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# LIMITATIONS 2.01.

00
P1 001
CONTENTS NOV 99
AA

2.01.00 CONTENTS

2.01.01 GENERAL

2.01.05 SYSTEMS

2.01.06 TCAS

2.01.07 GPS

## ATR 42 Model : 400/500

LIMITATIONS 2.01.01
P2 001
GENERAL NOV 99
AA

## FLAPS RETRACTED = + 2.5 TO - 1 G

FLAPS EXTENDED = + 2 TO 0 G
GEAR DOWN = + 2 TO 0 G

The corresponding positive accelerations limit the bank angle in turns and the severity
of pull up maneuvers.

## CARGO DOOR OPERATION

Do not operate cargo door with a cross wind component of more than 45 kt.

DISPATCHIBILITY

For dispatch in the event of equipment failure or missing equipment refer to MEL/CDL.

60
R
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## ATR 42 Model : 400/500

LIMITATIONS 2.01.02
P1 001
AA

## DESIGN WEIGHT LIMITATIONS

MAXIMUM WEIGHT KG LB

## CENTER OF GRAVITY ENVELOPE

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

See W.B.M. : 1.10.04 p 1

## ATR 42 Model : 500

LIMITATIONS 2.01.02
P1 050
AA

## DESIGN WEIGHT LIMITATIONS

MAXIMUM WEIGHT KG LB
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 16700 36817

## CENTER OF GRAVITY ENVELOPE

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

See W.B.M. : 1.10.04 p 1

## R Mod : 5150 ATR 42 Model : 500

LIMITATIONS 2.01.02
P1 150
AA

## DESIGN WEIGHT LIMITATIONS

MAXIMUM WEIGHT KG LB
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 17000 37478

## CENTER OF GRAVITY ENVELOPE

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

See W.B.M. : 1.10.04 p 1

## Mod : 5150 + 5175 ATR 42 Model : 500

LIMITATIONS 2.01.02
P1 400
AA

## DESIGN WEIGHT LIMITATIONS

MAXIMUM WEIGHT KG LB

## CENTER OF GRAVITY ENVELOPE

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

See W.B.M. : 1.10.04 p 1

## ATR 42 Model : 400

LIMITATIONS 2.01.03
P3 001
AIRSPEED AND OPERATIONAL PARAMETERS NOV 98
AA

## V1 limited by VMCG (FLAPS 15)

R CAUTION : INCREASE BY 1.5 KT FOR TAKE-OFF BLEED ON

R
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R 104
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R 100
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R 96
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R 92
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R 88
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R 84
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R 80
–40 –30 –20 0 10 20 30 40 50
R
R OUTSIDE AIR TEMPERATURE (DG.C)
R

## Eng. : PW127E ATR 42 Model : 500

LIMITATIONS 2.01.03
P5 001
AIRSPEED AND OPERATIONAL PARAMETERS MAY 98
AA

OPERATIONAL PARAMETERS

ENVIRONMENTAL ENVELOPE

## TAKE-OFF AND LANDING

R TAIL WIND LIMIT : 15 KT

## The maximum demonstrated cross wind on dry runway is 30 KT.

MAXIMUM MEAN RUNWAY SLOPE : ± 2 %

## ATR 42 Model : 400/500

LIMITATIONS 2.01.04
P1 001
POWER PLANT NOV 01
AA

ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
OPERATING TIME TQ ITT NH NL NP OIL PRESS OIL TEMP
CONDITION LIMIT (%) (°C) (%) (%) (%) (PSI) (°C) (2)
RESERVE 10 mn 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125
TAKE OFF (6)

## NORMAL 5 mn 90 (1) (5) 101.9 101.4 101 55 to 65 0 to 125

TAKE OFF
MAXIMUM NONE 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS (6)

IDLE mini (4)

## HOTEL (7) 715 55 to 65 125

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

## 1) Value linked to 100 % NP.

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

## Eng. : PW127E ATR 42 Model : 500

LIMITATIONS 2.01.04
P2 001
POWER PLANT MAY 98
AA

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R

## Eng. : PW127E ATR 42 Model : 500

LIMITATIONS 2.01.04
P1 400
POWER PLANT NOV 01
AA

ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
OPERATING TIME TQ ITT NH NP OIL PRESS OIL TEMP
CONDITION LIMIT (%) (°C) (%) (%) (PSI) (°C) (2)
RESERVE 10 mn (4) 100 (1) 816 103.2 101 55 to 65 0 to 115
TAKE OFF
NORMAL 5 mn 90 (1) 791 102.0 101 55 to 65 0 to 115
TAKE OFF
MAXIMUM NONE (4) 86.4 (1) 800 102.6 101 55 to 65 0 to 115
CONTINUOUS
GROUND 62 mini 40 mini - 40 to 115
IDLE (3)

## HOTEL (7) 785 55 to 65 120

MODE
TRANSIENT 20 s 132.4 850 104.1 110 40 to 100
5s 120
OTHER 110 (6) 130 (5)
STARTING 5s 950 - 40 mini

## 1) Value linked to 100 % NP.

2) Oil temperature must be maintained above 45° C to ensure protection for the
engine air inlet against ice accumulation.
3) Below FI only.
R 4) Time beyond 5 mn is linked to actual single engine operations only.
5) 20 mn max.
6) The flight can be completed with the indicated NP speed. TQ must not exceed
64 %.
7) A qualified person is required to use engine 2 in HOTEL mode.
Note : Flight with an engine running and the propeller feathered is not permitted.

## Eng. : PW121A ATR 42 Model : 400

LIMITATIONS 2.01.04
P2 400
POWER PLANT MAY 98
AA

R
R
R

## Eng. : PW121A ATR 42 Model : 400

LIMITATIONS 2.01.05
P1 001
SYSTEMS NOV 97
AA

AIR - PRESSURIZATION

## MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

R MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE
FULL OPEN SELECTION 1 PSI
MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION 20.000 ft

ELECTRICAL SYSTEM

## SOURCE MAX LOAD TIME LIMIT

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn

## SINGLE DC GEN OPERATION

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

HYDRAULIC SYSTEM

LANDING GEAR

## DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
R TAKE OFF WITH MORE THAN ONE FAILED MFC MODULE IS PROHIBITED.

## ATR 42 Model : 500

LIMITATIONS 2.01.05
P2 001
SYSTEMS NOV 00
AA

OXYGEN

## Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature, in flight
R Minimum bottle pressure required to cover a cabin depressurization at mid-time of the
R flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
R flight continuation at an altitude below 13,000 ft.

## R A 25 % pax oxygen consumption is assumed.

R In case of smoke emission, the system protects the flight crew members during 15 min.
Note : - At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors

## ATR 42 Model : 400/500

LIMITATIONS 2.01.05
P1 001
SYSTEMS NOV 97
AA

AIR - PRESSURIZATION

## MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

R MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE
FULL OPEN SELECTION 1 PSI
MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION 20.000 ft

ELECTRICAL SYSTEM

## SOURCE MAX LOAD TIME LIMIT

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn

## SINGLE DC GEN OPERATION

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

HYDRAULIC SYSTEM

LANDING GEAR

## DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
R TAKE OFF WITH MORE THAN ONE FAILED MFC MODULE IS PROHIBITED.

## ATR 42 Model : 500

LIMITATIONS 2.01.05
P2 100
SYSTEMS NOV 97
AA

OXYGEN
Minimum flight crew oxygen pressure with and without observer and capacity with full pax
(50 cabin occupants).

HOLDING ALTITUDE
AVAILABLE TIME AFTER
R DECOMPRESSION

## MIN BOTTLE PRESS

INDICATION (PSI)
TOFA–02–01–05–002–A100AA

## MINIMUM BOTTLE PRESS

(STANDARD CONDITION 21°C)
(PSI)

This graph gives the minimum bottle pressure required after loss of cabin pressure to
provide crew members and 100 % of passengers protection with diluted oxygen during
descent from FL 250 to holding level followed by descent to FL100 (rate 3000 ft/minutes).
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground.
= Cabin Temperature, in flight.
Note : - At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors

## Mod. : 4292 ATR 42 Model : 500

LIMITATIONS 2.01.05
P1 400
SYSTEMS NOV 97
AA

AIR - PRESSURIZATION

## MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

R MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE
FULL OPEN SELECTION 1 PSI
MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION 20.000 ft

ELECTRICAL SYSTEM

## SOURCE MAX LOAD TIME LIMIT

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn

HYDRAULIC SYSTEM

LANDING GEAR

## DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY

MFC
R TAKE OFF WITH MORE THAN ONE FAILED MFC MODULE IS PROHIBITED.

## ATR 42 Model : 400

LIMITATIONS 2.01.05
P2 001
SYSTEMS NOV 00
AA

OXYGEN

## Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature, in flight
R Minimum bottle pressure required to cover a cabin depressurization at mid-time of the
R flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
R flight continuation at an altitude below 13,000 ft.

## R A 25 % pax oxygen consumption is assumed.

R In case of smoke emission, the system protects the flight crew members during 15 min.
Note : - At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors

## ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P1 001
TCAS NOV 98
AA

## ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P1 050
TCAS NOV 01
AA

TCAS
LIMITATIONS
The limitations in Part 2.01 are applicable with the addition of the following:
1- TCAS operation is approved for use in VFR meteorological conditions (VMC) and
IFR meteorological conditions (IMC).
2- The pilot must not initiate evasive maneuvers using information from the traffic
display only or from a traffic advisory (TCAS TA) only, without visually sighting the
traffic. These displays and advisories are intended only for assistance in visually
locating the traffic and lack the resolution necessary for use in evasive maneuvering.
3- Compliance with TCAS resolution advisory is required unless the pilot considers it
unsafe to do so or unless the flight crew has better information (e.g. ATC guidance,
definitive visual acquisition, etc) about the aircraft causing the R.A. and can
maintain safe operation.
However, maneuvers which are in the opposite direction of the resolution advisory
(TCAS RA) are extremely hazardous and are prohibited unless it is visually
determined they are the only means to assure safe separation.
CAUTION : Once a non crossing RA has been issued the vertical speed should be
accurately adjusted to comply with the RA, in order to avoid negating
the effectiveness of a co-ordinated maneuvre by the intruder.

## WARNING : Non compliance with a crossing RA by one airplane may result in

reduced vertical separation. Therefore, safe horizontal separation
must also be assured by visual means.

4- Evasive maneuvring should be made with the autopilot disengaged, and limited to
the minimum required to comply with the RA. The pilot must promptly return to the
previous ATC clearance when the TCAS CLEAR OF CONFLICT" voice message is
announced.
5- Prior to perform RA's climb or increase climb, the crew should select the appropriate
engine power setting on the power MGT rotary selector and, if necessary, manually
6- When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-around phase, a normal procedure of go-around should
be followed including the appropriate power increase and configuration changes.

## R Mod : 3832 or 8259 ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P2 050
TCAS NOV 01
AA

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

## WARNING : Priority must be granted to increasing airspeed when reaching stall

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

## R Mod : 3832 or 8259 ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P3 050
TCAS NOV 01
AA

TCAS (cont'd)
FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN
BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION
WEIGHT AIRSPEED
FLIGHT
ALTITUDE POWER FLAPS GEAR
REGIME INITIAL MIN.
TEMP.
Take off FAR25/JAR Take off 15 Up V2 + 20 1.13 VSR
25
Climb limit
Approach FAR25/JAR Spin up to go around 15 UP 1.51 1.13 VSR
25 power during VSR
Climb limit maneuver from
power for level flight
Landing FAR25/JAR Spin up to go around Transition DN VAPP +10 1.13 VSR
Transitioning 25 power during maneuver from to
to go around Climb limit from power required for 30 to 15 Up
at RA 3° Glide Slope
Enroute Critical Wt/ Power for level flight Up Up Long Higher of
Alt increase to Max Range 1.13 VSR if
giving 1.3G Continuous Cruise defined
to or buffet
buffet onset onset

## Temperature range up to ISA + 27°

- Enroute 0 25000 ft
Altitude range - Take off 0 6000 ft
- Approach and landing 0 7000 ft
Wings Level Assumed

## R Mod : 3832 or 8259 ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P4 050
TCAS NOV 01
AA

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

## CONFIGURATION RA CLIMB RA INCREASE CLIMB

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

## CONFIGURATION RA CLIMB RA INCREASE CLIMB

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

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

## R Mod : 3832 or 8259 ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P5 050
TCAS NOV 01
AA

TCAS (cont'd)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
The TCAS must be turned TA ONLY in the following cases:
-Engine out operations
-Stick pusher/shaker failure
-Flight with landing gear down
The TCAS must be turned STBY in the following cases:
-ATC request
-Errors or differences between independant air data sources
PERFORMANCES
The performances in Part 3 are applicable.

## R Mod : 3832 or 8259 ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P5 080
TCAS NOV 01
AA

TCAS (cont'd)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
The TCAS must be turned TA ONLY in the following cases:
-Engine out operations
-Stick pusher/shaker failure
-Flight with landing gear down
The TCAS must be turned STBY in the following cases:
-ATC request
-Errors or differences between independant air data sources
PERFORMANCES
The performances in Part 3 are applicable.

## Mod : (3832 or 8259) + 5205 ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 001
GPS NOV 98
AA

## ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 050
GPS NOV 99
AA

GPS

GPS Bendix/King KLN 90A is installed in accordance with FAA AC 20-138 dated May 94.
R This equipment is approved for use as a VFR and IFR supplemental navigation means,
R en route and terminal area up to the Initial Approach Fix (IAF).
R The system must not be used for approaches, beyond IAF.
No specific monitoring is required as long as the RAIM warning is OFF.
If RAIM warning appears, navigation must be crosschecked with usual means.
Data base updating must be verified before each flight.

## Mod : 3952 ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 090
GPS NOV 99
AA

## Mod : 4597 ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 100
GPS NOV 99
AA

GPS

1 - GENERAL

## - Honeywell/Trimble GNSS 1000 is installed in compliance with FAA AC 20-138

dated May 94 and DGAC-CRI n° S-01 requirements.

2 - LIMITATIONS

## - The HT 1000 GNSS pilot's guide must be available on board.

R - The system must operate with HT 1000-010 software version or any later
approved version.

- The system must be used with an updated active data base and the waypoints
position should be cross-checked with official charts.

R - This equipment is approved for use as a VFR and IFR supplemental navigation
R means, en route and in terminal area up to the Initial Approach Fix (IAF).

## - This system may be used as a primary means of navigation for oceanic/remote

area where only one navigation system is required. This statement does not
constitute an operational approval. Such an authorization must be obtained by the
operator from the appropriate authorities.

## Mod. : 4654 ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 150
GPS NOV 99
AA

GPS

R 1 - GENERAL
R The GPS Bendix/King KLN90B/BRNAV :
R - complies with TSO C 129,
R - is installed in compliance with FAA AC 20-138
R - has been demonstrated to meet the requirements of JAA TGL n° 2,
R REV1, and FAA AC 20-138 for European B-RNAV operations.

R 2 - LIMITATIONS
R Compliance with the above regulations does not constitute an
R operational approval/authorization to conduct operations. Aircraft
R operators must apply to their Authority for such an approval/
R authorization.
R - The system must be used with an updated active data base and the
R waypoints position must be cross-checked with official charts.
R - The flight must be conducted in L-NAV mode, using the flight director in
R manual mode or the autopilot.
R - This equipment is approved for use as a VFR and IFR supplemental
R navigation means, en route and in terminal area up to the Initial Approach
R Fix (IAF).
R - The system must not be used for approaches, beyond IAF.
R - The CDI scale factor selectable in the MOD pages must not be set at the
R  0.3 NM full scale deflection value.

R 3 - PROCEDURES
R - If the RAIM function is lost, the flight crew must cross-check the aircraft
R position using conventional means or must revert to an alternative means
R - The following procedures apply for B-RNAV operations:
R (a) during the pre-flight planning phase, the availability of GPS integrity
R (RAIM) must be confirmed for the intended flight (route and time).
R Dispatch must not be made in the event of predicted continuous loss of
R RAIM of more than 5 minutes for any part of the intended flight.
R so as to allow immediate cross-checking or reversion in the event of loss

## Mod. : 4890 ATR 42 Model : 400/500

LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 250
GPS NOV 99
AA

GPS

R 1 - GENERAL
R The Honeywell/Trimble GNSS 1000 :
R - complies with TSO C 129 and TSO C 115A,
R - is installed in compliance with FAA AC 20-138 and DGAC CRI S-01,
R - has been demonstrated to meet the requirements of JAA TGL n° 2, REV1
R and FAA AC 20-138 for European B-RNAV operations and FAA Notice
R N8110-60 for oceanic and remote operations where only one long range

R 2 - LIMITATIONS
R Compliance with the above regulations does not constitute an
R operational approval/authorization to conduct operations. Aircraft
R operators must apply to their Authority for such an approval/
R authorization.
R - The HT 1000 pilot's guide must be available on board.
R - The system must operate with HT 1000-05H software version or any
R later approved version.
R - The system must be used with an updated active data base and the
R waypoints position must be cross-checked with official charts.
R - This equipment is approved for use as a VFR and IFR supplemental
R navigation means, en route and in terminal area up to the Initial Approach
R Fix (IAF).
R - The system must not be used for approaches, beyond IAF.

R 3 - PROCEDURES
R - In the event of DGR alarm illumination the flight crew must cross-check
R the aircraft position using conventional means or must revert to an
R - In addition, where the coupled DME option is not installed or if the
R coupled DME is not operative, the following procedures apply for
R B-RNAV operations :
R (a) during the pre-flight planning phase, the availability of GPS integrity
R (RAIM) must be confirmed for the intended flight (route and time).
R Dispatch must not be made in the event of predicted continuous loss of
R RAIM of more than 5 minutes for any part of the intended flight.
R so as to allow immediate cross-checking or reversion in the event of loss
R Mod. : (4654 + 4885) or 5020 ATR 42 Model : 400/500
LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 270
GPS NOV 00
AA

GPS
1 - GENERAL
The Honeywell/Trimble GNSS 1000 :
- complies with TSO C 129 and TSO C 115B,
- is installed in compliance with FAA AC 20-129, AC 20-130A, AC 20-138 and
DGAC CRI S-9902,
- has been demonstrated to meet the requirements of JAA TGL n°2, REV1 and FAA
AC 20-138 and FAA Notice N8110-60.
2 - LIMITATIONS
Compliance with the above regulations does not constitute an operational
approval/authorization to conduct operations. Aircraft operators must apply to their
Authority for such an approval authorization.
- The HT 1000 pilot's guide must be available on board.
- The system must operate with HT 1000-060 software version or any later approved
version.
- The system must be used with an updated active data base and the waypoints
position must be cross-checked with official charts.
- This equipment is approved for use as :
- primary navigation means for oceanic and remote operations when only one long
- supplemental navigation means, en route, in terminal area and for non precision
approach operations until the missed approach point with respect of the MDA.
NOTE : Stand alone GPS approach is not approved. Conventional means must
be permanently cross-checked during the approach.
NOTE : VDEV function must be permanently monitored.
3 - PROCEDURES
- In the event of DGR alarm illumination the flight crew must cross-check the aircraft
position using conventional means or must revert to an alternative means of
- In addition, where the coupled DME option is not installed or if the coupled DME is
not operative, the following procedures apply for B-RNAV operations :
(a) during the pre-flight planning phase, the availability of GPS integrity (RAIM)
must be confirmed for the intended flight (route and time). Dispatch must not be
made in the event of predicted continuous loss of RAIM of more than 5 minutes for
any part of the intended flight.
(b) Traditional navigation equipment must be selected to available aids so as to
allow immediate cross-checking or reversion in the event of loss of GPS
Mod. : 5176 ATR 42 Model : 400/500
LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 280
GPS NOV 00
AA

GPS

1 - GENERAL
The GPS Bendix/King KLN90B/BRNAV :
- complies with TSO C 129,
- is installed in compliance with FAA AC 20-138
- has been demonstrated to meet the requirements of JAA TGL n° 2,
REV1, and FAA AC 20-138 for European B-RNAV operations.

2 - LIMITATIONS
Compliance with the above regulations does not constitute an
operational approval/authorization to conduct operations. Aircraft
operators must apply to their Authority for such an approval/
authorization.
- The system must be used with an updated active data base and the
waypoints position must be cross-checked with official charts.
- This equipment is approved for use as a VFR and IFR supplemental
navigation means, en route and in terminal area up to the Initial Approach
Fix (IAF).
- The system must not be used for approaches, beyond IAF.
- The CDI scale factor selectable in the MOD pages must not be set at the
 0.3 NM full scale deflection value.

3 - PROCEDURES
- If the RAIM function is lost, the flight crew must cross-check the aircraft
position using conventional means or must revert to an alternative means
- The following procedures apply for B-RNAV operations:
(a) during the pre-flight planning phase, the availability of GPS integrity
(RAIM) must be confirmed for the intended flight (route and time).
Dispatch must not be made in the event of predicted continuous loss of
RAIM of more than 5 minutes for any part of the intended flight.
so as to allow immediate cross-checking or reversion in the event of loss

## R Mod. : (4890 + 5022) or 5021 ATR 42 Model : 400/500

LIMITATIONS 2.01.08
P1 001
CABIN LIGHTING NOV 99
AA

CABIN LIGHTING

NOT APPLICABLE

## ATR 42 Model : 400/500

LIMITATIONS 2.01.08
P1 100
CABIN LIGHTING NOV 99
AA

CABIN LIGHTING
The general cabin illumination system must be used during not less than 15 minutes
before each flight.