ATR 42/72-600

System
Computers :
1. Integrated Modular Avionics (IMA)
2. Multi Function Computer (MFC)
3. Multi Purpose Computer (MPC)
System
Integrated Modular Avionics (IMA)
IMA provides computation, memory and input/output
Data procesing resources, shared between avionics
applications.

The main applications hosted by the core avionics cabinet

are:
a. Flight Warning (FWA)
b. Auto-Flight (AFCA)
c. Centralized maintenance (CMA)
d. Data Concentration (DCA)
System
Multi Function Computer (MFC)
The MFC Consist of 2 independent Computers

The purpose of these computers is to:

1. Monitor, Control, Authorise of the aircraft system.
2. Manage system failure and flight envelopes
anomalies and command trigerring of associated
warning
System
Multi Purpose Computer (MPC)
The MPC unit is including two parts:
1. Flight data aquisition unit (FDAU)
2. Data Management Unit (DMU)

The main functions of MPC:

3. Management of reports (take off, cruise,...)
4. Dialogue with other A/C Equipt; MCDU, Printers, ACARS
5. Other maintenance functions.
6. Flight data recording
7. Aircraft Performance Monitoring (APM)
System
Electrical.
Source of Power, three type of current are available:
1. Direct Current (DC)
2 batteries , Main & Emergency
2. Alternative Current (AC)
3. AC Wild

DC 28 volts supplied by :
4. Battre
5. DC Gen
6. DC GPU
System
Fuel.

1. The fuel stored in two tanks, one in each wing.

2. Total quantity : 4500 kg
3. Refueling point at under side of right wing.
4. Fuel flowed from tank to ending with electrical fuel
pump.
System
Hydraulics.

The aircraft has two hydraulics system. Designated blue

& green.

Each system is pressurized by an electrical pump,

supplied by ACW power. The blue system is also
provided with auxilliary pump, supplied by DC power
(Automatic or manual mode).
System
System
Anti Ice Protection.

Aicraft ice protection is provided by a pneumatic & an

electrical system adapted for the critical areas.
Ice detector monitors ice accretion.
It is connected to the FWS.
System
Location of anti ice :

1. Ailerons Horns (Electrical)

2. Wings Boots (Pneumatic)
3. Engine Air Intake Boots (Pneumatics)
4. Horizontal tailplane boots (Pneumatics)
5. Rudder & Elevator Horns (Electrical)
6. Winshield (Electrical)
7. Propeller (Electrical)
8. Probes (Elcetrical)
System
Landing Gear.

Landing gear is hydraulically operated.

In case of hydraulics failure, it may be extended by
gravity
System
Power Plant.
Aircraft fitted with :
1. Two Pratt & Whitney , PW 127 M
2. Two, Six Blades Propeller Hamilton.

It is a free turbine engine.

Power rating for the engine are:
1. RTO (Reserve take off)(Max Power) 2400 SHP
Used incase of an engine flame out during T/O or incase of
GA.
2. MCT (Max Continuous thrust) 2400 SHP
3. TO (T/O 0.9 RTO) 2160 SHP
4. Climb 2160 SHP
5. Cruise 2132 SHP
System
Power Plant.
Power setting is characterized by Constant Power Lever (PL) and
Condition Lever (CL) positions.

The power adapted to the flight phase is selected by the pilot

through a power management selector (PWR MGT)
PWR MGT has 4 position: TO, MCT, CLB, CRZ

With input from the PWR MGT & Position of PL, the EEC control
the fuel flow to the engine.

With the PWR MGT input & the CL position, the PEC (Prop Engine
Control) control the NP (Prop Speed) by changing the blade angle.
System
Power Plant
Torque setting:
TO PWR = 2160 SHP NP=100% TQ=90%
MCT PWR = 2400 SHP NP=100% TQ=100%
CLB PWR = 2160 SHP NP=82% TQ=109,7%
CRZ PWR = 2132 SHP NP=82% TQ=108,3%

The RTO (Reserve Take Off) is obtained in case of up trim

(one engine out during T/O) or with the PL to the ramp

RTO PWR = 2400 SHP NP=100% TQ=100%

Weight n Balance
The ATR 42-600 has a “nose heavy” tendency. Because of this,
no tail stand is provided for this aircraft.

For the ATR 42-600 to tip on its tail during ground loading,
the aircraft would have to reach 63% MAC.

To protect it from tip up, stations 17319 and 19557 (AFT

compartment), must be loaded last and completely unloaded
first during any loading/unloading operation.

For empty ferry flights and/or light loaded flights, ballast

weights will be needed to balance the aircraft.
Weight n Balance
Weight n Balance
Weight n Balance
% MAC = Harm-11.425 m x 100
2.285
Harm = (%MAC x 2.285) + 11.425 m
100
Index = Weight x (Harm – 11.996m)
100
Weight n Balance
Design weight Limitation :

Max Ramp weight : 18770 kg

Max Take Off weight : 18600 kg
Max Landing weight : 18300 kg
Max Zero Fuel weight : 16700 kg
Weight n Balance
Weight n Balance
Floor loading limit :
Max floor FWD & AFT cargo compt loading limit : 400
kg/m2

Max Load Capacity :

a. Forward Compt.:
1. Right : 288 kg
2. Left : 448 kg
b. AFT Compt.:
1. FWD : 304 kg
2. AFT : 440 kg
Flight Planning
Climb :
Climb charts are established for two indicated speeds (160
kt, 190 kt) and for standard temperature (ISA) at Climb
Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature
effect.

OPERATIONAL CEILING
The operational ceiling is the maximum altitude which can
be reached with a minimum rate of climb of 300 ft/mn.
This is the recommended cruise altitude to
minimize the fuel consumption.
 Flight Planning

RECOMMENDED FUEL REQUIREMENTS

The total fuel quantity required to fly a given sector is the sum
of the following quantities :

A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2
mn/14 kg -- 30 lb) Hotel mode (if used) : 30 min -- 55 kg (122
lb)
Flight Planning
B. TRIP FUEL
Fuel required from departure to destination includes the
following quantities :
Take--off and initial climb (average quantity 1 mn/24
kg -- 53 lb)
Climb at selected speed
Cruise
Descent from cruising level to 1.500 ft above
destination airport
Approach and landing (average quantity 3 mn/30 kg --
66 lb)
Flight Planning
C. RESERVE FUEL - CONTINGENCY FUEL
According to national regulations and company policy (generally
based on a percentage of TRIP FUEL).

D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It
includes go--around climb to cruising level, cruise at long range
speed, descent and approach procedure

E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed
with the estimated mass on arrival at the alternate or the
destination aerodrome, when no alternate is required.
Performance
PERFORMANCE DETERMINATION
Maximum take off weight is subordinated to the following
conditions
 at take-off :
maximum design weight
first, second and final TO segments limitations
approach climb limitation
runway limitation
tire speed limitation
brake energy limitation
obstacle clearance
Performance
– single engine cruise
obstacle clearance
– at landing
approach climb limitation
runway limitation

The following conditions are never limiting :

. first segment climb gradient
. tire speed
Performance
Different runway conditions may be encountered :
 dry
 wet (less than 1/8 inch or 3 mm of water)

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
-- compact snow
-- ice
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.