calculated based on the PERF INIT cruise altitude and the climb angle on the ground. In the
air, T/C is based on current ground speed and vertical speed as the aircraft flies toward its cruise altitude.
TO T/D (TOP-OF-DESCENT)
If the system is configured for VNAV and the flight plan contains a valid descent path, the T/D is based on the
first AT constraint in front of the aircraft. If not, T/D is based on cruise altitude, the descent angle, and the
PROGRESS page 2/2 contains measured wind information, lateral and vertical tracking errors, TAS, GS, static
air temperature, and fuel information
1L TAS / GS
Current True Air Speed / Ground Speed are displayed in 1L. TAS is MAGENTA if manually keyed and is
YELLOW if failed
2L HDG / TK
Heading and track are displayed in 2L. HDG is MAGENTA if manually keyed, and the velocity in knots
3L XTK
Crosstrack Error – the distance in nautical miles the aircraft is left or right of the intended track
4L FUEL USED
The total fuel used by all engines in operation
5L FUEL USED
Fuel used by each operating engine, numbered from left to right across the aircraft's
1C TO
Displays active waypoint in MAGENTA
2C NOT ASSIGNED
3C TKE
Track Angle Error – The angle the aircraft is either diverging from or converging toward the intended track
1R WIND
Displays the current measured wind direction in degrees TRUE and the velocit in knots
2R DA
Drift Angle – The angle between the aircraft heading and the intended track
3R VTK ERR
This information is displayed if the system is configured for VNAV and the aircraft is past the T/D of a valid
VNAV descent. The VTK Error displays in feet the distance the aircraft is above or below the vertical path.
This page displays speed, altitude, and ATA for the last position (displayed in 1L) and ETAs for the TO and the
next destination. Current temperature, measured winds and the next waypoint are also displayed.
Other flight plan waypoints from the active route can be entered at 4L to display their ETAs at 4R. To return to its
default waypoint, line-select delete to 4L.
The ACT RTE 1 – HOLD page provides a means of initiating a holding pattern contained in the route at the
aircraft's current position or any other desired point.
To access this page press the HOLD function key. The graphic below shows the display when the HOLD page is
loaded.
6L HOLD AT
The HOLD AT line permits entry of flight plan waypoint or any other Navigation Database or pilot-defined
holding fix. A waypoint may be downselected from the HOLD page and then line-selected to 6L.
6R PPOS>
Selecting the Present Position (PPOS) prompt creates a holding pattern at the time EXEC is pressed.
Notes:
1. Selecting the PPOS HOLD while on an offset path deletes the offset path. The crew must define a path
back to the original route
2. A PPOS hold will create a discontinuity
The RTE HOLD page is used to review and change data associated with the holding patterns contained in the
route. The pilot can display and change the holding pattern or exit from an active holding pattern.
To access the holding definition page a waypoint must be entered in the box prompts at LSK 6L. A waypoint from
the HOLD page may be downselected as well and then line-selected to LSK 6L to open the holding definition
page.
The following graphic shows the holding definition page.
1L FIX
Displays the holding fix
Note:
Default value in 3L is the present Inbound Course to the holding fix with standard right turns
4L LEG TIME
The length of the inbound leg of the pattern defaults to elapsed time instead of leg distance. It displays 1.0
minute at or below 14,000 feet and 1.5 minutes above 14,000 feet. This time can be changed by pilot-entry.
5L LEG DIST
Displays dashes unles the pilot makes akeyboard entry for leg distance, in which case LEG TIME 4L is
deleted
6L < ERASE
<ERASE is displayed only on the MOD RTE HOLD page. Selecting it deletes any pending modifcations, and
returns the display to the RTE LEGS page if the holding fix is deleted as a consequence
The EXEC key must be pressed to accept the assigned properties for the holding.
A new waypoint will then be added to the LEGS page.
When the aircraft arrived at the holding fix and entered the holding the display changes. The EXIT HOLD> LSK is
added as can be seen in the graphic below:
6L <NEXT HOLD
Selecting the <NEXT HOLD prompt displays another ACT RTE 1 LEGS – HOLD page where an additional
downpath hold can be programmed
6R EXIT HOLD>
Displayed if the hold leg is the active leg.
Selection of the EXIT HOLD> at 6R causes EXIT ARMED to be displayed as shown in the following figure
When the EXEC key is pressed, the aircraft will continue in the holding pattern until it next reaches the holding
fix, then it will exit the hold.
RESUME (hold) may be selected at any time to cancel EXIT ARMED. An EXIT ARMED in 6R will be replaced
with NO EXIT DISCONTINUITY when EXIT ARMED is not available. Exit Hold will not arm if a route
discontinuity exists directly after the hold on the flight plan route. To arm the EXIT HOLD the crew must
remove the discontinuity, or perform a DIRECT TO to the next waypoint on the flight plan.
Notes:
1. If an NDB procedure adds a holding pattern as part of the approach procedure, the hold may be exited
automatically. A message EXIT HOLD ARMED will be displayed in the scratchpad one minute prior to exiting
the hold fix, in all cases. The pilot may select the HOLD page and select the RESUME HOLD> prompt if
required to proceed for another circuit.
2. Some departures will have a hold-to-altitude built into the SID. Once the aircraft reaches the predefined
altitude, it will automatically exit the hold. Therefore, the crew should monitor the exit status on the RTE HOLD
page.
3. If there is a discontinuity after the hold, the EXIT HOLD> prompt will be replaced by a NO-EXIT-
DISCONTINUITY indication until the discontinuity is removed
4. When a hold is executed, it creates a hold fix on the LEGS page. The hold fix on the LEGS page can be
deleted without creating a discontinuity.
5. In case you programmed more than one holding, use the PREV and the NEXT key to cycle through the
different holding definitions.
RESUME HOLD>
Displayed if EXIT ARMED> has been selected.
Selecting RESUME HOLD> at 6R before crossing the hold fix causes the aircraft to continue in the previously
selected holding pattern
Caution
Ensure that the holding pattern conforms to ATC requirements. The HT1000 does not
automatically generate holding patterns as published on the associated navigation chart unless
the holding pattern is part of an approach or missed approach procedure.
When the holding pattern is created by the pilot, the system builds the geometry of the hold using the current
aicraft groundspeed with the configured autopilot bank limits. If the geometry of the hold exceeds the holding
airspace requirements, the system will restrict the size of the hold and annunciate the HIGH HOLDING SPEED
message approaching the hold fix. Thus the system indicates that it will not be able to fly the restricted holding
pattern due to the configuration roll limits and current aircraft speed.
The size of the holding pattern is frozen while the aircraft is in the holding pattern and is not adjusted until the
aircraft is next flown over the hold fix. When the aircraft next crosses the holding fix, another snapshot of the
aircraft's groundspeed is taken and the holding pattern is resized if necessary.
Note:
Pilots must adhere to the maximum allowable holding speed or less for holding patterns, since the HT1000
computes pattern sizes based on the speed at the initial crossing of the hold fix.
17.2.4 Descent
The VNAV function creates a fixed geometric path that is independent of winds and aircraft performance.
The descent path construction begins at the End-Of-Descent (E/D) and builds backwards to the Top-of-Descent
(T/D) point. Thus it complies with all altitude constraints.
The crew can use the DESCENT page to evaluate the ability of the aircraft to maintain descent path.
VNAV data and path deviation indications are provided to the crew on the following pages:
• DESCENT page
• LEGS page
• PROGRESS 2/2 pages
Path deviation is also displayed on the HSI and ADI.
The HT1000 is enabled to construct a descent path only when the following conditions are met:
• The flight plan must contain a destination airport
• The flight plan must contain at least one AT altitude constraint in the descent phase
• A cruise altitude must be entered on the PERF INIT page
• LEGS page
Displays descent path angles, waypoint crossing altitudes and speed constraints from the Navigational
Database
• PROGRESS Page 1
This page displays T/D, DTG and ETA
• PROGRESS Page 2
The page displays the numerical vertical deviation data and T/D DTG / ETA
• DSECENT page
includes
• Active vertical constraint
• Next vertical constraint
• End-of-Descent constraint
• T/D information and DTG and T/D
• Aircraft Current Flight Path Angle
• Vertical bearing to the active vertical constraint
• Aircraft current Vertical Speed
• Required Vertical Speed to fly the descent path
• Long / Short path distance information
• Numerical vertical deviation from descent path
• VNAV scratchpad messages
These include:
• VERTICAL TRACK CHANGE ALERT
• descent path deleted
• end-of-descent
• act descent path invalid
• vnav path not received
• DESCENT PATH DEVIATION DISPLAY
The vertical path deviation is displayed by the EFIS as similar to the glideslope display. Both are distinguished
by a 'G' displayed for glideslope deviation and a 'V' for vertical path deviation.
VNAV information is presented on the LEGS pages. The displayed altitude may be either an altitude constraint or
a predicted altitude computed by the system along the descent profile at the waypoint. To distinguish these two,
constraints are displayed in LARGE font and predictions are displayed in SMALL font.
The following types of constraints are available:
• AT
• AT or ABOVE
• AT or BELOW
• window constraint
Furthermore the LEGS page also displays the descent path angle for the descent profile of each descent leg
Altitudes
An altitude constraint may com from the navigation database as part of a selected procedure or it may have been
entered by the crew. Pilot entries will override a navigation database constraint but they are not allowed for FAFs
or MAPs and any waypoints between the FAF and the MAP.
When an altitude is entered by the crew, the value is displayed in CYAN.
The PROGRESS page displays two fields relevant for VNAV operations: The T/D (Top of Descent) and Vertical
Track Error (VTK ERR).
3R VTK ERR
On PROGRESS page 2/2, vertical track error is reported. It is reported in feet, with a plus (+) sign to indicate
above path or a minus (-) to indicate below path.
The vertical track error is displayed whenever the aircraft is in the active descent mode.
TO T/D
The T/D is shown on PROGRESS page 1/2.
Press VNAV to open the DESCENT page. When the aircraft is airborne the DESCENT page is opened
instantaneously, otherwise use the NEXT and PREV key to cycle through the pages until the DESCENT page is
opened.
1L NOT ASSIGNED
.
2L E/D XXXXX
This field displays the E/D waypoint, which is the last waypoint in the descent that has an AT altitude
constraint associated with it.
3L NOT ASSIGNED
4L NOT ASSIGNED
1C VTK ERR
Vertical track error is reported in feet, with a plus (+) sign to indicate above path or a minus (-) to indicate
below path. The vertical track error is displayed whenever the aircraft is in the active descent mode and is
rounded to the nearest 10 feet.
2C DTG
Displays the Distance-to-Go (DTG) to the active vertical waypoint displayed in 2L
3C NOT ASSIGNED
4C NOT ASSIGNED
5C FPA
Displays the current aircraft inertial flight path angle (FPA) in degrees relative to the ground
1R VS
Vertical Speed (VS) displays actual vertical speed of aircraft. Vertical Speed will be rounded to the nearest
100 feet.
2R VS REQ.
Displays the VS required to cross the active vertical waypoint at the required altitude constraint, which is
shown in 2L. When the designated waypoint is not he active vertical waypoint or before reaching the T/D, this
value is the predicted rate-of-descent to follow the descent path.
3R NOT ASSIGNED
4R NOT ASSIGNED
5R VB
Vertical Bearing (VB) displays the angle from the aircraft to the waypoint and altitude displayed in 5L. This
provides an indication of the descent flight path angle (FPA) required ro reach the waypoint at the altitude
displayed in the FIX / Alt field. Flying the aircraft with a descent angle flight path angle (FPA) steeper than the
displayed vertical bearing (VB) ensures that the aircraft will reach the altitude displayed in the FIX / ALT field
prior to the designated waypoint.
6R VDEV ON OR VDEDV OFF
When selected ON, the HT1000 provides vertical deviation information (to the forward panel displays –
ADI/HSI, EFIS). Pressing 6R, VDEV SELECT OFF>, turn off the vertical deviation outputs.
The DEP / ARR INDEX provides access to arrivals for the destination airport.
To access the departure and arrival pages press the DEP/ARR key. Access is given at any time.
Arrivals are provided for the destination and the departure airport (in case a return is necessary), press the
appropriate LSK next to the displayed ICAO identifier to open the arrival page. Press LSK 2R to access the
arrival pages for Fort-de-France, TFFF.
All STARS, STAR transitions, approaches, approach transitions and runways for the arrival airport are displayed
on the arrival pages:
When the pilot preselects the appropriate STAR, STAR transition, Approach and approach transition, the screen
will blank all other STARS and approaches and show only the pilots selections. SEL is displayed next to the
selections made. When the route is activated SEL will change to ACT (ACTIVE).
Example / Tutorial
Notes:
1. If a route has been activated, the label line is changed to ACT RTE 1 (or ACT RTE 2) on the DEP / ARR
INDEX page
2. If RTE 1 and/or RTE 2 have not been defined, the data fields below the respective title lines will not show
departure or arrival airports
3. Be sure that when selecting arrivals for a destination airport that you are selecting from the active route. Look
for the ACT in front of RTE 1 or RTE 2 on the DEP / ARR INDEX page
4. The name of the procedure and transition selected can be reviewed on the RTE page
5. Returning to the arrival index and reselcting a procedure will initiate a new procedure / transition selection
process and will delete the previously selected procedure / transition
Caution
After selecting an approach, there may be a short delay before the corresponding transitions
appear. Do not press the EXEC key before reviewing appropriate transitions
The DEP / ARR INDEX page also allows the pilot to access departuer and arrival information of airports not
defined in the route. See 'Preflight – Departure Information' Section
Non-precision approaches to the destination airport are accessed from the DEP / ARR page. To select an
approach, press the line-select key next to the destination airport ARR> prompt on the DEP / ARR page.
All approaches for the destination airport will be listed along the right side of the page. If there is more than one
page (as indicated by 1/2 or 1/3 in the upper right hand corner), use the NEXT and PREV key to cycle through
the subsequent pages.
Find the desired approach and press the adjacent LSK to append the approach segments to the flight plan,
including the missed approach if provided.
After an approach has been selected, the transitions to the approach will appear on the same page. After an
approach has been selected it may take a few seconds for the transitions selection to appear. If desired, a
transition segment to the approach can be selected.
Note: After selecting the approach and any approach transitions, the crew should review the procedure on the
LEGS page for any discontinuities, incorrect bearings or distances. The approach as represented on the LEGS
page should conform to the approach plate. In the event of any disparities the approach plate is the final
authority.
The missed approach procedure also will be appended to the flight plan but must be manually connected to the
missed approach point on the LEGS page when it is desired to fly the missed approach procedure. This is done
at the prompt labelled <EXECUTE MISSED APPROACH. Pressing the line-select key next to this prompt will tie
the missed approach procedure to the missed approach point and will no longer allow HT1000 into approach
mode.
The HT1000 will provide roll steering commands to the autopilot and flight director.
The FAF is identified on the LEGS page by an F displayed in inverse video adjacent to the FAF waypoint. The
Missed Approach Point (MAP) is identified with an M displayed in inverse video adjacent to the MAP waypoint.
17.3 Miscellaneous
The Reference Navigation Data (REF NAV DATA) Page provides information for navaids (VORs and NDBs),
waypoints and airports stored in the navigation data base. It is accessed by selecting the NAV DATA> prompt at
LSK 2R on the DATA INDEX page. Remember, the DATA INDEX page is accessed by pressing the DATA
function key.
STEPS:
1. Enter MUN in the scratchpad to indicate REF NAV DATA for the Munich, MUN VOR
2. Lineselect the entry to LSK 1L
Now the Display should look like this:
1L IDENT
MUN
The ident of the displayed navaid
2L LATITUDE
This field displays the latitude of the fix entered in 1L
3L MAG VAR
The title line displays Magnetic Variation (MAG VAR) from true North when the identifier is a navaid. The
magnetic variation is for the navaid
4L COUNTRY
Displays country in which the waypoint is located
1R FREQ
The field in 1R displays the navaid Frequency (FREQ). In this example, the frequency for MUN is 112.30
2R LONGITUDE
NEAREST INDEX
Pressing the adjacent LSK displays a page listing the nearest airports, VOR/DMEs, ADFs, or waypoints. Each
listing will display up to four pages of airports, VOR/DMEs, ADFs or waypoints in increasing distance from the
current aircraft position. The bearing and distance to each airport, VOR/DME, ADF, or waypoint is provided.
The above figure shows the nearest airports when located at Le Raizet airport (TFFR).
Similar to Company Routes, previously entered and saved routes, as well as flight plans created with the flight
4. Now the flight plan still needs to be activated – see the Route Activation section for details.
In case you have already entered a route into the HT-1000 and now want to save it, perform the following steps:
1. Open the RTE page 1
2. Enter the filename into the scratchpad, i.e. F1TUT-TFFRTFFF and lineselect it to 3R by pressing LSK 3R
3. Press LSK 5R to actually save the route.
The display now should look like this:
Routes are saved to the folder [Flight simulator Directoy]\Flight One Software\Flight One ATR 72-500\FlightPlans
and have the ending *.rte.
The below instructions are provided by the developers of the ATR72-500, who have years of experience
programming in the FS environment, and know what is best in order to operate within the structure of
Flight Simulator. These instructions do not indicate that there is any defect in the ATR product, but
instead tell you how you should properly load new aircraft and save flights within the FS environment in
order to avoid operational problems.
With any add-on as complex as the ATR72-500 it is ESSENTIAL that after installation of the product that you first
load it into Flight Simulator AFTER first loading the default FS start flight. This is the start flight that features the
Cessna at Seattle - Tacoma (KSEA) airport.
NEVER load the ATR over some other saved flight, especially one containing another complex add-on
aircraft.
If your default start flight is not the default start flight described above, please do the following :
Always save your flight from the 2D cockpit view, and NEVER from
any other view. This will ensure proper loading of gauges and
initialization of the aircraft.
IMPORTANT!
Aircraft models and their various features are selected from both the FS aircraft menu, and the
Configuration Manager Utility. Please read the manual for the Configuration Manager for information
about its features and what can be selected via it.
The ATR72-500 consists of two separate aircraft models. One is the “external” model, and this is a
complete ATR72-500 aircraft which can be viewed using “spot view”. The second is an “internal” model
featuring the virtual cockpit and cabin.
This internal model is NOT a complete aircraft, and does not feature a complete external aircraft model.
This is intentional in order to boost computer performance. If you should venture outside the virtual
cockpit or cabin you will see that the external aircraft is not complete, and this is perfectly normal. If you
wish to view the outside of the aircraft, please use spot view, and you will then see the complete external
aircraft model.
To open the aft passenger door: Press the default FS key command of Shift – E. This means to quickly tap the
shift key plus the E key simultaneously. When the passenger door is opened, the required tail stand will
automatically appear under the tail. This tail stand is normally put into place by a member of the ground staff, and
is not a device that extends from the aircraft.
To open the forward baggage door: Experience has shown that the FS default command for this (Shift –E + 2)
is often unreliable. For this reason we have changed the command to open / close the baggage door to that
utilizing the “wing fold” key command.
The wing fold command is NOT assigned a key by default in FS, and as such you will need to assign a key to it
under the Options / Controls / Assignments menu in FS. We suggest using Ctrl – 6 for this purpose
(simultaneously pressing the Ctrl and 6 keys), however, if you have already assigned this to something else, you
may certainly experiment with other key combinations.
Sounds
The internal and external sounds featured in the ATR72-500 aircraft were recorded from a real ATR72-500
aircraft, during an engine run-up provided for this purpose. They were then edited / optimized to ensure that they
faithfully reproduced the sounds of the aircraft. For maximum realism we suggest turning the volume on your
computer to maximum, along with the engine sound slider in FS. Provided, of course, your speakers and your
next door neighbor can handle this!
The ATR 72-500 features a fully interactive virtual cockpit. With the exception of the FMC, every gauge, control,
switch, etc. that can be operated in the 2D cockpit can be operated in the virtual cockpit. The FMC is not
operational in the virtual cockpit for the following reasons: A. In its real location, it is too difficult to access to be of
practical use, and it would also be difficult to read the display on most computer monitors. B. Computer
performance is improved by having only one installation of the FMC, and this is in its 2D pop-up window. When in
the virtual cockpit, use the FMC in its 2D pop-up window.
Flight1 has a free utility that will allow you move about the aircraft, as well as provide other special
viewing features. To get the free Flight1 View Utility, please go to www.flight1.com and click on the "Free
Downloads" link on the web site, or visit http://atr.flight1.net. If you have the CD ROM version, please look in the
Utilities subfolder on the CD ROM.
To move the Sun Visors: Note the location of the click spots below. The large click spot is used to fold / unfold
the visor, while the smaller one is used to swing the visor left / right. Only when the visor is swung to the right may
it then be folded up. In the photo the visor is shown folded up (stowed).
The white boxes indicate the approximate positions of the click spots.
Operating the arm rest: Click on the arm rest to fold it up / down.
Removing the yoke: For operator convenience or enhanced panel visibility, the control yoke / column can be
removed by clicking on it. To restore the yoke, click on the spot where the column enters the floor.
Exiting the cockpit: To exit the cockpit you must first unlock the door. The door switch is located on the aft
portion of the center stand. Use left / right mouse clicks to move the switch to the desired position. After setting
this switch to the OPEN position (note the associated annunciation to the left of the switch), click on the door to
open it.
NOTE: As previously mentioned, if you wish to exit the cockpit and enter the cabin, you will need to use
an add-on camera utility.
To enter the cabin: Once the cockpit door is open, move into the baggage area, and click on the cabin door to
open it. The cabin is extremely well-detailed, and features the aft galley, baggage area and lavatory. When
returning to the cockpit, do the reverse, and click on the cabin door to re-enter the baggage area, and the cockpit
door to enter the cockpit.
The lavatory: At the very rear of the cabin, next to the passenger door, is the lavatory. Click on the door to open
it.
The toilet seat may be opened / closed by clicking on it. The toilet can be flushed by clicking on the button.
Otherwise, we hope you find this manual informative; one that enhances
your experience flying the simulated ATR 72-500.
Thank you!
ATR 72-500
Aircraft Flight Manual
Table of Contents
Glossary
1. Aircraft General
2. Limitations
3. Procedures
4. Normal Procedures*
5. Operating Data
6. Power Setting
7. Take-Off
8. Climb
9. Cruise
10. Holding
11. Descent
12. Approach & Landing
13. Flight Planning
DEFINITION OF WORDING
UNIT CONVERSION
Length – Altitude
Distance 1 m = 3.2808 ft 1 ft = 0.3048 m
1 m = 39.3701 in 1 in = 0.0254 m
DN Down
DSPL Display
EADI Electronic Attitude Director Indicator
EEC Electronic Engine Control
EFIS Electronic Flight Instrument System
EGHR External Ground Handling Relay
EHSI Electronic Horizontal Situation Indicator
ELEC Electrical
ELV Elevation
EMER Emergency
ENG Engine
EPC External Power Contactor
ET Elapsed Time
ETOPS Extended Twin Operations
EXT Exterior, External
EXC External Power/Service Bus Contactor
FAIL Failed, Failure
FD Flight Director
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FEATH or FTR Feather, Feathering
FF Fuel Flow
FI Flight Idle
FL Flight Level
FLT Flight
F/O First Officier
FQI Fuel Quantity Indication
FT, ft Foot, Feet
FU Fuel Used
FWD Forward
GA Go around
GAL Galley
GC Generator Contactor
GCU Generator Control Unit
GD Gear Down
GEN Generator
GI Ground Idle
GMT Greenwitch Mean Time
GND Ground
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
G/S Glide Slope
GU Gear Up
HD Head Down
HDG Heading
HF High Frequency
HI High
HLD Hold
HMU Hydromechanical Unit
HP High Pressure
HPa Hecto Pascal
HSI Horizontal Situation Indicator
HYD Hydraulic
IAF Initial Approach Fix
IAS Indicated Air Speed
IDT Ident
IFR Instrument Flight Rules
ILS Instrument Landing System
IN, in Inch, inches
INC Increase
IND Indicator
IN/HG Inches of Mercury
INHI Inhibit
INST Instrument
INT Interphone
INV Inverter
ISOL Isolation
ITT Inter Turbine Temperature
Kg Kilogramme
KHZ Kilo – Hertz
KT, kt Knot
K VSR Coefficient of VSR
LB Pound
LBA Lowest Blade Angle
LDG Landing
L/G Landing Gear
LH Left Hand
LIM Limitation
L–NAV Lateral Navigation
LO Low
LOC Localiser
LO PR Low Pressure
LT Light
LVL Level
m Meter
MAC Mean Aerodynamic Chord
MAN Manual
MAP Ground Mapping
MAX Maximum
PRKG Parking
PROP Propeller
PSI Pound per Square Inch
PT Point
PTT Push to Talk, Push to Test
PWR Power
QFU Runway Heading
QTY Quantity
RA Radio Altitude
RAD/INT Radio/Interphone
RAIM Receiver Autonomous Integrity Monitoring
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RCU Rudder releasable Centering Unit
RECIRC Recirculation
REF Reference
REV Reverse
RH Right Hand
RMI Radio Magnetic Indicator
RPM Revolution Per Minute
RQD Required
RTO Reserve Take–off
RUD Rudder
RWY Runway
SAT Static Air Temperature
SBY Stand By
SC Single Chime, Starter Contactor
SEL Selector
SGL Single
SGU Symbol Generator Unit
SID Standard Instrument Departure
S/O or SO Shut Off
SPD Speed
SSR Service Bus Select Relay
STAB Stabilizer
STAR Instrument Arrival
STBY Stand By
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYS System
TAS True Air Speed
TAT Total Air Temperature
TBD To be Determinated
The corresponding positive accelerations limit the bank angle in turns and the severity
of pull up maneuvers.
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 WEIGHT KG LB
TAXI 22 670 49 978
TAKE OFF 22 500 49 603
LANDING 22 350 49 273
ZERO FUEL 20 500 45 194
The limits of center of gravity are given in percentage of the mean aerodynamic chord
(MAC), landing gear extended.
Station O is located 2.362 meters (92.99 inches) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 13.604 meters
(535.59 inches).
AIRSPEEDS
MAXIMUM OPERATING SPEED.
This limit must not be intentionnaly exceeded in any flight regime.
VMO = 250 kt
MMO = 0.55
VRA= 180 kt
VWO = 160 kt
CAS (KT)
V1 LIMITED BY VMCG
CAS (KT)
VMCA
ROFA–02–01–03–004–A500AA
VMCL
Flaps VMCL (CAS)
30 98 kt
15 98 kt
20 mn 140
During RESERVE TAKE OFF, TQ indication may exceed 100 % but not 106.3 %.
(*) ITT limite depends on outside air temperature; refer to 2.01.04 P 3 for detailed
information.
(**) Value linked to 100 % NP.
(***) Time beyond 5 mn is linked to actual single engine operations only.
(****) Up to 75 % NH only.
(*****) Permissible for completion of flight provided TQ does not exceed 75.2 %
during climb and 73.13 % during cruise.
Note : Flight with an engine running and the propeller feathered is not permitted.
Eng. : PW127F
ITT LIMITS
ROFA–02–01–04–003–A500AA
IN FLIGHT OPERATION
USE OF NP SETTING BELOW 82 % IN ICING CONDITIONS IS PROHIBITED
ATR airplanes are protected against a positioning of power levers below the flight idle
stops in flight by an IDLE GATE device. It is reminded that any attempt to override
this protection is prohibited. Such positioning may lead to loss of airplane control or
may result in an engine overspeed condition and consequent loss of engine power.
GROUND OR FLIGHT
REFUELING
USABLE FUEL
UNBALANCE
FEEDING
AIR - PRESSURIZATION
ELECTRICAL SYSTEM
In flight : if OAT exceeds ISA + 25, flight level must be limited to FL 200
HYDRAULIC SYSTEM
LANDING GEAR
Mod : 1603
FOR FLIGHT SIMULATION USE ONLY
LIMITATIONS 2.01.05
ATR 72-500 P2 100
LIMITATIONS
SYSTEMS 2-16 JUL 01
AA
OXYGEN
R
GENERAL
- Older certification rules used as a reference the minimum speed which was recorded
during defined stall penetration.
This speed was established with a load factor lower than 1g. It was used as a
reference for all operational speeds.
(example V2 = 1.2 Vsmin, VREF = 1.3 Vsmin).
- New certification now uses as a reference THE ONE G STALL SPEED VSR which is
typically 6 % greater than Vsmin.
- In order to provide the same practical maneuver margin, the factors applied to VSR
have been changed to reflect the increased value of VSR relative to Vsmin.
- The ATR 72 having been certificated to the new rules, the reference stalling
speed called VSR is determined as a one G stall speed and the new (reduced) factors
apply accordingly.
DEFINITIONS
VMCG Minimum control speed on the ground from which a sudden failure of the
critical engine can be controlled by use of primary flight controls only, with the
other engine operating at RTO power.
V1 Speed at which the pilot can make a decision following failure of critical
engine:
. either to continue take-off
. or to stop the aircraft
V2 Take off safety speed reached before 35 ft height with one engine failed and
providing second segment climb gradient not less than the minimum (2.4 %).
VMCA Minimum control speed in flight at which the aircraft can be controlled with
5° bank, in case of failure of the critical engine with the other engine at RTO
power (take off flaps setting and gear retracted.)
VMCL Minimum flight speed at which aircraft can be controlled with 5° bank in case of
failure of the critical engine, the other being set at GA power (landing flaps
setting, gear extended) and which provides rolling capability specified by
regulations.
Minimum maneuver/ operating speeds are defined in order to provide sufficient margin
against stall. They will vary with :
NORMAL CONDITIONS
FLAPS VmHB VmLB
0 1.18 VSR
15 11.23
23 VSR andd nott lless th
than V2
VMCL during approach
30 Not used
UTILIZATION
- VMLB is the absolute minimum maneuver speed.
This speed
* is used for take off, and initial climb.
* must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (refer to chapter
3.09)
* should be used in flaps 0 configuration to obtain the best climb gradient.
In all these cases, bank angle must be restricted to 15° (low bank selected when
using AFCS).
- VmHB is the minimum speed used for approach. It also provides the best two engines
rate of climb.
In this case, bank angle must be restricted to 30° (High bank selected when using
AFCS).
In order to determine these speeds in a more pilot oriented manner, an operating data
booklet included in check list is provided in which relevant minimum
maneuver/operating speeds are directly given for all weights.
They cover all weights, normal operational maneuver and flight conditions (normal and
icing conditions) :
ICING
I - GENERAL
Icing conditions are defined as follows :
They are defined by the following table where VSR is the non affected 1G stall speed
as given in 2.01.03.
CAUTION : For obstacle clearance, the en-route configuration with engine failure is
FLAPS 15° at a minimum speed of 1.30 VSR if ice accretion is observed.
- Relevant MINIMUM ICING SPEEDS are also given directly in the operating data
booklet for all weights.
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).
Note : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.
F ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F AIRFRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED
F BE ALERT TO SEVERE ICING DETECTION.
In case of severe icing, refer to 2.04.05.
Notes:1. When ice accretion is visually observed, DE ICERS MUST BE SELECTED and
maintained ON as long as icing conditions exist.
2. Ice detector may also help the crew to determine continuous periods of
ice accretion as the ICING It remains illuminated as long as the ice
detector senses ICE ACCUMULATING.
The ice detector may not detect certain ice accretion form (see FCOM
1.13.20).
D To check that the MODE SEL is AUTO, or that the MAN mode is selected
in accordance with SAT.
D To set CLs on 100 OVRD for continuous periods of not less than 5 minutes
in order to benefit from an increased centrifugal effect.
4. If ice accretion is seen by the detector with HORNS ANTI ICING and/or
AIRFRAME DE ICING still OFF, the ICING light will flash until corrective
actions are taken.
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).
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane
is certificated shall be determined by the following :
and / or
and / or
The following secondary indications :
. Unusually extensive ice accreted on the airframe in areas not normally
observed to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The occurence of rain when SAT is below freezing temperature should always
trigger the alertness of the crew.
" 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.
After the ground de icing/anti icing procedure, using type II/IV fluids, higher than
normal stick forces may be encountered. These control input forces may be more than
twice the normal take off force. This should not be interpreted as a `pitch jam` leading to
an unnecessary abort decision above V1. Although not systematic, this phenomenon
should be anticipated and discussed during pre-take off briefing each time de
icing/anti icing procedures are performed. These increased pitch forces are strictly
limited to the rotation phase and disappear after take off.
In very exceptional circumstances, because of increased rotation forces, the pilot can
consider that take off is impossible and consequently initiate an aborted take off .
The consequences of this decision are catered for by a specific performance penalty
(Refer to AFM SUPPLEMEMTS chapter).
Landing
The recommended landing flap configuration is the same as the standard landing flap
setting, even with strong crosswind. Large flaps extension does not impair the
controllability in any manner. Moreover it minimizes the flare duration and allows a quicker
speed decrease down to the taxi speed.
General
Precautions or special instructions may be necessary depending on the force and
direction of the wind. The following FCOM pages deal with this subject :
Tail wind limit and demonstrated cross wind 2 01 03 p5
Final approach speed and wind factor 2 02 01 p4
Cat II maximum demonstrated wind 2 02 04 p8
Parking aircraft orientation 2 02 03 p2 and 2 03 20 p1
Aileron spring tabs (when equipped) 2 02 06 p3
Taxiing with strong wind 2 02 06 p4
Take off run 2 02 12 p1
Rejected take off 2 02 12 p2
Hotel mode limitation 2 03 06 p3 and 2 05 02 p4
Taxiing with tail wind component 2 03 09 p1
Ditching 2 04 05 p3
NAC OVHT 2 05 02 p4
ELEVATOR JAM 2 05 06 p5
PITCH DISCONNECT 2 05 06 p6
AILERON JAM 2 05 06 p10
SPOILER JAM 2 05 06 p12
Windshear
This phenomenon may be defined as a notable change in wind direction and/or speed over
a short distance.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on airports situated near large areas
of water (sea breeze fronts).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negociated safely. However if it is encountered below 500 feet on take off or
approach/landing it is potentially dangerous.
As far as possible this phenomenon must be avoided.
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.
RUNWAY STATUS
The following table gives for take-off and landing the equivalent runway status
corresponding to the braking action or the friction coefficient.
This runway status may be used for the computation of the performances.
EQUIVALENT RUNWAY
STATUS
BRAKING FRICTION TAKE-OFF LANDING
ACTION 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
R NORMAL TAXI
CAUTION : If blue hydraulic circuit is pressurized, nose wheel steering has to be
switched off for towing by a ground vehicle.
- The ATR 72 is particularly easy to taxi, and even on one engine, there are no
limitations to go either forward or rearward : this flexibility should be systematically
used and is reflected in the standard operating procedure which assumes HOTEL
MODE operation of engine 2 prior to and during passenger boarding followed by initial
taxi on engine 2 only (including back track if taxi backwards required).
This procedure is highly recommended as GI power is quite sufficient on one engine only
to perform all taxiing (OUT and IN) and very obviously reduces block fuel by an amount
which may become VERY SIGNIFICANT on large airports.
CAUTION : Start up of engine 1 should be performed in a portion of taxi where captain
workload is low enough to allow an efficient monitoring of the start up.
- Use of brakes during taxiing may be very much reduced by systematic use of a small
amount of reverse when deceleration is needed.
- Radius of turn with nose wheel steering is very good and does not require any braking
ON THE INNER WHEELS.
CAUTION : PIVOTING (Sharp turns) UPON A LANDING GEAR WITH FULLY BRAKED
WHEELS IS NOT ALLOWED, except in emergency.
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)
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL SO * FTR
IGNITION
EEC EEC ON
PLA GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200° C.
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
during engine start on ground in cold conditions. However, on some engines, the oil
pressure build-up can last more than 30 seconds causing ENG OIL LO PR warning
activation during 2 or 3 seconds. This phenomenon is considered as acceptable by PWC.
Note : This alert is inhibited when affected CL is in FUEL SO position.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need tee, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the throttles out of the notches.
MAN IGNITION
When one or both EEC (s) has (have) been deselected, the use of MAN ignition is
required when the aircraft penetrates heavy precipitation or severe turbulence areas,
when ice accretion develops or when using contaminated runway for take off or landing.
CLs should be routinely stay into the notches. Np is automatically set at 100 % provided
PWR MGT is on TO position and PLA is sufficient (see 1.16.40).
Note : A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for
30 seconds. Selecting. Selecting propeller brake sw to OFF position within this 30 s
temporization allows to keep the DC AUX PUMP running overriding the
30 seconds temporization.
- 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.
- Action on nose wheel tiller should be smooth and progressive, particularly as ground
speed increases.
- Rudder must not be cycled during take-off, particularly the first portion where nose
wheel is used: combination of unnecessary rudder cycling (with an increasingly
efficient rudder) and nose wheel control would then lead to
uncomfortable oscillations.
- for landing or aborted take off, control column holding must be transferred to the
co-pilot when the captain takes the nose wheel steering.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind: the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
APPROACH
- The deceleration capabilities of the ATR 72 provide a good operational
advantage which should be used extensively: decelerated approaches reduce noise,
minimize time and fuel burn and allow better integration in big airports. This is why
they have been described as the « standard approaches » in section 2.02.10 (flight
patterns).
- Initial approach speed will vary with ATC constrainsts and turbulence, but may be up
to 240 Kts.
- Initial approach speed may be maintained on a typical 3° glide slope down to the
following height above runway:
NP DECLARATION HEIGHT
82 % (IAS x 10) ft
Configuration changes should be made at VLE VFE when decelerating. This procedure
allows to reach VAPP speed at 500 ft above runway.
LANDING
D Maintain standard final approach slope (3°) and final VAPP until 20 ft is called on
radioaltimeter.
- 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.
2. Max braking is usable without restriction down to full stop, whatever the
runway conditions may be, provided ANTISKID is operative.
3. The tail bumper (with damping capabilities) effectively protect the tail in case
of excessive attitude (resulting from prolonged/floating flares) provided the
rate of sink at touchdown does not exceed 5 ft/sec.
GPWS WARNING
Note : When flying under daylight VMC conditions, should a warning threshold be
deliberately exceeded or encountered due to known specific terrain at certain
locations, the warning may be regarded as cautionary and the approach may be
continued
A go around shall be initiated in any case if cause of warning cannot be identified
immediately.
The following procedure will be performed prior to the powering of the aircraft either by
maintenance or the F/O as appropriate. Completion ensures there will be no danger to A/C
and personnel when powering the systems.
CARGO DOOR CONTROL PANEL COVER
MFC 1A and 2A are directly supplied if the cargo door control panel cover is not closed and
auto-check has been performed when voltage applied. Therefore full MFC check as
described here after, could not be visually observed. In this case, reset MFC 1A and 2A.
BATTERIES
- Set BAT toggle SW to ON.
. Check MFC 1A and MFC 2A FAULT lights flash.
- check MFC 1A and MFC 2A FAULT lights extinguish and MFC 1B and MFC 2B
FAULT lights flash.
- check MFC 1B and MFC 2B FAULT lights extinguish.
. Check EMER BUS and ESS BUS supply ind.: arrows illuminated.
. Check UNDV light extinguished.
LATERAL AND OVERHEAD C/B PANELS
- Check that all C/Bs are set, reset as applicable.
EMERGENCY EQUIPMENT
- Check:
. exit hatch closed, handle locked and safetied, escape rope stowed
. Iife jackets stowed (if installed)
. axe stowed
. flashlights stowed
. smoke goggles stowed
. portable fire extinguisher safetied and pressure within the green area
. oxygen masks stowed
. L/G emergency extension handle stowed, cover closed
. Protective glove.
PARKING BRAKE
- Check BRAKE ACCU pressure.
- Use HYD AUX PUMP if necessary.
- Set handle to PARKING.
ENGINE
- Both PL on Gl.
- Both CL on Fuel SO.
- Both EEC selected ON.
- Both PEC selected ON.
FLIGHT CONTROLS
- Check GUST LOCK engaged.
- Check/Set FLAPS control lever position to agree with actual flaps position.
INTRODUCTION
Cockpit preparation is split between:
- system preparation: performed by the F/O only
- cockpit final preparation: performed by CAPT and F/O at their stations all steps
have to be performed prior to each flight
SYSTEM PREPARATION
1 INTERNAI LIGHTING
- Set as required
2 GEAR PINS
- Check three on board and stowed
OVERHEAD PANEL
18 OXYGEN
- Check oxygen high pressure indication.
- Check oxygen duration chart in the 2.01.05 to determine that quantity is sufficient for
the sheduled flight.
- Select MAIN SUPPLY ON : check pb lt extinguished.
- Check PAX SUPPLY OFF.
COMPT SMK (if installed)
depress SMK TEST pb to check smoke detectors.
Note : when the test is finished, reset AVIONICS VENT EXHAUST MODE pb to restart
extract fan.
PEDESTAL
TAT-SAT / TAS
- Select proper ADC :
odd days : ADC 1
even days : ADC 2
Cross check TAT value with control tower information.
STBY INSTRUMENTS
- Check no flags.
- Pull knob to erect standby horizon if necessary.
PWR MGT
- Check rotary selector on TO.
ENG 1 INSTRUMENTS
- Check
. OIL PRESS : 0
. OIL TEMP : realistic indications.
. FUEL TEMP : realistic indications.
. FF : O / FU : 0
. NH : 0
. ITT : realistic indications.
. NP : 0
. TQ : 0, target bug : realistic indication (crosscheck with ENG 2).
ENGINE CONTROLS
- Extinguish any white lt.
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
2 HYD PWR
- Check all lights extinguished.
2 FLAPS
- Set for take off - Check position on flaps position ind.
2 ANTI SKID
Perform anti skid test check no F It remain illuminated.
COM/NAV
- Radar on STBY position.
CM
2 AIR BLEED
- Select both BLEED VALVES on NORM FLOW.
2 EXT LT
- Set STROBE lt (if installed).
- Use TAXI and TO and LAND lt to minimize bird strike hazard during TO.
1 CCAS
Select TO INHI.
2 XPDR
- Set as required.
COM / NAV
- Radar as required.
1 ENGINES
- Check both CL at AUTO position.
CM
PF Announce TAKE OFF".
PF Release the brakes.
ALL Start timing.
PF Advance both PL to Power lever notch.
PNF - Check that actual TQ matches Take off TQ (manual bug). If necessary PNF
moves PL out of notch to adjust TQ as required.
- check 100 % NP (+ 0.8 %, - 0.6 %) upon reaching 60 kt.
- check ATPCS ARM light illuminated.
- check FDAU bug displays RTO value.
- call power set".
PNF Scan the airspeed and engine instruments throughout take off.
SPEED
PNF Announce SEVENTY KNOTS read on ASI and crosscheck reading on STBY
ASI.
PF Crosscheck speed reading on his own ASI, announce I have control".
PNF Announce V1.
PNF Announce ROTATE at VR.
AIRCRAFT HANDLING
PF At VR, rotate smoothly to the average single engine climb pitch attitude.
Then accelerate progressively to VmLBO.
LANDING GEAR
PNF Announce POSITIVE CLIMB.
PF Order GEAR UP.
PNF Set L/G lever to UP - Check It extinguish.
PNF AFCS
- Engage YD.
CM
Passing acceleration altitude.
PF ENGINES
- Order CLIMB SEQUENCE".
AFCS
PF - Increase selected speed with PTW.
Note : in case of manual flight, this action will be performed by PNF.
PNF ENGINES
- Check PLs in the notch
- Set PWR MGT to CLB
PNF AIR BLEED
- Select both BLEED VALVES ON if not already been selected.
Note : Pack 2 valve FAULT will illuminate during 10 s. (A ten seconds delay is
used for Pack valve 2 to avoid pressure shocks).
PNF EXT LTS
- Set as required.
PNF SIGNS
- Set NO SMOKING SW to OFF.
PNF ENGINES
- Check that actual TQ matches climb TQ, adjust if necessary. If the airline has
chosen to reduce power in climb, set PLA according to the airline derated
tables.
FLAPS
PF - Passing VMLB0, order FLAPS 0".
PNF - Move flaps control lever to 0, announce FLAPS 0" when position ind.
shows 0.
AFCS
PF - Set ADU target IAS to the desired climb speed.
ALL ALTIMETERS
- Passing the transition altitude, set standard pressure (1013.2 HPa/29.92 in
Hg) on CM1, CM2 altimeter-Crosscheck settings.
ALL AFTER TAKE OFF CHECK-LIST
- Completed.
CM
PF ENGINES
After acceleration to cruise speed has been performed :
- Select PWR MGT CRZ.
- Check actual cruise torque matches cruise torque.
Adjust if necessary. If the airline has chosen to reduce power in cruise, set PLA
according to the airline derated tables.
PNF SIGNS
- Set SEAT BELTS sw as required
S Higher value
Min. ICING SPEED
(Flaps 0) : (VmLB 0 ICING COND)
CM
PF Simultaneously
- Announce GO AROUND"
- Depress GO AROUND pbs on PLs
- Advance PLs to ramp
- Call FLAPS one notch", rotate to GO AROUND pitch attitude
PNF - As soon as climb is established, select L/G lever to UP and select HDG/IAS.
PNF - Announce FLAPS X" when indicated (FLAPS X is one notch less than final
approach FLAPS setting)
Announce GEAR UP" when indicated.
PNF - Monitor
. pitch attitude
. bank attitude
. speed
. flight path
. engine parameters.
CM
PNF - Announce 500 feet above minimum", 100 feet above", Minimum, Decide".
CM
FLIGHT CONTROLS
1 - Order FLAPS O".
2 - Select FLAPS O and reset TRIMS.
2 - Engage GUST LOCK and check PITCH and ROLL controls are locked.
2 EXT LT
- Set LAND light and STROBE light (when installed) to OFF.
2 IGNITION
- Check ENG START selector to OFF-START ABORT.
2 COM/NAV
- Switch OFF non required equipment.
- Transponder on STBY.
- Radar on STBY.;
2 ENG TEST (Last flight of the day)
Conditions : - Both CLs AUTO.
- Both PLs at GI.
- ATPCS pb depressed. OFF extinguished.
- PWR MGT on TO position.
ARM positions : - ARM light illuminates green.
- Torque indications increase.
- NP and NH indications decrease.
ENG position : - Selected engine torque decreases below 18%.
- Opposite engine :
- Torque does not change.
- UPTRIM light illuminates.
- Bleed FAULT light illuminates.
- NP and NH increase slightly.
- 2.15 seconds later :
- Concerned propeller is automatically feathered.
- ARM green light extinguishes.
TCAS
(runway vacated)
- Select STBY
1 ENGINES
Note : Keep engine running at least one minute at Gl power before shut down to
assist in reducing residual heat build up in the engine and nacelle.
- Select engine 1 CL to FTR then FUEL SO.
Note : After last flight of the day maintain feather position for 20 seconds
before selecting FUEL SO (required for oil capacity check by
maintenance).
- Note and reset FU.
- Completed.
Note : As often as possible, park the a/c with wind relative to the nose at
10 o'clock to minimize noise and exhaust gaz interference when in hotel
mode.
1 PARKING BRAKE
- Set parking brake handle to PARKING and check brake pressure.
Note : If propeller BRK is used, be sure propeller brake area is clear and
protected.
1 Flight CONTROLS (last flight of the day)
- Release gust lock.
- Push Control column in nose down position.
- Refer to 1.02.10 for STICK PUSHER SHAKER - YES test procedure.
- Engage gust lock and check PITCH and ROLL controls are locked.
2 MAIN ELEC PWR (Only if GPU is used)
- Check ground crew connect external power unit.
- Check DC EXT PWR AVAIL light illuminates.
- Select DC EXT PWR ON.
1 ENGINES
In Hotel Mode
- Select engine 2 CL to FTR.
Note : If propeller brake is not available and provided PROP BRK is removed,
activate PROP BRK switch and check AIR BLEED X VALVE OPEN light
illuminates.
- Check READY lt illuminates.
- Engage PROP BRK.
- Check UNLK light illuminates then extinguishes.
- Check PROP BRK illuminates both on prop brake control panel and on memo
panel.
- Note and reset FU.
If GPU is used
- Select engine 2 CL to FTR then FUEL SO.
Note : After last flight of the day, keep feather position for 20 secondes before
selecting FUEL SO (required for oil capacity check by maintenance).
1 FUEL (only if GPU is used)
- Set both FUEL pump switches to OFF.
1 SIGNS
- Set SEAT BELTS sw to OFF.
2 GROUND CONTACT
- As required.
ALL PARKING CHECK LIST
- Completed.
TAIL PROP
- As required.
DATA RESULTS
PRESSURE ALTITUDE . . . . . . 25 000 ft MATCH . . . . . . . . . . . . . . . . . . . . . . . . . 0,5
IAS . . . . . . . . . . . . . . . . . . . . . . 205 Kt STATIC AIR TEMPERATURE (SAT) . . . -42°C
TOTAL TEMPERATURE . . . . . . . -30°C TRUE AIRSPEED (TAS) . . . . . . . . . . . 295 Kt
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
ENGINE RATINGS
Take-off
This rating corresponds to the normal, derated take-off thrust. It is normally
time limited to 5 minutes.
Reserve take-off
This rating corresponds to the maximum thrust certified for take-off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-around.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
Note : Add 0,8 % for each 10 kt above 125 kt without exceeding 100 % torque.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
PW127F
MAXIMUM CLIMB TORQUE VC = 190. KT
TAT (c) PROPELLER SPEED 82.0 %
AIR NORĆ HIGH
COND. MAL AIR PRESSURE ALTITUDE (FT)
O
OFF AIR CO
COND.
COND. ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
ON 25000.
-41. -56. -64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.2 83.6 77.4 71.7 69.0
-38. -52. -60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.7 88.8 82.3 76.2 70.6 67.9
-34. -48. -56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.1 87.3 80.9 74.9 69.4 66.8
-30. -44. -51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.8 79.5 73.6 68.2 65.6
-26. -40. -47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.9 90.8 84.2 78.1 72.3 67.0 64.5
-23. -36. -43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.1 89.2 82.7 76.7 71.0 65.8 63.3
-19. -32. -39. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 93.4 87.6 81.2 75.3 69.7 64.6 62.2
-15. -28. -35. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 91.9 86.2 79.9 74.1 68.6 63.5 61.2
-11. -24. -31. 97.2 97.2 97.2 97.2 97.2 97.2 96.2 90.4 84.7 78.6 72.8 67.5 62.5 60.2
-7. -20. -26. 97.2 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.2 77.2 71.5 66.2 61.4 59.0
-4. -16. -22. 97.2 97.2 97.2 97.2 97.2 97.2 92.6 87.0 81.6 75.7 70.1 65.0 60.2 57.9
-1. -12. -18. 97.2 97.2 97.2 97.2 97.2 96.6 90.8 85.4 80.0 74.2 68.8 63.7 59.0 56.8
3. -8. -14. 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.4 78.2 72.5 67.2 62.2 57.6 55.5
6. -4. -10. 97.2 97.2 97.2 97.2 97.2 92.1 86.5 81.3 76.2 70.7 65.5 60.7 56.2 54.1
9. 0. -5. 97.2 97.2 97.2 97.2 96.3 89.5 84.1 79.0 74.1 68.7 63.7 59.0 54.6 52.6
12. 4. -1. 97.2 97.2 97.2 97.2 93.3 86.7 81.5 76.6 71.8 66.6 61.8 57.2 53.0 51.0
16. 8. 3. 97.2 97.2 97.2 97.2 90.4 84.0 78.9 74.2 69.6 64.5 59.8 55.4 51.3 49.4
19. 12. 8. 97.2 97.2 97.2 94.0 87.4 81.3 76.4 71.8 67.3 62.4 57.9 53.6 49.6 47.8
22. 16. 12. 97.2 97.2 97.2 90.9 84.5 78.5 73.8 69.4 65.0 60.3 55.9 51.8 48.0 46.2
26. 20. 17. 97.2 97.2 94.2 87.6 81.5 75.7 71.2 66.9 62.7 58.2 53.9 49.9
29. 24. 21. 97.2 97.2 90.6 84.3 78.4 72.8 68.5 64.4 60.3 56.0 51.9
33. 28. 25. 97.2 93.7 87.1 81.0 75.3 70.0 65.8 61.8 58.0 53.8
36. 32. 29. 97.2 90.3 83.9 78.0 72.6 67.4 63.4 59.6 55.9
40. 36. 33. 93.5 86.8 80.7 75.1 69.8 64.9 61.0
43. 40. 38. 89.9 83.5 77.6 72.2 67.1 62.4
47. 44. 42. 86.4 80.3 74.6 69.4 64.5
50. 48. 46. 82.9 77.0 71.6 66.6
54. 52. 50. 79.3 73.7 68.5
58. 56. 54. 77.1 71.7
62. 60. 58. 77.1
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
TAKE-OFF CONDITIONS
Different weather conditions may be encountered at the take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take off is at or below
5° C or when TAT in flight is at or below 7° C and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5° C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered:
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by:
- water or slush between 1/8 and 1/2 inch (3 and 12,7 mm)
- loose snow : must be considered as slush. To determine the equivalent slush
depth, multiply the loose snow depth by : 1,25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perfectly dry, but when the water does not
give it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
TAKE-OFF SPEEDS
The V2/VSR speed ratio may be optimized between 1.13 and 1.25.
D ICING CONDITIONS
MEL Decrement
then
Contamination
Decrement ∆L
3.03.03 p2
Wind = + 10 kt (headwind)
Dry runway
TORA = 1 800 m Pressure altitude = 3 000 ft
TODA = 1 870m (computed from airport elevation and actual QNH)
ASDA = 1 950 m Slope = + 0,6 % (uphill)
No obstacle
METHOD
D take the shorter length of ASDA and TODA, i.e 1 870 m
D Iocate this length on the length axis (point A)
D reaching first the reference fine, correct this length according to the runway slope
(0,6) and wind value (10) following the arrows
D in the altitudes/temperatures field select the iso-altitude i.e. 3 000 ft
RESULT
D after corrections, the point A is transferred to A' on the iso-altitude line 3 000 ft and
determines the upper temperature limit, i.e.+ 20.5°C.
The lower temperature limit is defined by the point C i.e. - 20°C.
The runway is NOT LIMITING for temperatures between - 20°C and + 20.5°C.
METHOD
D take the shorter length of ASDA and TODA, i.e. 1 890 m
D apply the length decrement due to contamination condition, i.e. 140 m, you obtain
an equivalent length of 1 750 m (point B)
RESULT
D proceeding as the preceding in example, the runway is NOT LIMITING for
temperatures between - 15°C and + 3.8°C.
NORMAL CONDITIONS
ICING CONDITIONS
AIR CONDITIONING
To take into account the effect of AIR CONDITIONING OFF, increase the runway lengths by
3 % and take the actual OAT.
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e.
torque bleed ON = 90 % for TO and 100 % for RTO), the take-off may be performed
air conditioning ON without performance penalty.
RUNWAY SLOPE
Decrease the runway length by 400 m (1320 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 400 m (1320 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-off weight and the associated limitation.
3) With the new TOW, enter again the chart to interpolate the take-off speeds.
ICING CONDITIONS
FLAPS 15°
PRESSURE
0 1000 2000 4000 6000 8000
ALTITUDE (ft)
at or below 0°C 24030 kg 23710 kg 23125 kg 21915 kg 20900 kg 20125 kg
(52975 lb) (52275 lb) (50980 lb) (48310 lb) (46070 lb) (44365 lb)
at or below 5°C 23860 kg 23425 kg 22820 kg 21635 kg 20685 kg 19955 kg
(52560 lb) (51645 lb) (50310 lb) (47695 lb) (45600 lb) (43995 lb)
The QRT are computed on a dry runway at standard pressure, with air conditioning ON, no
wind, no obstacle, and no slope.
NORMAL CONDITIONS
ICING CONDITIONS
In case of ground icing conditions, if atmospheric icing conditions does not exist, the
V2/VSR speed ratio may be the same as in normal conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.
When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NORMAL CONDITIONS
WEIGHT SPEEDS (KT IAS)
kg (LB)
V1 = VR* V2
22500 (49600) 112 115
22000 (48500) 111 114
21500 (47400) 109 113
21000 (46300) 108 111
20000 (44100) 105 110
19000 (41900) 104 110
and below
ICING CONDITIONS
WEIGHT SPEEDS (KT IAS)
kg (LB)
V1 = VR* V2
22500 (49600) 121 125
22000 (48500) 120 123
21500 (47400) 118 122
21000 (46300) 117 121
20000 (44100) 113 118
19000 (41900) 110 114
18000 (39690) 106 111
17000 (37480) 104 110
and below
* Because of a longer time between VR and VLof due to water or slush runway
contamination, increase VR by :
1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch),
no correction below 6.3 mm (1/4 inch).
- WIND TOW (KG) DTOW1 / DTOW2 QNH = 1013.25 (HPA) DRY RUNWAY
0- KT V1 VR V2 (IAS KT) CODES DQNH = +10.000 / -10.000 SCREEN HEIGHT 35 FT
A - DV1 DVR DV2/DV1 DVR DV2
T -
(DC) - -10 -5 0 10 20
-10.0 22000 + 0/ +0 NL NL NL NL
107 109 113 1-1
+0 +0 +0/ +0 +0 +0
0.0 21985 + 14/ -129 22000 + 0/ +0 NL NL NL
109 109 113 3-3 107 109 113 -1-1
+0 +0 +0/ -1-1-1 +0 +0 +0/ +0 +0 +0
5.0 21740 + 40/ -143 22000 + 0/ +0 NL NL NL
108 108 112 3-3 108 109 113 1-1
+1 +1 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
10.0 21480 + 142/ -144 22000 + 0/ +0 22000 + 0/ +0 NL NL
107 10è 111 3-3 108 109 113 1-1 107 109 113 1-1
+1 +1 +1/ -0 -0 -0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
15.0 21225 + 143/ -145 21916 + 83/ -132 22000 + 0/ +0 22000 + 0/ +0 NL
107 107 111 3-3 109 109 112 3-3 107 109 113 1-1 106 109 113 1-1
+0 +0 +0/ -1 -1 -1 +0 +0 +1/ -1 -1 +0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
20.0 20970 + 144/ -145 21683 + 131/ -132 22000 + 0/ +0 22000 + 0/ +0 NL
106 106 110 3-3 108 108 112 3-3 108 109 113 1-1 107 109 113 1-1
+0 +0 +0/ -1 +0 -1 +1 +1 +1/ +0 +0 -1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example 1 : Example 2 : Example 3 :
. Tail wind : 5 kt Same conditions as in example 1 . No wind
. ATOW : 20,5 t but with . ATOW : 20.5 t
. Temperature : 15_C QNH=1023.25 hpa . Temperature: 0_C
. QNH : 1013.25 hpa The RTOW is equal to . QNH : 1003.25 hpa
Check ATOW below 21916 kg, which 21916+83=21 999 kg The runway is NL
is the maximum weight possible The take off speeds associated to (Non Limiting)
(Regulatory Take Off Weight the ATOW are : Therefore, the RTOW
because of the runway limitation) is equal to the
The take off speeds associated to maximum structural
the ATOW are : take off weight of 22 000.
Check ATOW below 22000 kg.
V1 = 109 kt V1 = 109 kt
Vr = 109 kt Vr = 109 kt
V2 = 112 kt V2 = 112 + 1 = 113 kt
Climb charts are established for two indicated speeds (170 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
All charts are established with a center of gravity location corresponding to 25%.
When using air conditioning in high mode, increase fuel consumption by 10%.
SERVICE CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
rate of climb of 300 fit/mn.
Since computed with a lower residual rate of climb in icing conditions than in normal
conditions, the operational ceiling may sometimes be greater in icing conditions.
IN THIS CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL
CONDITIONS.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, climb performance published for icing
conditions MUST BE regarded as operational information only.
Example :
18500 kg
ISA + 10 g TWIN-engine ceiling = 22000 ft
(300 ft/mn)
Example :
16000 kg
ISA g TWIN-engine ceiling = 22000 ft
(300 ft/mn)
CLIMB AT 190 kt : TEMPERATURE CORRECTION
To be applied on charts given in the next pages
Per 5°C above ISA
- Add 1.5 mn per 10 000 ft for time
- Add 17 kg per 10 000 ft for consumption
- Add 7 Nm per 10 000 ft for distance
- Add 0.7 kt per 10 000 ft for mean speed
Per 5°C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 10 kg per 10 000 ft for consumption
- Substract 5 Nm per 10 000 ft for distance
- Substract 0.5 kt per 10 000 ft for mean speed.
250
240
17 225 19 250
230 69 238 77 239
15 200 17 221 19 245 21 271
220 59 234 65 234 73 235 81 235
13 181 15 199 16 219 18 241 20 265
210 51 230 56 231 62 231 69 231 76 232
12 164 13 180 14 198 16 217 17 238
200 45 227 49 227 54 228 60 228 65 228
10 137 10 150 11 164 12 179 14 195
180 35 221 39 222 42 222 46 222 50 222
8 115 8 125 9 137 10 149 11 161
160 28 216 31 217 33 217 36 217 39 217
6 95 7 104 7 113 8 123 9 133
140 22 212 24 212 26 212 29 213 31 213
5 78 5 85 6 92 6 100 7 108
120 17 208 19 208 20 208 22 208 24 209
4 61 4 67 5 72 5 78 5 85
100 13 204 14 204 15 205 17 205 18 205
3 46 3 50 3 54 4 58 4 63
80 9 201 10 201 11 201 12 201 13 201
2 31 2 34 2 37 2 40 3 43
60 6 197 7 198 7 198 8 198 9 198
1 17 1 19 1 20 1 22 1 24
40 3 194 4 195 4 195 4 195 5 195
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
250
240
230
220
22 292
210 84
8 232
19 260 21 285
200 722 229 799 229
15 212 16 231 18 251 19 274 22 315
180 55 222 60 223 65
6 223 711 223 83 224
22
12 175 13 190 14 205 15 223 17 253
160 433 217
21 466 217
21 500 218 55 218 62 218
9 144 10 155 11 168 12 181 13 204
140 34
3 213 36 213 39 213 422 213 488 213
7 116 8 125 9 135 9 146 10 163
120 26 209 28 209 30 209 33 209 37
3 209
6 91 6 98 7 106 7 113 8 127
100 19 205
20 21 205
20 23 205
20 24
2 205
20 27
2 205
20
4 68 4 73 5 78 5 84 6 94
80 14
1 201 15
1 201 16 202 17
1 202 19 202
3 46 3 50 3 53 3 57 4 64
60 9 198 10 198 11 198 11 198 13 198
2 26 2 27 2 29 2 32 2 35
40 5 195
19 5 195
19 6 195
19 6 195
19 7 195
19
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
250
R 27 296 31 340
R 240 103 227
22 119 228
R 23 257 26 291 30 332 35 383
R
R
230 84
8 223 96 223 111 22
224 130 225
22
R 20 228 22 256 25 288 28 326 33 378
R 220 722 219 81 219 92 220 105 221
10 123 222
R 17 205 19 228 22 255 24 286 28 325
R
R
210 62 215
21 69 216 788 216 88 217
21 100 217
21
15 185 17 205 19 228 21 254 24 285
R
R 200 54 212 60 212 67
6 213 75 213 84
8 214
21
R 12 152 13 168 15 186 16 205 18 227
R 180 411 206 466 206 511 207
20 566 207
20 62 207
20
R 10 125 11 138 12 152 13 166 14 183
R
R
160 32 201 35
3 201 39 202 433 202 47 202
R 8 104 8 114 9 125 10 136 11 149
R 140 25
2 197
19 28 197
19 30 197
19 33 197
19 37
3 197
19
R 6 85 7 93 7 101 8 111 9 121
R
R
120 20 193 22 193 24
2 193 26 194
19 28 194
19
5 67 5 73 6 80 6 87 7 95
R
R 100 15
1 189 16 190 18 190 19 190 21 190
R 3 50 4 55 4 60 4 65 5 71
R 80 11 186 12 186 13 186 14
1 187
18 15
1 187
18
R 2 34 2 37 3 40 3 44 3 48
R
R
60 7 183 8 183 8 183 9 183 10 184
18
R
R
40 1 18
4 180
1 20
4 180
1 22
4 180
2 24
5 180
2 26
5 181
R
R 15 0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
Example :
18000 kg
ISA + 20 g Maximum operational ceiling = 24000 ft
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
conditioning in normal mode.
When using air conditioning in high mode increase fuel consumption by 3%, and
subtract 4 kt on True Airspeed.
CRUISE 2 ENGINES
13 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL -10 0 +10 +15 +20
91.9 94.0 88.3 83.4 78.8
456 469 451 433 417
252 252 245 239 233
60 267 272 269 265 261
94.2 94.5 84.8 80.2 75.7
457 463 430 413 397
252 250 239 233 228
80 275 279 270 267 262
94.5 90.8 81.4 76.9 72.7
452 442 409 393 378
250 245 233 227 222
100 281 280 272 268 264
94.2 86.7 78.5 74.2 70.2
448 420 391 376 362
248 238 228 222 217
120 287 281 274 270 266
90.1 83.5 76.1 72.1 68.1
430 403 376 362 347
241 233 223 218 212
140 288 284 277 273 269
85.6 79.9 73.2 69.8 66.0
409 384 359 347 333
235 227 218 213 208
160 289 285 279 276 271
80.6 75.5 69.5 66.3 63.0
386 363 340 327 316
227 220 212 207 202
180 289 285 280 276 272
75.1 70.5 65.5 62.6 59.7
361 340 319 308 298
219 212 205 200 195
200 287 284 279 276 272
69.7 65.6 61.3 58.9 56.2
336 317 298 289 279
211 204 197 193 188
220 286 283 278 275 271
64.6 60.9 57.1 55.0 52.8
312 295 278 270 262
203 196 189 185 180
240 284 281 276 273 269
62.1 58.6 54.9 53.0 51.0
300 284 268 260 253
199 192 184 181 176
250 283 279 274 271 268
TQ % NP=82 %
KG/H/ENG
IAS
TAS
- in clean configuration
- with air conditioning in normal mode.
- with NP = 82 % propeller speed
- at VmHBO of icing conditions.
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of
consumption.
When using air conditioning in high mode, fuel consumption is increased by 2%.
ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow,
sleet and ice crystals).
HOLDING 2 ENGINES
WEIGHT FLIGHT LEVEL
(1000KG) 15 50 100 150 200
21.8 22.5 23.4 24.6 26.1
218 205 186 174 167
13 131 131 132 132 132
23.8 24.5 25.6 26.9 28.8
226 212 194 185 176
14 136 136 137 137 137
25.8 26.5 27.8 29.3 31.4
234 219 203 195 185
15 141 141 141 142 142
27.8 28.7 30.1 32.0 34.3
241 227 213 206 195
16 146 146 146 146 146
29.9 30.9 32.4 34.7 37.3
248 234 223 214 206
17 150 151 151 151 151
32.1 33.1 34.9 37.3 40.4
256 243 234 223 218
18 155 155 155 155 155
34.3 35.4 37.6 40.1 43.6
264 253 246 232 230
19 159 159 159 159 160
36.6 37.8 40.2 43.0 46.8
272 264 255 243 242
20 163 163 163 164 164
38.9 40.3 42.9 46.2 50.1
282 275 264 255 255
21 167 167 167 168 168
41.3 43.0 45.6 49.5 53.4
292 286 272 267 268
22 171 171 171 172 172
TQ % NP=82 %
KG/H/ENG
IAS
HOLDING 2 ENGINES
VMHB0 ICING CONDITIONS
WEIGHT FLIGHT LEVEL
(1000KG) 15 50 100 150 200
21.8 22.5 25.1 26.4 28.2
218 205 193 181 174
13 131 131 132 132 132
23.8 24.5 27.5 29.0 31.1
226 212 201 193 184
14 136 136 137 137 137
25.8 26.5 29.9 31.7 34.1
234 219 211 204 195
15 141 141 141 142 142
27.8 28.7 32.4 34.6 37.3
241 227 222 214 206
16 146 146 146 146 146
29.9 30.9 35.0 37.5 40.6
248 234 234 223 219
17 150 151 151 151 151
32.1 33.1 37.8 40.5 44.0
256 243 246 234 232
18 155 155 155 155 155
34.3 35.4 40.7 43.6 47.4
264 253 256 246 245
19 159 159 159 159 160
36.6 37.8 43.6 46.9 50.9
272 264 266 258 259
20 163 163 163 164 164
38.9 40.3 46.5 50.3 54.6
282 275 275 271 273
21 167 167 167 168 168
41.3 43.0 49.6 53.8 58.3
292 286 286 284 289
22 171 171 171 172 172
TQ% NP = 82%
KG/H/ENG
IAS
Descent charts are established in clean configuration for one reference weight
(15000 kg = 33000 lb) and 3 speed laws :
- 200 kt
- 220 kt
- 240 kt
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
from cruise altitude, descent at chosen gradient (3° with pressurization in NORMAL
mode, 4° or 5° with pressurization in FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and gradient of descent
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 30 kg (66 lb) for the consumption
WEIGHT CORRECTION
D on fuel consumption
FL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
19 119 15 81 19 145 15 102 19 180 15 126
250 63 47 70 52 76 57
18 115 14 79 18 140 14 99 18 174 14 122
240 60 45 66 49 72 54
17 112 14 77 17 136 14 96 17 167 14 118
230 57 43 63 47 68 51
17 108 13 75 17 131 13 93 17 160 13 114
220 54 40 59 44 65 48
16 105 13 73 16 126 13 90 16 154 13 110
210 51 38 56 42 61 46
15 101 12 71 15 121 12 87 15 147 12 105
200 48 36 53 39 57 43
14 94 11 67 14 112 11 81 14 135 11 97
180 42 31 46 35 50 38
13 87 10 63 13 102 10 75 13 122 10 89
160 36 27 40 30 44 33
11 79 9 59 11 92 9 69 11 110 9 81
140 31 23 34 25 37 28
10 72 8 54 10 83 8 63 10 97 8 73
120 25 19 28 21 31 23
9 65 7 50 9 73 7 58 9 85 7 65
100 20 15 22 17 24 18
7 57 6 45 7 63 6 52 7 72 6 57
80 15 11 17 13 18 14
6 49 5 40 6 53 5 45 6 59 5 49
60 10 8 11 9 13 9
5 41 4 36 5 43 4 39 5 46 4 40
40 6 4 6 5 7 5
3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
DESCENT 3.07.02
ATR 72-500
P2 500
DESCENT: NORMAL CONDITIONS 11-03
NORMAL CONDITIONS JUN 97
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL 3° 4° 5° 3° 4° 5° 3° 4° 5°
21 146 17 103 14 77 20 159 16 111 13 84 18 177 15 124 12 92
250 74 55 44 74 55 44 74 55 44
21 143 16 101 14 75 19 155 15 108 13 83 18 172 14 121 12 90
240 71 53 42 71 53 42 71 53 42
20 139 16 99 13 74 19 151 15 106 12 81 17 166 14 118 12 88
230 68 51 40 68 51 40 68 51 40
19 136 15 97 13 73 18 147 14 103 12 80 17 161 13 115 11 86
220 64 48 39 64 48 39 64 48 39
19 132 15 95 12 71 17 142 14 101 12 78 16 156 13 112 11 84
210 61 46 37 61 46 37 61 46 37
18 128 14 93 12 70 17 138 13 98 11 76 16 151 12 108 11 82
200 58 44 35 58 44 35 58 44 35
17 120 13 88 11 67 15 129 12 92 10 73 14 140 12 102 10 78
180 52 39 31 52 39 31 52 39 31
15 111 12 83 10 64 14 119 11 86 10 69 13 129 11 95 9 73
160 46 34 27 46 34 27 46 34 27
14 102 11 77 9 61 13 109 10 80 9 65 12 117 10 87 8 68
140 39 29 24 39 29 24 39 29 24
12 92 10 72 8 57 11 98 9 73 8 61 11 105 9 79 8 63
120 33 25 20 33 25 20 33 25 20
10 82 9 65 7 52 10 86 8 66 7 56 9 92 8 71 7 57
100 27 20 16 27 20 16 27 20 16
9 71 7 58 6 48 8 74 7 58 6 51 8 79 7 62 6 52
80 20 15 12 20 15 12 20 15 12
7 59 6 50 5 43 7 61 6 50 5 45 6 65 6 53 5 45
60 14 11 8 14 11 8 14 11 8
5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
40 8 6 5 8 6 5 8 6 5
3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
DESCENT 3.07.03
ATR 72-500
P1 500
DESCENT: ICING CONDITIONS 11-04DEC 97
ICING CONDITIONS
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
R FL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
R 19 122 15 83 19 151 15 105 19 186 15 131
R
R 250 63 47 700 522 75 57
R 18 119 14 81 18 145 14 102 18 179 14 127
R
R
240 60 45 66 499 711 54
R 17 115 14 79 17 140 14 99 17 173 14 122
R 230 57 433 63 47 68 511
R 17 111 13 77 17 135 13 96 17 166 13 118
R
R
220 54 400 599 44 665 488
R 16 107 13 75 16 130 13 92 16 159 13 113
R 210 511 38 566 422 61 466
R 15 104 12 73 15 125 12 89 15 152 12 109
R
R 200 488 36 533 39 57 433
R 14 96 11 69 14 115 11 83 14 139 11 100
R
R
180 422 31 466 335 500 38
R 13 88 10 64 13 105 10 77 13 126 10 92
R 160 36 227 400 30 44 33
R 11 81 9 60 11 95 9 70 11 112 9 83
R
R
140 31 23 334 225 337 28
R 10 73 8 55 10 84 8 64 10 99 8 75
R 120 225 19 28 21 31 23
R 9 65 7 50 9 74 7 58 9 86 7 66
R
R 100 20 115 22 117 224 18
R 7 57 6 45 7 64 6 52 7 73 6 57
R
R
80 115 11 117 13 18 114
R 6 49 5 41 6 53 5 45 6 60 5 49
R 60 10 8 11 9 13 9
R 5 41 4 36 5 43 4 39 5 46 4 40
R
R
40 6 4 6 5 7 5
R 3 30 3 30 3 30 3 30 3 30 3 30
R 15 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
DESCENT 3.07.03
ATR 72-500
P2 500
DESCENT: ICING CONDITIONS 11-05DEC 97
ICING CONDITIONS
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL 3° 4° 5° 3° 4° 5° 3° 4° 5°
R 21 151 17 105 14 78 20 164 16 114 13 85 18 183 15 129 12 95
R 250 74 55 44 74 55 44 74 55 44
R
R 21 147 16 103 14 77 19 160 15 112 13 84 18 178 14 125 12 93
R 240 711 533 422 711 533 422 711 533 422
R 20 143 16 101 13 76 19 156 15 109 12 82 17 172 14 122 12 91
R 230 68 511 400 68 511 400 68 511 400
R
R 19 140 15 99 13 75 18 151 14 107 12 81 17 167 13 118 11 88
R 220 664 488 39 664 488 39 664 488 39
R 19 136 15 96 12 73 17 147 14 104 12 79 16 161 13 115 11 86
R
R 210 61 466 337 61 466 337 61 466 337
R 18 132 14 94 12 72 17 142 13 101 11 77 16 156 12 112 11 84
R 200 588 44 335 588 44 335 588 44 335
R
R 17 123 13 89 11 69 15 132 12 95 10 74 14 144 12 104 10 80
R 180 522 39 31 522 39 31 522 39 31
R 15 114 12 84 10 65 14 122 11 89 10 70 13 132 11 97 9 75
R 160 466 334 227 466 334 227 466 334 227
R
R 14 104 11 78 9 62 13 111 10 82 9 66 12 120 10 89 8 70
R 140 39 29 224 39 29 224 39 29 224
R 12 94 10 72 8 57 11 100 9 75 8 61 11 107 9 81 8 64
R
R 120 33 225 20 33 225 20 33 225 20
R 10 83 9 65 7 53 10 88 8 67 7 56 9 94 8 72 7 58
R 100 227 20 16 227 20 16 227 20 16
R
R 9 72 7 58 6 48 8 75 7 59 6 51 8 80 7 63 6 52
R 80 20 115 12 20 115 12 20 115 12
R 7 60 6 50 5 43 7 62 6 51 5 45 6 65 6 53 5 46
R 60 114 11 8 114 11 8 114 11 8
R
R 5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
R 40 8 6 5 8 6 5 8 6 5
R 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
R
R 15 0 0 0 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)
APPROACH-LANDING 3.08.02
ATR 72-500 P1 500
APPROACH & LANDING
FINAL APPROACH SPEEDS 12-01 JUL 98
Wind factor :
The highest of
- 1/3 of the reported head wind velocity
-or-
- the gust in full
with a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of windshear etc...
FLAPS 30°
GENERAL
The actual distance to land an aircraft and come to a complete stop, is measured from
a point 50 ft above the landing surface. This point is supposed to be above the
threshold.
The deceleration mean is the normal braking system, antiskid being operative and both
PL at Gl (no reverse).
To determine the required runway length for landing, apply national operational
regulation.
For information purpose, the actual landing distances are given on contamined or wet
runways.
Different cases may be considered :
D Normal landing - No significant failure:
Check before departure that available runway length with forecasted landing weight
is at least equal to the required landing length
D Abnormal landing - Significant failure known before departure (in accordance
with MEL) :
Check before departure that available runway length is at least equal to actual
landing distance, taking into account performance abatements due to failures and is
increased by operational regulatory coefficients.
D Abnormal landing - Significant failure resulting from in-flight events :
Check before landing that available runway length is at least equal to actual landing
distance, taking into account performance abatements due to failures.
ACTUAL LANDING DISTANCE (M)
NORMAL CONDITIONS - FLAPS 30°
WEIGHT (x 1000 kg) 13 14 15 16 17 18 19 20 21 22 22.5
DRY 530 530 530 530 540 550 570 590 610 640 650
R
U
N
WET 690 690 690 690 700 730 760 790 810 840 860
W
A C
Y O WATER
N OR
T SLUSH 645 680 715 750 790 830 860 900 940 980 1000
C A 1/2 in
O M
N I
D N
I A COMPACT
SNOW
690 730 760 800 830 870 900 940 970 1000 1020
T T
I E
O D
N
B ICE 1020 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530
Y
DRY 570 570 570 570 580 600 620 650 670 700 710
R
U
N WET 760 760 770 770 770 810 840 870 900 940 960
W
A C
Y O WATER
N OR
690 730 760 800 840 890 930 970 1020 1060 1090
C T SLUSH
O A (<1/2 in)
M
N I
D N
I A COMPACT
T T SNOW 750 790 830 870 910 950 1000 1040 1080 1110 1130
I E
O D
N B ICE 1100 1160 1220 1280 1350 1410 1480 1540 1610 1670 1700
Y
CORRECTION ON LANDING DISTANCES
Wind : • dry or wet runway
add 10 % per 5 kt tailwind
subtract 2 % per 5 kt headwind
• contaminated runway
add 16 % per 5 kt tailwind
subtract 2 % per 5 kt heawind
Airport elevation : • dry or wet runway
add 3 % per 1000 ft above sea level
• contaminated runway
add 5 % per 1000 ft above sea level
Effect of reverse: landing distances are decreased by
• 4 % on dry runway
• 7 % on wet runway
• 7 % on runway contaminated by water or slush
• 8 % on runway contaminated by compact snow
• 30 % on runway contaminated by ice
Caution : On contaminated runway, performances without reverser only are to be used for
flight preparation.
Note : Landing on damp runway
A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
Note : The following landing chart is an example and cannot be used in operations.
R LDG CHART
ELEVATION = 200.0 (FT) CODES LIMITATIONS
L.D.A . = 1000.0 (M) 0 - WET CHECK 3 - APPROACH CLIMB ATR72-500 JAR DGAC
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
–10.0 20301 21850 21850 18300 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 2 2
0.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
5.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 2 1 1 1 2 2 1 1
10.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
15.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
20.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example :
. Tail wind : 5 kt
. Wet runway
. Temperature : 15_C
The maximum landing weight (Regulatory Landing Weight) is 18 483 kg because of the
runway limitations.
R
R
Introduction
Thank you for purchasing the Flight One ATR 72-500 package and welcome to this tropical tutorial flight.
As this ATR 72-500 is simulated as close as possible to the real thing the tutorial flight will follow a real flight too: Air
Caraibes flight TX 6509.
This flight is scheduled to leave Point-a-Pitre, Le Raizet airport (icao code: TFFR) on the wonderful island of
Guadelope at 15:15h local time and should land some 45 minutes later at Fort de France Le Lamentin airport (icao
code: TFFF), Martinique.
This tutorial is structured similar to the normal procedures chapter from the real aircraft manual with some additional
comments and explanations here and there. Thus the structuring is close to the normal procedures checklist:
Before jumping into the aircraft some planning has to be done and flight simulator must be started but don't break into
a run yet please. You'll get the most from this tutorial by reading it thoroughly from start to end before starting this
tutorial flight so you get a rough idea what is waiting for you.
Also do not hesitate to use the pause button at all. The aircraft is complex and normally there are two people doing the
stuff you now want to do all alone.
Okay, I'll stop babbling now and lets get going ...
Another quick note: Please read the following section regarding Flight Planning prior to firing up your flight simulator
and loading the ATR as some adjustements have to be completed for the tutorial flight !
In case you want to get charts for flying around these airports, try the following source:
https://164.214.2.62/products/digitalaero/index.cfm#term2
Flight Planning
Flight planning generally splits up into two parts:
• Weather briefing
• Route planning & Weight and balance – fuel planning
Weather Briefing
A weather theme is provided for this tutorial so that everybody may fly in the same weather conditions. Simply load the
'Flight One ATR 72-500 Tutorial' weather theme to get the following conditions:
Enroute weather:
winds: 335 @ 17 @ 06,600', gradual shear, light turbulences
341 @ 21 @ 09,800', gradual shear
354 @ 24 @ 13,100', gradual shear
000 @ 30 @ 16,400', gradual shear
clouds: BKN (5/8) @ 4,400'
SCT (2/8) @ 8,900'
altimeter: 30.12 / 1020 mbar
The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and Heinz
Oetiker:
FUEL CALCULATION
TAXI fuel 31 lbs 14 kg
Trip fuel to TFFF and ETE 1,054 lbs 478 kg 00.32 hours
Route Reserve (20 minutes) RR20 0 lbs 0 kg 00.20 hours
Fuel to alternate (TLPL), Time & Cruise Level 510 lbs 231 kg 00,29 hours @ FL080
Final Reserve (FR) 441 lbs 200 kg 00.20 hours
Company Fuel (CF) 240 lbs 109 kg
Holding Fuel (HF) 0 lbs 0 kg
Minimum Fuel and Flight Time (MIN) 2,275 lbs 1,032 kg 01,41 hours
Addituional Fuel and Tme (ADD) 0 lbs 0 kg
Actual Fuel (ACT) 2,275 lbs 1,032 kg
That means for a ZFW of 42,494 lbs / 19,273 kg we need to take 2,275 lbs / 1,032 kg of fuel with us.
AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU
TFFR 0 0 0 910
*TOC DOM D-025
DOM3W DOM 273.0 F130 148 45,2 0,12 00.12 137 773
*TOD FOF D-000
DOM3G FOF 113.30 F130 150 59,8 0,13 00.25 282 628
DOM3G D087T F069 58 20 0,04 00.29 342 568
DOM3G GADIL F048 205 6,5 0,01 00.30 368 542
D27 CF27 F021 251 7,3 0,02 00.32 400 510
TFFF 0 00.32 479 431
The shortcuts:
AWY airway
POS Position
FREQ Frequency
FL Flight Level
MT Magnetic Track
DIST Distance in nm
TME Time
ATO Actual Time Over the selected Navaid
ETO Estimated Time Over the next Navaid
ETA Estimated Time of Arrival
EET Accumulated Flight Time from takeoff to landing
FUEL Fuel used from takeoff
FOB Fuel on Board at the waypoint
RFU Remaining Fuel according to the calculation
Beware !
Before loading the ATR the simulator must be loaded with a default aircraft (Cessna, Boeing 737 or
such).
Starting up the sim with the ATR loaded will lead to problems !
If you start your simulator otherwise be sure to start it with a default aircraft and then select the items similar to
above from the menus within flight simulator.
7. When the scenery is loaded and the flight simulator is started up you may open the aircraft menu, open and select
the Flight One ATR 72-500 in Air Caraibes colours.
Press the OPEN button
8. Now the cockpit of the ATR should come into view with everything cold and dark.
9. Open the World, Weather menu and select the 'Flight 1 ATR72-500 Tutorial' weather theme
10.Open the aircraft, fuel and payload menu and set fuel in each tank to 1138 lbs / 516 kg !
Flightsimulator will automatically select 1,136.9 lbs but that's fine too.
Nevertheless every flight starts with the outside check so lets take a closer look at the ATR:
Exterior Checklist
To enhance the realism of this tutorial open the doors now (Shift + E, Open Door command) so you can enter the
aircraft and to get the proper indications during some tests later on.
Normally the exterior check is completed by maintenance personel or the first officer. The walk around check as it is
called too is done according the following 'route'
Several items are checked at each station – these items are left out in this tutorial as they are not simulated so just
have a closer look at your brand new ATR – what a beauty ...
When you have finished gazing at the ATR we can continue with the tutorial and power up the ATR.
At first the aircraft needs electrical power, so the batteries must be switched on. The switches for the batteries can be
found on the overhead panel.
When the aircraft is powered up the self-test sequence of the Multi Function Computers MFCs is initiated. Check the
CCAS & MFC Chapter of the manual for more information.
1. BATTERIES
Now check the parking brake – sufficient brake pressure must be available to set the parking brake. The pressure
indicator is located on the center panel (Shift+5) next to the gear lever.
2. PARKING BRAKE
Now move to the engine control panel (Shift + 6) to check the throttle controls.
See the powerplant chapter of the manual for more information.
3. ENGINE
The gust lock is controlled by a click spot on the engine control panel – check the Powerplant chapter, Power Levers
section for more detail on the gust lock.
4. FLIGHT CONTROLS
5. LANDING GEAR
6. WIPERS
As the right engine (engine No. 2) will be started soon to provide electrical power, the fire protection circuits must be
checked first.
The fire test controls are located on the overhead panel.
GPU means Ground Power Unit – it is also possible to supply electrical and pneumatic power to the aircraft using such
a GPU.
To prevent the batteries from draining another source of electrical power must be established. The ATR does not offer
an APU but one can run the right engine in the so called hotel mode. That means that the engine/turbine itself is
running but the propeller is braked down to stand still. Thus the engine is running normally without the propeller turning.
Check the Powerplant chapter, Hotel Mode section for more information.
This checklist item prepares the engine for hotel mode by activating the propeller brake. Hydraulic pressure is
necessary to activate the propeller brake and as no Ground Power Unit, GPU which could provide electrical power is
available the aircraft must produce hydraulic pressure itself. The auxilliary hydraulic pump is able to provide hydraulic
pressure to the hydraulic system when the AUX PUMP PEDESTAL SWITCH (auxiliary hydraulic pump switch which is
located on the pedestal) is pressed.
Before doing so check that the Propeller brake is ready by verifying that the READY light on the overhead panel next to
the propeller brake switch is illuminated.
• Press
• Check hydraulic power is available (check pressure indicators on the main (condensed view) or center (Captains or
First Officer's view) panel – depending on the view configuration
• Open the overhead panel
Now the propeller brake can be activated. Proceed to the overhead panel and move the propeller brake switch to ON.
To establish communication between Air Traffic Control and the cockpit, you have to switch on Com 1 – you can find it
on the pedestal panel (can be accessed pressing Shift+2).
11. COM
• Set VHF 1 to ON
12. DOORS
The Beacon must be switched on to provide a visual warning for everybody outside the plane that the engines are to be
started or already running. Don't mix it up with the strobe though. The Beacon control switch is located on the overhead
panel.
13. BEACON
Okay, now prepare to start engine No. 2 – just follow the steps of item 'ENG 2 START (ONLY WITHOUR USE OF
GPU)'.
You will need three panels to perform the engine start:
• the overhead panel (Shift + 4)
• the center panel (Shift + 5)
• the engine control panel (Shift + 6)
Close the overhead panel, open the center panel and the engine control panel !
Now check that electrical power supply is established – proceed to the overhead panel to do so.
• 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
16. FUEL
The ANN LT switch can be found on the overhead panel. It controls the annunciator lights as you will notice after the
test ...
17. ANN LT
• Set ANN LT switch to TEST and check that all lights illuminate. Then return to BRT or DIM as required.
Now check bleed air supply – Pneumatic controls are located on the left hand side of the overhead panel.
• In HOTEL MODE:
• No amber or white light illuminated except ENG 1 BLEED FAULT and X VALVE OPEN
• IF GPU used:
• Extinguish any white light
• If neither GPU nor propeller brake is used:
• No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT
The avionics vent is located above the pneumatic controls on the overhead panel.
Now power and bleed air supply for the air-condition is established. Sit back for a second as the system preparation is
waiting for you with lots of items to work through ...
System Preparation
During preparation of the aircraft the cockpit crew works through the different panels. For all panels so called scan
sequences are published by the aircraft manufactor.
These scan sequences advise the cockpit crew how to work through all these panels. For each panel the scan
sequence will be shown.
Normally the system preparation is done by the first officer but we are lucky – we have to do everything that is normally
split up for a crew of 2.
System preparation starts with two items not directly associated to a panel by a scan sequence:
1. INTERNAL LIGHTING
• Set as required
2. GEAR PINS
Overhead Panel
The keyword in modern aircraft is panel scan sequences. The following graphic shows the scan sequence for the
overhead panel. You will notice that the items listed below follow the arrows included in the graphic.
These arrows will lead you through the panel, thus simply follow at first No. 1, then No. 2 and so on. A short note in the
text will indicate when the next column is reached.
Column 1
SELCAL means Selective Calling. Actually it is not simulated but you can read more on SELCAL in the
communications chapter of the manual.
1. CALLS/SELCAL
2. FUEL
3. DOORS
The ATR is equipped with spoilers to assist the ailerons in tight turns. Check that both spoilers are down and the lights
extinguished
4. SPOILER
5. LANDING GEAR
The MFCs are explained in the CCAS & MFC chapter in the manual.
6. MFC
To prepare for starting engine No. 1 the fire test circuits must be tested too. This test sequence is similar to the one
described for engine 2 above.
Check the external lighting – the Beacon is already activated, maybe you want to switch on the LOGO and NAVigation
lights ?
Do not switch on the STROBE lights yet. They are switched on shortly before taking off.
9. EXTERNAL LIGHTING
• set as required
As the electrical systems are already checked and power distribution is established the electrical controls don't have to
be checked now, so proceed to the cockpit vioce recorder and check if it operates normally.
As the right engine is running in hotel mode and there is no GPU available, the Emergency Exit Lights must be armed.
As you maybe noticed already the ATR cockpit follows a tactic of 'all lights off'. During normal operation no white lights
should be illuminated. Same goes for the anti ice system. Thus extinguish any white light when encountered.
Activate the Pitot and Window Heat by extinguishing any white light. You'll need both to prevent the pitot tubes and
cockpit windows from freezing.
Prepare the AC wild power section for operation by extinguishing any white light.
This system is called 'wild' power as electrical power is distributed at various frequencies – check the Electrical
Chapter for more information.
Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power.
The Emergency Beacon is included in the panel to enhance realism though it is not possible to simulate the functions
within flight simulator. The Emergency Beacon transmits several information in case the aircraft experiences an
emergeny situation. Check that it is in AUTO mode
Now check that air bleed supply is established and the compartment temperature is regulated as required.
The Avionic Vent was already check when electrical power supply was established so the next item is oxygen.
Check that the following items are fulfilled.
18. OXYGEN
Now the cargo compartment and toilet smoke detection needs to be checked to complete the panel scan for the
overhead panel. The cargo compartment and toilet smoke detection activates the respective warnings in case smoke
is detected in the cargo compartments or the toilets.
The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.
Pedestal
The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding to
the upper end.
We'll skip the Door Control switch, ATPCS switch and TCAS system for now and start with the Flight Data entry Panel,
FDEP.
To get more information regarding the FDEP check the Flight Instruments-Chapter of the manual.
1. FDEP
2. TRIMS
Com 1 is already acivated, Now switch on Com 2 also and check operation of both.
Tune Com 1 to 122,90 MHz (Point-a-Pitre traffic) and Com 2 to 127,85 MHz (Fort-de-France ATIS), then select BOTH
on the audio control panel to receive signals for Com 1 and Com 2 simultaneously.
3. RADIOS
4. ADF
• Select ADF
5. TRANSPONDER
• Select STBY
Now move further on to the engine controls and check that the idle gate.
The idle gate prevents the power levers to me moved below flight idle. It is activated automatically when airborne and
deactivated automatically when the aircraft is landed.
6. IDLE GATE
The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guarded
and lockwired.
Now enable the transponder and set it to standby. The test sequence is not simulated.
8. TCAS
• STBY
Normally one would pass the EFIS control panel now proceeding to the main panel. But due to flight simulators
limitations you must close the pedestal now and open the EFIS control panel by clicking on the following icon:
The radar is actually not working but in the real plane you would set it to standby now.
1. RADAR
Phew – you did it so far. Only a few more items to jog through ...
Ready ?
Arrow 1:
Check the indicated TAT-SAT and TAS and select the proper ADC
1. TAT-SAT / TAS
Now scan the standby instruments and check for proper indications
2. STBY INSTRUMENTS
• Check no flags
• Pull knob to erect standby horizon if necessary
Check that the power management selector is placed to TO. Check the powerplant chapter for more information on the
power management system
3. PWR MGT
4. ENG 1 INSTRUMENTS
• Check
• Oil Press 0
• Oil Temp realistic indications
• Fuel Temp realistic indications
• Fuel Flow (FF) 0
• Fuel Used (FU) 0
• NH 0
• ITT realistic indications
• NP 0
• TQ 0
• target bug realistic indications (crosscheck with ENG 2)
Now check the engine controls (see powerplant chapter for more information), check that all white lights are
extinguished
5. ENGINE CONTROLS
Now proceed to the center panel to check the pressurization of the cabin
6. PRESSURIZATION
The stick pusher and stick shaker are systems to prevent stalling of the aircraft by warning the crew. Check the flight
controls chapter for more information.
8. ANTI SKID
Arrow 4
(in case you use the first officers view, you'll proceed from the right to the left):
1. RMI / EHSI
2. VSI
3. CLOCK
4. ASI
• Check
• no flags
• airspeed pointer indicates 0
• VMO pointer indicates 250 kt
Check the Electronic Attitude Director Indicator, EADI that no flags are indicated
5. EADI
• Check no flags
6. GPWS
7. ALTIMETER
• Check no flag
Now it is time to set up the Global Navigation Satellite System, GNSS. Well, most people know the term Flight
Management System, FMS which means basically the same as GNSS :-) So let's proceed to the FMS ...
FMS
You will need the FMS chapter of the manual printed out now as the tutorial flight is used as an example on how to use
the ATR's FMS.
You may read the System Description first to get an overview how the FMS operates. The tutorial flight is used in the
Flight operation chapter then.
Right now go through the Preflight section and thus the following pages:
• Identification, IDENT page
Which indicates the aircraft type, engine type, and navigational database
• Position Reference Page
• Then proceed to the Flight Planning section and the Route pages, RTE 1 and RTE 2 page.
• Followed by the Departure and Arrivals, DEP/ARR page to enter the runway from which we will depart and the
Standard Instrument Departure, SID to follow.
• Now it is time to complete the performance Initialization on the VNAV page (the ATR's VNAV is advisory only, bear
that in mind throughout the complete flight !).
• When all that is accomplished review the route on the Route Legs, LEGS page and activate the route !
• Afterwards you may check the Route Data Pages, enter some wind data on the Wind Input page to finish the
preflight section.
Now the FMS is set up and the Final Cockpit Preparation is waiting to be completed.
After takeoff the FMC chapter will be needed again so keep it handy ...
Proceed to the Overhead Panel to switch the signs on. The Memo panel is located on the center panel.
1. SIGNS
Check the Landing field elevation for the pressurization system (center panel)
2. LANDING ELEVATION
As Le Raizet does not offer an ATIS skip this item but switch back to the main panel though.
3. ATIS
4. ALTIMETERS
5. BUGS
6. TRIMS
7. COM / NAV
8. ENG TEST
• Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.
Before Taxi
1. LOAD SHEET
A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM
3. PARKING BRAKE
4. START UP CLEARANCE
Close the door by pressing Shift+E. The door control panel is loacted on the Overhead Panel.
5. DOORS
The Beacon indicates that the engines are going to be started soon. It should be on but check it again
6. BEACON
7. ENGINES
• In HOTEL MODE
• Push the AUX HYD PUMP pushbutton (Overhead Panel)
• Check READY light illuminates
• Check engine 2 and propeller area clear
Close the overhead panel and continue on the center panel to check the flaps.
11. FLAPS
Actually there is no ground crew but that's what the crew would have to do on the real thing
• Request:
• chocks removed
• tail prop removed
• interphone disconnected
• hand signal display on the LH side
• Completed
Now the Before Taxi checklist is completed and you are ready to taxi.
In case you want to use flight simulators ATC, contact Le Raizet traffic (122.90 MHz) and announce taxiing. Bear in
mind that engine No. 1 is not yet started (to save a little fuel) and the ATR will yank to the left when you apply thrust.
Taxiing
As soon as you have obtained that taxi clearance apply a little (!) thrust and prepare to retard when the ATR breaks
loose. Maybe it might be a good idea not to taxi yet and to go through the following items while the aircraft is ready for
taxiing on the taxiway but not yet moving. Of course you can work through the following items while taxiing when you
think you can handle it ...
1. TAXI CLEARANCE
• Obtained
2. EXTERNAL LIGHTS
• Set as required
3. BRAKES
5. ATC CLEARANCE
• Obtained
6. FLIGHT INSTRUMENTS
Now prepare to start engine no. 1 – maybe better stop taxiing ???
Actually it is the same procedure as for engine No. 2 so nothing really new.
7. ENG 1 START
8. AIR BLEED
9. DOORS
• Select
• assigned altitude (13,000 ft) by turning the altitude selector
• HDG Lo BANK with runway heading (290°)
• IAS with V2 + 5 kts (115)
• Open the EFIS control panel and select RNV as the source making the FMC the source for navigational
information displayed on the EADI and EHSI.
• Select MAP mode to display the route, adjust EHSI range using the ↑ and ↓ arrows.
• Select CPL on PF side
• Standard calls
• For significant failure before V1, CAPT will call 'STOP' and will take any necessary stop action
• Above V1 take off will continue and no action will be taken except on CAPT command
• Single engine procedure is
• Acceleration altitude is
• Departure clearance is
• completed
Okay, now the ATR is ready to 'rumble'. Take her to runway 29 which is the active runway when you have loaded the
'Flight 1 ATR72-500 Tutorial' weather theme.
1. FLIGHT CONTROLS
• Obtained
Check the overhead panel for lighting and bleed air supply.
3. AIR BLEED
4. EXTERNAL LIGHTS
Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for more
information.
5. CCAS
• Select TO INHI
6. TRANSPONDER
7. TCAS
8. COM / NAV
• Radar as required
8. ENGINES
• completed
Now the ATR is ready to go. Take a deep breathe and then off we go.
Take Off
3. START TIMING
Scan the airspeed and engine instruments throughout the take off
5. ENGINES
• Check that actual TQ matches take off TQ (manual bug). If necessary move PL out of notch to adjust TQ as
required
• check 100% NP (+ 0.8% and -0.6%) upon reaching 60 kt
• check ATPCS ARM light illuminated
• check FDAU bug displays RTO value
• call 'POWER SET'
6. SPEED
• Announce 'Seventy Knots' read on ASI and crosscheck reading on STBY ASI
Done by VFO (Virtual First Officer)
• Crosscheck speed reading on ASI and announce 'I have control'
• Announce 'V1'
Done by VFO (Virtual First Officer)
• Announce 'Rotate' at VR
Done by VFO (Virtual First Officer)
7. AIRCRAFT HANDLING
• At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO
8. LANDING GEAR
• Engage YD
After liftoff follow the flight director bars and prepare for the After Take Off checklist.
1. ENGINES
2. AFCS
Follow the flight director bars and slowly approach the vertical guidance. Don't chase the bars, especially the vertical
bar as you are too slow now. Selecting 170 kts results in commanding a dive – Slowly lower the aircrafts nose and let
the ATR gain speed
3. ENGINES
4. AIR BLEED
• Select both BLEED VALVES ON if not already been selected – The bleed switches are on the overhead panel and
should both be switched ON
5. EXTERNAL LIGHTS
• Set as required – you may switch off the Taxi and Wing light
6. SIGNS
• Set NO SMOKING switch to OFF if you like, keep it switched ON in case you perform a non-smoking flight.
7. ENGINES
8. FLAPS
Passing transition altitude (during this tutorial we won't climb above FL-130 thus there won't be a change to standard
pressure).
• Completed
Now the ATR should be flying all alone and you can sit back and relax a little to watch the ATR climb to cruise altitude.
Cruise
While flying at cruise altitude you might want to flip through some pages of the FMS. Check the cruise section of the
FMS chapter for more information. The PROGRESS and the ACT RTE LEGS page provide information for the flight.
Check especially the PROGRESS page as it also indicates when you should start the descent but continue with the
following items first ...
1. ENGINES
After acceleration to cruise speed (approximately 210 kts) has been performed:
• Select PWR MGT CRZ
• Check actual cruise torque matches cruise torque.
Adjust if necessary.
2. SIGNS
It is unlikely that you encounter icing conditions, but prepare to encounter icing conditions when flying other routes ...
3. FLIGHT CONDITIONS
• Observed
• If entering Icing conditions
ANTI-ICING PERFORMED
MODE SEL AUTO
MINIMUM ICING SPEEDS BUGGED AND OBSERVED
ICE ACCRETION MONITOR
Open the FMS again and check the PROGRESS page – the ATR does not offer VNAV guidance so you should keep
an eye on the FMS as you don't want to pass the Top-of-Descent.
Maybe you already noticed the 'glideslope' bar displayed on the EADI and the EHSI. Instead of a 'G' a 'V' is indicated
telling you that it indicates vertical deviation. The FMS computes a vertical path by the given altitude constraints and
displays the deviation of the aircraft from this vertical path. Keep in mind that the cruise phase is not indicated, thus the
deviation while in cruise is normal !
You can check the vertical deviation on the second page of the PROGRESS page too. There it is indicated in feet as
you can see in the graphic below indicating a Vertical track Error (VTK Error) of +518 ft which means I am 518 below
(!) the computed path.
In the second line on the right the required vertical speed (VS REQ) is indicated to reach the given altitude contraints.
As you approach the ToD (Top of Descend) the green bar moves down and you should try to catch the bar –
remember that the ATR's VNAV is a advisory VNAV only, thus you have to select vertical autopilot modes manually.
When the vertical difference is around 1,000 ft set the preset-altitude on the autopilot panel to 2,200 ft. The ALT Hold
mode remains active and to start the descend you have to select the VS or IAS mode to start the descend.
Remember to bring back the throttle to Flight Idle (One click with the right mouse button) as you don't want to gain too
much speed during descend.
For this tutorial select VS (Vertical speed) mode and select -1,500 ft as a initial sink rate. Check with the PROGRESS
page which descend speed is needed and adjust the aircrafts sink rate if necessary.
Keep an eye on airspeed as you don't want to go too fast. Something around 240 kts is fine.
Descent
Check the weather at Fort-de-France by dialing in the ATIS frequency of 127.85 MHz into COM 2.
Check that the Transmission keys are set to BOTH on the Audio Control Panel, so you will listen to BOTH radios COM
1 and 2 simulatenously.
1. FLIGHT CONDITIONS
• Observed
• Relevant anti or de-icing up to landing PERFORMED IF NECESSARY
2. CCAS
Check the FMC, VNAV page for current weights, weight should be something around 19,970 kg / 44,020 lbs.
4. LANDING DATA
5. BUGS
• ASI bugs
External Bugs
Lower value (yellow bug) VGA 113 kts
Intermediate value (red bug) VmLB0 normal cond. or
VmLB15 icing cond. 132 kts
Now take the charts for Fort-de-France and read them thoroughly so you know the approach procedure 'by heart' ;-)
6. APPROACH BRIEFING
7. SIGNS
• Obtained
9. AFCS
• Completed
Approach
When you start to descend through 5,000 ft prepare for the final approach. Flip on the No smoking signs in case you
did not leave them on.
1. SIGNS
As long as you don't fly online you will always fly according the US system which sets transition level to 18,000 ft.
Check the ATIS for the correct barometric setting or in case you are in doubt just press 'B' (standard assigment for
automatically adjusting to barometric pressure. Don't use this function in case you changed your key assignments
within flight simulator).
2. ALTIMETERS
• ADJUST ALTIMETERS SETTING when passing transition level and cross check settings
3. PRESSURIZATION
5. EXTERNAL LIGHTS
:-)
6. CABIN REPORT
• Completed
Before Landing
• Crosscheck altitude
• Retard both PL down to FI and reduce airspeed
The approach chart tells us to level off at 2,100 ft. In case Flight Idle is not jet adjusted, retard the power levers to flight
idle and let the ATR deccelerate.
When you pass 180 kts order and select flaps 15 and follow the apporach as described by the following items.
• Completed
Landing
• Announce
• '500 feet above minimum'
• '100 feet above'
• 'Minimum, Decide'
• Announce LAND or GO AROUND as appropriate
• Press AP disconnect pushbutton twice
• Check flight parameters
• Check IDLE GATE automatic retraction at touchdown
• When touching down, act on the PL triggers to select GI
• Check and announce 'Both low pitch lights illuminated'
Go Around
• Monitor
• pitch attitude
• bank attitude
• speed
• flight path
• engine parameters
After Landing
When you cleared the runway it is time to got through the After Landing Checklist, ask the tower for taxi instructions to
the parking.
1. FLIGHT CONTROLS
2. EXTERNAL LIGHTS
3. IGNITION
You won't need the NAV and ADFs anymore, so flip them off.
4. COM / NAV
The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter.
Conditions:
– Both Cls AUTO
– Both Pls at GI
– ATPCS pushbutton depressed. OFF extinguished
– PWR MGT on TO position
ARM positions
– ARM light illuminates green
– Torque indications increase
– NP and NH indications decrease
ENG position:
– Selected engine torque decreases below 18%
– Opposite engine:
– Torque does not change
– UPTRIM light illuminates
– Bleed FAULT light illuminates
– NP and NH increase slightly
– 2.15 seconds later
– Concerned propeller is automatically feathered
– ARM green light extinguishes
Caution:
– Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently,
both man hydraulic pumps are temporarily lost as well
– Do not perform ENG TEST while taxiing if DC hydraulic pump is not operating
– If braking is required during test it will be performed using EMER handle as required
Note: If test must be repeated, wait 10 minutes before setting ATPCS selector in ENG position in order not to
damage feathering pump (winding heating)
6. TCAS
(runway vacated)
• select STBY
7. ENGINES
Note: Keep engine running at least one minute at GI power before shut down to assis in reducing residual heat built up
in the engine and the nacelle
• completed
Parking
Note: As often as possible, park the a/c wirh wind relative to the nose at 10 o'clock to minimize noise and exhaust gaz
interference when hotel mode
1. PARKING BRAKE
4. ENGINES
• In Hotel Mode
• Select engine 2 CL to FTR
Note: If propeller brake is not available and provided PROP BRK is removed activate PROP BRK switch and
check AIR BLEED X VALVE OPEN light illuminates
• Check READY light illuminates
• Engage PROP BRK
• Check UNLK light illuminates then extinguishes
• Note and reset FU
• If GPU is used
• Select engine 2 CL to FTR then FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for
oil capacity check by maintenance)
5. FUEL
6. SIGNS
7. GROUND CONTACT
• As required
• Completed
9. TAIL PROPELLER
• As required
Introduction
Welcome to this second tutorial flight. Before you try this flight you should consider flying the other tutorial 'Tutorial 1 –
TFFR – TFFF' first.
Several explanations are shortened in this tutorial in comparison to the first tutorial so be sure to start with tutorial 1
which leads you into the nice carribbean ...
The covered flight is taken from the real word again. It will take you from Franz-Josef-Strauss airport, Munich
(EDDM) to Bologna's Borgo Panigale airport (LIPE). The flight is carried out by Air Dolomiti under flight number EN
3984 and leaves Munich at 15.05 and should arrive in Bologna at 16:25.
This tutorial is structured similar to the normal procedures chapter from the real aircraft manual with some additional
comments and explanations here and there (like the first tutorial). Thus the structuring is close to the normal
procedures checklist:
Again the tutorial will at first deal with pre-flight preparations such as flight planning. It might prove sensible to read this
tutorial once before trying to fly it.
In case you want to get charts for flying around these airports, try the following source:
https://164.214.2.62/products/digitalaero/index.cfm#term2
Flight Planning
Flight planning generally splits up into two parts:
• Weather briefing
• Route planning & Weight and balance – fuel planning
Weather Briefing
In spite of the first tutorial no weather theme will be provided for the second tutorial.
So you maybe want to try and use real weather (may it be static, or dynamic or even by using an external weather
program) ?
In case this tells you nothing at all don't worry as an extended flight plan will be provided on the following pages.
More important is that the planned alternate airport is Florence Perentola, LIRQ
The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and Heinz
Oetiker:
FUEL CALCULATION
TAXI fuel 31 lbs 14 kg
Trip fuel to TFFF and ETE 1,839 lbs 834 kg 01.15 hours
Route Reserve (20 minutes) RR20 0 lbs 0 kg 00.20 hours
Fuel to alternate (LIRQ), Time & Cruise Level 510 lbs 231 kg 00,29 hours @ FL080
Final Reserve (FR) 441 lbs 200 kg 00.20 hours
Company Fuel (CF) 240 lbs 109 kg 00.24 hours
Holding Fuel (HF) 0 lbs 0 kg
Minimum Fuel and Flight Time (MIN) 3,060 lbs 1,388 kg 02,48 hours
Addituional Fuel and Tme (ADD) 0 lbs 0 kg
Actual Fuel (ACT) 3,060 lbs 1,388 kg
That means for a ZFW of 43,503 lbs / 19,733 kg we need to take 3,060 lbs / 1,388 kg of fuel with us.
AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU
EDDM 00,00 00,00 0 1374
KPT5E DM081 F021 89 7,4 00,02 00,02 23 1351
KPT5E DM082 F026 153 2,6 00,01 00,03 30 1344
KPT5E MUN 112.30 F060 223 11,2 00,03 00,06 68 1306
KPT5E DM075 F084 183 9,5 00,02 00,08 98 1276
KPT5E KPT 109.60 F237 255 61 00,16 00,24 294 1080
*TOC ALGOI D-004
UL607 ALGOI F250 163 18,8 00,04 00,28 331 1043
UM738 PITAR F250 163 26,3 00,06 00,34 359 1015
UM738 RENTA F250 170 44,1 00,10 00,44 407 967
UM738 ADOSA F250 171 40,3 00,10 00,54 451 923
*TOD FER D-034
UP131 FER 0427.0 F147 154 55,8 00,12 01,06 586 788
DCT BOA 112.20 F080 221 21,7 00,05 01,11 710 664
ADOLO D316L F040 317 12 00,03 01,14 740 634
ADOLO ADOLO F023 166 5,1 00,01 01,15 751 623
I12 *Proc F023 00,00 01,15 753 621
I12 CI12 F020 123 1,5 00,00 01,15 755 619
LIPE 00,00 01,15 834 540
The shortcuts:
AWY airway
POS Position
FREQ Frequency
FL Flight Level
MT Magnetic Track
DIST Distance in nm
TME Time
ATO Actual Time Over the selected Navaid
ETO Estimated Time Over the next Navaid
ETA Estimated Time of Arrival
EET Accumulated Flight Time from takeoff to landing
FUEL Fuel used from takeoff
FOB Fuel on Board at the waypoint
RFU Remaining Fuel according to the calculation
Beware !
Before loading the ATR the simulator must be loaded with a default aircraft (Cessna, Boeing 737 or
such).
Starting up the sim with the ATR loaded will lead to problems !
If you start your simulator otherwise be sure to start it with a default aircraft and then select the items similar to
above from the menus within flight simulator.
7. When the scenery is loaded and the flight simulator is started up you may open the aircraft menu to select the Flight
One ATR 72-500 in Air Dolomiti colours (must be downloaded and installed seperately)
Press the OPEN button
8. Now the cockpit of the ATR should come into view with everything cold and dark.
9. Open the aircraft, fuel and payload menu and set fuel in each tank to 1,530 lbs / 694 kg !
Flightsimulator will automatically select 1,528.9 lbs but that's fine too.
Proceed to the overhead panel to switch on the batteries to supply electrical power to the aircraft.
1. BATTERIES
Now check the parking brake – sufficient brake pressure must be available to set the parking brake. The pressure
indicator is located on the center panel (Shift+5) next to the gear lever.
2. PARKING BRAKE
Now move to the engine control panel (Shift + 6) to check the throttle controls.
3. ENGINE
The gust lock is controlled by a click spot on the engine control panel.
4. FLIGHT CONTROLS
5. LANDING GEAR
6. WIPERS
A GPU is not available today again and thus you will run engine 2 in hotel mode again. So check the fire protection
system for engine 2.
All fire protection controls are to be found on the overhead panel.
Still on the overhead panel proceed to the fuel controls and fire up the fuel pump 2.
See the powerplant chapter for more explanation on running engine no. 2 in hotel mode.
Nevertheless the auxiliary hydraulic pump must be activated so that the propeller brake can be activated.
• Press
• Check hydraulic power is available (check pressure indicators on the main (condensed view) or center (Captains or
First Officer's view) panel – depending on the view configuration
• Open the overhead panel
11. COM
• Set VHF 1 to ON
13. BEACON
Okay, now prepare to start engine No. 2 – just follow the steps of item 'ENG 2 START (ONLY WITHOUR USE OF
GPU)'.
You will need three panels to perform the engine start:
• the overhead panel (Shift + 4)
• the center panel (Shift + 5)
• the engine control panel (Shift + 6)
Close the overhead panel, open the center panel and the engine control panel !
Now check that electrical power supply is established – proceed to the overhead panel to do so.
• 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
16. FUEL
17. ANN LT
• Set ANN LT switch to TEST and check that all lights illuminate. Then return to BRT or DIM as required.
As long as switch is in TEST position check every panel that annunciators are illuminated. Proceed through all
panels:
Shift + 1: Main panel
Shift + 2: Pedestal
Shift + 3: GNSS / FMS
Shift + 4: Overhead Panel
Shift + 5: Center Panel
Shift + 6: Engine Control Panel
Shift + 7: Magnified Center Panel
Shift + 8: Autopilot panel
• In HOTEL MODE:
• No amber or white light illuminated except ENG 1 BLEED FAULT and X VALVE OPEN
• IF GPU used:
• Extinguish any white light
• If neither GPU nor propeller brake is used:
• No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT
The avionics vent is located above the pneumatic controls on the overhead panel.
Now power and bleed air supply for the air-condition is established.
Time to prepare the aircraft's systems for the flight
System Preparation
And here we go again. As mentioned in the first tutorial scn sequences is the keyword nowadays ...
1. INTERNAL LIGHTING
• Set as required
2. GEAR PINS
Overhead Panel
The keyword in modern aircraft is panel scan sequences. The following graphic shows the scan sequence for the
overhead panel. You will notice that the items listed below follow the arrows included in the graphic.
Column 1
SELCAL means Selective Calling. Actually it is not simulated but you can read more on SELCAL in the
communications chapter of the manual.
1. CALLS/SELCAL
2. FUEL
3. DOORS
4. SPOILER
5. LANDING GEAR
6. MFC
9. EXTERNAL LIGHTING
• set as required
Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power.
18. OXYGEN
The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.
Pedestal
The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding to
the upper end.
1. FDEP
2. TRIMS
Com 1 is already acivated, Now switch on Com 2 also and check operation of both.
Tune Com 1 to 121,825 MHz (Munich Ground) and Com 2 to 123,125 MHz (Munich ATIS), then select BOTH on the
audio control panel to receive signals for Com 1 and Com 2 simultaneously.
3. RADIOS
4. ADF
• Select ADF
5. TRANSPONDER
• Select STBY
Proceed to the engine controls and check the idle gate. See the manual (powerplant chapter) for more information.
6. IDLE GATE
The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guarded
and lockwired.
8. TCAS
• STBY
Normally one would pass the EFIS control panel now proceeding to the main panel. But due to flight simulators
limitations you must close the pedestal now and open the EFIS control panel by clicking on the following icon:
The radar is actually not working but in the real plane you would set it to standby now.
1. RADAR
Arrow 1:
Check the indicated TAT-SAT and TAS and select the proper ADC
1. TAT-SAT / TAS
Now scan the standby instruments and check for proper indications
2. STBY INSTRUMENTS
• Check no flags
• Pull knob to erect standby horizon if necessary
Check that the power management selector is placed to TO. Check the powerplant chapter for more information on the
power management system
3. PWR MGT
4. ENG 1 INSTRUMENTS
• Check
• Oil Press 0
• Oil Temp realistic indications
• Fuel Temp realistic indications
• Fuel Flow (FF) 0
• Fuel Used (FU) 0
• NH 0
• ITT realistic indications
• NP 0
• TQ 0
• target bug realistic indications (crosscheck with ENG 2)
Now check the engine controls (see powerplant chapter for more information), check that all white lights are
extinguished
5. ENGINE CONTROLS
Now proceed to the center panel to check the pressurization of the cabin
6. PRESSURIZATION
The stick pusher and stick shaker are systems to prevent stalling of the aircraft by warning the crew. Check the flight
controls chapter for more information.
8. ANTI SKID
Arrow 4
(in case you use the first officers view, you'll proceed from the right to the left):
1. RMI / EHSI
2. VSI
3. CLOCK
4. ASI
• Check
• no flags
• airspeed pointer indicates 0
• VMO pointer indicates 250 kt
Check the Electronic Attitude Director Indicator, EADI that no flags are indicated
5. EADI
• Check no flags
6. GPWS
7. ALTIMETER
• Check no flag
Now it is time to set up the Global Navigation Satellite System, GNSS. Well, most people know the term Flight
Management System, FMS which means basically the same as GNSS :-) So let's proceed to the FMS ...
FMS
Did you already have a look at the FMS chapter of the manual ?
Then you might have noticed the references to two tutorial flights – no ? Check the ATR's manual and especially get
that FMS chapter handy. The examples given in the FMS chapter reference to the first and to this tutorial. There you
find step by step descriptions on how to deal with the GNSS.
To set up the FMS / GNSS for this flight you will have to go through the following steps:
1. The Identification Page
2. The Position Reference Page
3. The Route Page (see chapter 17.2.1.2 in the manual for more information – there you will also find an example for
this flight)
Finished setting up the route ?
4. Now you want to complete Performance Initialization – there is no example for this tutorial, only for the first tutorial.
Nevertheless things are rather easy:
1. Press the VNAV button to open the PERF INIT page
2. Enter 19.7 for the ZFW in tons / You may as well press LSK 3L to read out the current ZFW.
3. Press LSK 3L to accept value
4. Enter 21.1 for the GR WT in tons / You may as well press LSK 1L to read out the current GW.
5. Press LSK 1L to accept value
6. Fuel is calculated automatically
7. Enter 0.4 for reserve fuel in tons
8. Press LSK 4L
9. Enter 18,000 for Transition Altitude
10.Press LSK 5L
11.Enter 25,000 for cruise alt: FL-130
12.Press LSK 1R to accept value
5. Activate the route as described in the FMS chapter
You will need the FMS chapter later on in cruise to learn to use some of the FMS's features.
Proceed to the Overhead Panel to switch the signs on and check on the memo panel which is located on the center
panel for confirmation.
1. SIGNS
2. LANDING ELEVATION
Check Munich ATIS on 123.125 MHz (well you probably already heared it when you set up the radios)
3. ATIS
4. ALTIMETERS
V-Speeds always depend on weight, runway length, weather conditions. Check the manual for the values.
5. BUGS
6. TRIMS
7. COM / NAV
8. ENG TEST
9. FUEL QUANTITY
• Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.
Before Taxi
1. LOAD SHEET
A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM
3. PARKING BRAKE
4. START UP CLEARANCE
5. DOORS
6. BEACON
7. ENGINES
• In HOTEL MODE
• Push the AUX HYD PUMP pushbutton (Overhead Panel)
• Check READY light illuminates
• Check engine 2 and propeller area clear
• Retard PL down to GI and announce 'PROPELLER BRAKE OFF' (Engine Control Panel)
• Switch propeller brake OFF (Back on the overhead panel)
• Check propeller brake blue light extinguishes both on prop brake control panel and on memo panel
• Check UNLK light flashes then extinguishes
• Monitor NP increase (close overhead panel, open center panel)
• When NP stabilized (15%) advance CL to AUTO (open engine control panel)
Notes
• Propeller brake release sequence must be initiated only if READY blue light is illuminated
• When pulsing the DC AUX PUMP pushbutton, the DC auxialiary pump runs for 30 seconds then stops unless
a prop brake release sequence has been initiated
• If GPU is used (a GPU is not used so proceed to item 9)
• Signs
• Arm EMER EXIT LT
• ENG 2 START
• Check EEC FAULT light extinguished
• Check PEC FAULT light extinguished
• Set ENG START rotary selector to START A & B
• Check RH engine and propeller area clear
• Announce 'START ENGINE 2' and monitor starting
• Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)
• Announce 'NH' when NH increases
• On passing 10% NH
• Advance CL to FTR
Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C
• Monitor light up within 10 seconds:
840°C < ITT < 950°C record in log book
ITT > 950° FUEL SO
ITT > 840° more than 20 seconds FUEL SO
• Announce 'NP' when NP increases
• On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes
• On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes
• Check engine stabilized at idle values:
NH 67% ± 2% ITT 580° ± 50°C FF 110 kg/h (243 lb/h)
Note: TQ indications are unreliable when CL in FTR position
• Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8%
• Set ENG START rotary selector to OFF – START ABORT
Close the overhead panel and continue on the center panel to check the flaps.
11. FLAPS
Actually there is no ground crew but that's what the crew would have to do on the real thing
• Request:
• chocks removed
• tail prop removed
• interphone disconnected
• hand signal display on the LH side
• Completed
Now the Before Taxi checklist is completed and you are ready to taxi.
In case you want to use flight simulators ATC, contact Munich Ground (121.825 MHz) and ask for permission to taxi.
Bear in mind that engine No. 1 is not yet started (to save a little fuel) and the ATR will yank to the left when you apply
thrust.
Taxiing
As soon as you have obtained that taxi clearance apply a little (!) thrust and prepare to retard when the ATR breaks
loose. Maybe it might be a good idea not to taxi yet and to go through the following items while the aircraft is ready for
taxiing on the taxiway but not yet moving. Of course you can work through the following items while taxiing when you
think you can handle it ...
1. TAXI CLEARANCE
• Obtained
• Set as required
3. BRAKES
5. ATC CLEARANCE
• Obtained
6. FLIGHT INSTRUMENTS
Now prepare to start engine no. 1 – maybe better stop taxiing ???
Actually it is the same procedure as for engine No. 2 so nothing really new.
7. ENG 1 START
8. AIR BLEED
Now you can close the overhead panel and check the pedestal if the cockpit door is closed.
9. DOORS
• Select
• assigned altitude (25,000 ft) by turning the altitude selector
• HDG Lo BANK with runway heading
• IAS with V2 + 5 kts
• Open the EFIS control panel and select RNV as the source making the FMC the source for navigational
information displayed on the EADI and EHSI.
• Select MAP mode to display the route, adjust EHSI range using the ↑ and ↓ arrows.
• Select CPL on PF side
• Standard calls
• For significant failure before V1, CAPT will call 'STOP' and will take any necessary stop action
• Above V1 take off will continue and no action will be taken except on CAPT command
• Single engine procedure is
• Acceleration altitude is
• Departure clearance is
• completed
1. FLIGHT CONTROLS
• Obtained
Check the overhead panel for lighting and bleed air supply.
3. AIR BLEED
4. EXTERNAL LIGHTS
Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for more
information.
5. CCAS
• Select TO INHI
6. TRANSPONDER
7. TCAS
8. COM / NAV
• Radar as required
8. ENGINES
9. FLIGHT CONTROLS
• completed
Now the ATR is ready to go. Take a deep breathe and then off we go.
Take Off
3. START TIMING
Scan the airspeed and engine instruments throughout the take off
5. ENGINES
• Check that actual TQ matches take off TQ (manual bug). If necessary move PL out of notch to adjust TQ as
required
• check 100% NP (+ 0.8% and -0.6%) upon reaching 60 kt
• check ATPCS ARM light illuminated
• check FDAU bug displays RTO value
• call 'POWER SET'
6. SPEED
• Announce 'Seventy Knots' read on ASI and crosscheck reading on STBY ASI
Done by VFO (Virtual First Officer)
• Crosscheck speed reading on ASI and announce 'I have control'
• Announce 'V1'
Done by VFO (Virtual First Officer)
• Announce 'Rotate' at VR
Done by VFO (Virtual First Officer)
7. AIRCRAFT HANDLING
• At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO
8. LANDING GEAR
9. AFCS
• Engage YD
After liftoff follow the flight director bars and prepare for the After Take Off checklist.
1. ENGINES
2. AFCS
Follow the flight director bars and slowly approach the vertical guidance. Don't chase the bars, especially the vertical
bar as you are too slow now. Selecting 170 kts results in commanding a dive – Slowly lower the aircrafts nose and let
the ATR gain speed
3. ENGINES
4. AIR BLEED
• Select both BLEED VALVES ON if not already been selected – The bleed switches are on the overhead panel and
should both be switched ON
5. EXTERNAL LIGHTS
• Set as required
6. SIGNS
• Set NO SMOKING switch to OFF if you like, keep it switched ON in case you perform a non-smoking flight.
7. ENGINES
8. FLAPS
9. AFCS
• Completed
Now the ATR should be flying all alone and you can sit back and relax a little to watch the ATR climb to cruise altitude.
Cruise
1. ENGINES
After acceleration to cruise speed (approximately 210 kts) has been performed:
• Select PWR MGT CRZ
• Check actual cruise torque matches cruise torque.
Adjust if necessary.
2. SIGNS
Okay, now that the ATR established at cruise altitude it is time for some FMS training:
• Imagine that ATC has cleared you directly to PITAR intersection – take out the FMS chapter again and check
section 17.2.2.1 for more information on how to perform a DIRECT-TO with the FMS
• When you have finished that you may want to try a Route Modification as described in section 17.2.3.1 ?
• It might be sensible to read through the complete cruise section now and try out some of the features
Although it is unlikely that you encounter icing conditions, keep the following items in mind.
3. FLIGHT CONDITIONS
• Observed
• If entering Icing conditions
ANTI-ICING PERFORMED
MODE SEL AUTO
MINIMUM ICING SPEEDS BUGGED AND OBSERVED
ICE ACCRETION MONITOR
As you you come closer to Bologna now check the EHSI for the Vertical Path Deviation Display comes active again.
Check the PROGRESS and DESCENT pages regularly as you don't want to miss the Top of Descent, do you ?
The FMS will tell you about appropriate sink rates as described in the first tutorial and the FMS chapter.
Descent
1. FLIGHT CONDITIONS
• Observed
• Relevant anti or de-icing up to landing PERFORMED IF NECESSARY
2. CCAS
Unfortuneately no ATIS is available ... anyway landings are allowed on runway 12 only ...
Check the FMC, VNAV page for current weights, weight should be something around 20,360 kg / 44,890 lbs.
4. LANDING DATA
5. BUGS
• ASI bugs
External Bugs
Lower value (yellow bug) VGA _____ kts
Intermediate value (red bug) VmLB0 normal cond. or
VmLB15 icing cond. _____ kts
6. APPROACH BRIEFING
7. SIGNS
8. DESCENT CLEARANCE
• Obtained
9. AFCS
• Completed
Approach
When you start to descend through 5,000 ft prepare for the final approach. Flip on the No smoking signs in case you
did not leave them on.
1. SIGNS
As long as you don't fly online you will always fly according the US system which sets transition level to 18,000 ft.
Check the ATIS for the correct barometric setting or in case you are in doubt just press 'B' (standard assigment for
automatically adjusting to barometric pressure. Don't use this function in case you changed your key assignments
within flight simulator).
2. ALTIMETERS
• ADJUST ALTIMETERS SETTING when passing transition level and cross check settings
3. PRESSURIZATION
5. EXTERNAL LIGHTS
6. CABIN REPORT
• Completed
Before Landing
• Crosscheck altitude
• Retard both PL down to FI and reduce airspeed
• Completed
Go Around
• Monitor
• pitch attitude
• bank attitude
• speed
• flight path
• engine parameters
When you cleared the runway it is time to got through the After Landing Checklist, ask the tower for taxi instructions to
the parking.
1. FLIGHT CONTROLS
2. EXTERNAL LIGHTS
3. IGNITION
You won't need the NAV and ADFs anymore, so flip them off.
4. COM / NAV
The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter.
Conditions:
– Both Cls AUTO
– Both Pls at GI
– ATPCS pushbutton depressed. OFF extinguished
– PWR MGT on TO position
ARM positions
– ARM light illuminates green
– Torque indications increase
– NP and NH indications decrease
ENG position:
– Selected engine torque decreases below 18%
– Opposite engine:
– Torque does not change
– UPTRIM light illuminates
– Bleed FAULT light illuminates
– NP and NH increase slightly
– 2.15 seconds later
– Concerned propeller is automatically feathered
– ARM green light extinguishes
Caution:
– Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently,
both man hydraulic pumps are temporarily lost as well
6. TCAS
(runway vacated)
• select STBY
7. ENGINES
Note: Keep engine running at least one minute at GI power before shut down to assis in reducing residual heat built up
in the engine and the nacelle
• completed
Parking
Note: As often as possible, park the a/c wirh wind relative to the nose at 10 o'clock to minimize noise and exhaust gaz
interference when hotel mode
1. PARKING BRAKE
• In Hotel Mode
• Select engine 2 CL to FTR
Note: If propeller brake is not available and provided PROP BRK is removed activate PROP BRK switch and
check AIR BLEED X VALVE OPEN light illuminates
• Check READY light illuminates
• Engage PROP BRK
• Check UNLK light illuminates then extinguishes
• Note and reset FU
• If GPU is used
• Select engine 2 CL to FTR then FUEL SO
Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for
oil capacity check by maintenance)
5. FUEL
6. SIGNS
7. GROUND CONTACT
• As required
• Completed
9. TAIL PROPELLER
• As required